Preliminary layout method of micro-circulation bus routes between rail stations based on navigation data

Abstract

The present invention discloses a preliminary layout method for micro-circulation bus routes between rail stations based on navigation data, comprising: obtaining information on all operating rail stations in a study city and establishing operating rail station OD pairs; calling a route planning service interface of a network map open platform to obtain a navigation information table of operating rail station OD pairs; calculating a detour coefficient between rail stations and calculating the passenger flow demand between rail stations as the rail station passenger flow demand index; subtracting the rail station detour index from the rail station passenger flow demand index of the same operating rail station OD pair to obtain the rail station travel improvement demand level; screening the rail station OD pairs to obtain preliminary layout sites for micro-circulation bus routes; and performing route planning using the Network Analyst tool of ArcGIS software to generate preliminary layout routes for micro-circulation bus routes. The present invention can effectively address the travel service shortcomings of rail transit, promote the integration of rail and bus networks, and improve the travel efficiency of public transportation.

Description

Technical Field

[0001] The present invention belongs to the field of transportation industry design, and in particular relates to a preliminary layout method for bus routes and bus stops. Background Art

[0002] Urban rail transit networks typically connect key passenger-intensive areas, such as urban cores, major residential areas, and commercial centers. However, due to the network's scale and station coverage, rail transfers and connections remain inconvenient, requiring multiple transfers to complete a rail transit journey. Compared to direct routes, transfer routes, influenced by the network structure, add additional walking and waiting time, compromising rail transit's convenience. When rail travel is more time-consuming than other modes, residents are more inclined to choose alternative modes such as cars or shared bikes, reducing the appeal of public transportation. In areas with low rail network density, rail service coverage is limited, and connectivity is compromised, leading to poor connectivity with other areas and requiring passengers to make multiple transfers to reach their destinations. Low station density in areas fringe of the core area reduces accessibility to rail stations, increasing walking time for passengers and reducing the overall efficiency of the public transportation system. Summary of the Invention

[0003] In response to the above-mentioned existing technologies, the present invention proposes a preliminary layout method for micro-circulation bus routes between rail stations based on navigation data. The method obtains network navigation data for the OD pairs between operating rail stations, calculates the detour coefficient between rail stations, evaluates and screens the passenger flow demand level and the travel improvement demand level between rail stations, and then uses the ArcGIS path planning tool to propose a preliminary layout plan for micro-circulation bus routes.

[0004] In order to solve the above technical problems, the present invention proposes a preliminary layout method for micro-circulation bus routes between rail stations based on navigation data, which mainly includes: forming an operating rail station information table based on the information of all operating rail stations in the research city; traversing each rail station and combining it with the information of all other rail stations to form an operating rail station OD pair information table; calling the route planning service interface of the network map open platform, taking the operating rail station OD pair information table as input, and the route planning service interface outputs the operating rail station OD pair navigation information table; calculating the rail station detour coefficient based on the operating rail station OD pair navigation information table, and grading the rail station detour coefficient as the rail station detour index; delineating the service coverage area of ​​the rail station with the centroid point of each rail station as the center of the circle, and the rail station O point service coverage area of ​​each operating rail station OD pair The passenger flow demand between the service coverage areas to point D is graded and used as the rail station passenger flow demand index. The rail station detour index of the same operating rail station OD pair is subtracted from the rail station passenger flow demand index as the rail station travel improvement demand level. The operating rail station OD pairs are screened in turn based on the rail station travel improvement demand level, driving travel distance and bus barrier coefficient to select the alternative OD pairs for the micro-circulation bus line. The bus barrier coefficient is defined as the bus travel time divided by the driving travel time. The preliminary layout sites of the micro-circulation bus line are further screened based on the spatial position relationship of the alternative OD pairs. The urban road network vector file is used as the data input of the ArcGIS software, and the urban road network data is created using the software. Then, based on the urban road network data and the preliminary layout sites of the micro-circulation bus line, the Network Analyst tool is used to generate the preliminary layout routes of the rail station micro-circulation bus line. The specific steps are as follows:

[0005] Step 1. Obtain the names, longitude coordinates, and latitude coordinates of all operating rail stations in the study city, and organize them into an operating rail station information table. The operating rail station information table has a total of N rows, where N is the number of all operating rail stations in the study city. For each rail station, traverse the information combination of the rail station and all other rail stations to form an operating rail station OD pair information table. The fields of the operating rail station OD pair information table include seven columns: operating rail station OD pair number, starting rail station name, starting station longitude coordinate, starting station latitude coordinate, terminal rail station name, terminal station longitude coordinate, and terminal station latitude coordinate. The operating rail station OD pair information table has a total of N (N-1) rows.

[0006] Step 2. Call the route planning service interface of the network map open platform, and for each OD pair between operating rail stations, input the starting station longitude coordinates, starting station latitude coordinates, terminal station longitude coordinates, and terminal station latitude coordinates of the OD pair information table between operating rail stations into the route planning service interface; submit API service requests for driving route planning, bus route planning, and rail transit route planning to the server of the route planning service interface respectively; the parameters returned by the interface server include: driving travel time, driving travel distance, bus travel time, rail transit travel distance, number of rail transit transfers, and rail transit transfer station name; use the OD pair number between operating rail stations as the connection field, connect the above parameters to the OD pair information table between operating rail stations, and form an OD pair navigation information table between operating rail stations, and the OD pair navigation information table between operating rail stations has a total of N (N-1) rows.

[0007] Step 3: Extract the operating rail station OD pair number, starting rail station name, end rail station name, driving distance, rail transit travel distance, rail transit transfer number, and rail transit transfer station name from the operating rail station OD pair navigation information table; use the rail station detour coefficient The convenience of rail travel for OD pairs between operating rail stations is evaluated, and the formula for calculating the detour coefficient between rail stations is as follows:

[0008] ;

[0009] in, It is a rail station With track sites The detour coefficient between the orbital stations that constitute the OD pair; It is a rail station With track sites Rail transit travel distance between It is a rail station With track sites Driving distance between The transfer barrier coefficient of the transfer station is set according to the transfer mode of rail transit. For platform transfer, the transfer barrier coefficient is set to 0.05; for transfer within the station, the transfer barrier coefficient is set to 0.1; for transfer outside the station, the transfer barrier coefficient is set to 0.2; It is a rail station With track sites The number of rail transit transfers between the two rail stations; the rail station detour coefficients of all operating rail station OD pairs are divided into 5 levels according to the natural break method, and the graded values ​​are used as the rail station detour index of the corresponding operating rail station OD pairs. The 5-level values ​​from small to large reflect the detour degree of rail transit travel of the operating rail station OD pairs from high to low, that is, the values ​​of the rail station detour index are 1, 2, 3, 4, and 5.

[0010] Step 4: Using the longitude and latitude coordinates of the centroid of each track station as the center of the circle, draw a circular buffer zone with a radius of 800m, denoted as ; Set the O point circular buffer zone of each OD pair between operating rail stations Circular buffer zone to point D The total daily travel distribution between them is used as the passenger flow demand of the OD pair between operating rail stations. The passenger flow demand is divided into 5 levels according to the natural break method, and the graded values ​​are used as the passenger flow demand index between rail stations. The values ​​of the passenger flow demand index between rail stations are 1, 2, 3, 4, and 5. The values ​​of level 5 from small to large reflect the travel demand of residents between rail stations from low to high; the rail station passenger flow demand index of the same operating OD pair between rail stations is subtracted from the rail station detour index to serve as the rail station travel improvement demand level. The larger the value, the less convenient the rail transit travel between rail stations is and the greater the potential passenger flow is.

[0011] Step 5. Filter out the OD pairs between operating rail stations with the highest and second highest values ​​of the rail station travel improvement demand level and a driving distance greater than 1.5 km. Divide the bus travel time by the driving travel time as the bus barrier coefficient, which is used to comprehensively evaluate the service quality and operation efficiency of public transportation. If this value is less than 2, it means that the ground bus system is relatively complete. Filter out the OD pairs between operating rail stations with a bus barrier coefficient greater than or equal to 2 as alternative OD pairs for micro-circulation bus routes; further filter out the preliminary layout sites of micro-circulation bus routes based on the spatial position relationship of the alternative OD pairs. The screening conditions are: the name of the terminal rail station of the previous OD pair is equal to the name of the starting rail station of the next OD pair, until the name of the terminal rail station of the last OD pair is equal to the name of the starting rail station of the first OD pair. All OD pairs in this combination are used as the preliminary layout adjacent OD pair combination of micro-circulation bus routes, and the rail stations of all OD pairs in this combination are the preliminary layout sites of micro-circulation bus routes. The specific screening process includes:

[0012] 5-1) Among the current candidate OD pairs, designate an operational rail station OD pair as the starting OD pair, denoted as A. Filter out operational rail station OD pairs whose starting rail station name is the same as the ending rail station name of A, denoted as B. Filter out operational rail station OD pairs whose starting rail station name is the same as the ending rail station name of B, denoted as C. This process is repeated until an operational rail station OD pair whose ending rail station name is the same as the starting rail station name of A is found among the current candidate OD pairs, and this screening process ends.

[0013] 5-2) Move the selected inter-station OD pairs of operational rail stations into an OD pair set;

[0014] 5-3) Repeat steps 5-1) and 5-2) above until all the operational track station ODs in the current candidate OD pairs have been selected as the starting OD pairs;

[0015] Finally, the rail stations included in each OD pair set are used as the preliminary layout stations of the micro-circulation bus line;

[0016] Step 6: Use the urban road network vector file as input to ArcGIS software to create an urban road network dataset. The waypoint set is the preliminary layout of the micro-circulation bus route, and the waypoint sequence is the preliminary layout of adjacent OD pairs of the micro-circulation bus route. Specifically, for each OD pair set, the urban road network data and preliminary layout of the stations are used as input to the Network Analyst tool. The planned path generated by the Network Analyst tool is the preliminary layout route of the micro-circulation bus route between rail stations.

[0017] Furthermore, in step 3 of the method described in the present invention, the definition of the intra-station transfer is: after getting off the train, the passenger needs to go up and down the stairs or walk in the transfer passage inside the rail station to reach the transfer line platform; the definition of the platform transfer is: after getting off the train, the passenger can transfer to another line on the opposite side of the same subway platform; the definition of the off-station transfer is: after getting off the train, the passenger needs to swipe the card to exit the station within the specified time, walk a certain distance outside the station, and then swipe the card to enter the station to transfer to another line.

[0018] Compared with the prior art, the present invention has the following beneficial effects:

[0019] The method described in this invention obtains network navigation data from operational rail station OD pairs, calculates inter-station detour coefficients, and uses ArcGIS's path planning tools to develop micro-circulation bus route planning schemes based on inter-station detour levels, inter-station passenger demand levels, and inter-station traffic improvement needs. This method comprehensively considers the convenience of rail transit and compares it with driving to propose inter-station detour coefficients. Combined with public transportation and road traffic conditions, this method can quickly and efficiently plan preliminary micro-circulation bus route layouts. Further optimization of route routes can then be performed, improving the efficiency of public transportation network planning, design, and optimization. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] Figure 1 This is a flow chart of the method for preliminary layout of bus routes and bus stops according to the present invention;

[0021] Figure 2 This is a visualization distribution diagram of the inter-station detour coefficient of the OD pairs between operating track stations in the present invention;

[0022] Figure 3 This is a visualization distribution diagram of the passenger flow demand index between rail stations in the present invention;

[0023] Figure 4 A visual distribution diagram of the demand level for improving inter-station travel in the present invention;

[0024] Figure 5 This is a diagram showing the route and station arrangement of the micro-circulation bus ring line 1 in the present invention. DETAILED DESCRIPTION

[0025] The design concept of a preliminary layout method for rail station micro-circulation bus routes based on navigation data is as follows: The method first obtains information on all operating rail stations in a study city and traverses the information combinations of all rail stations and all other rail stations. It then calls a network map route planning service interface to request API services for driving route planning, bus route planning, and rail transit route planning, generating a navigation travel information table for operating rail station OD pairs. Furthermore, the rail station detour coefficient is used to evaluate the rail travel convenience of each operating rail station OD pair. Furthermore, the passenger flow demand between the service area of ​​station O and the service area of ​​station D is calculated as the rail station passenger flow demand index. The rail station detour index is subtracted from the rail station detour index for the same operating rail station OD pair to determine the rail station travel improvement demand level. Next, preliminary layout stations for micro-circulation bus routes and combinations of adjacent OD pairs for the preliminary layout of micro-circulation bus routes are screened. Finally, urban road network data is created from the urban road network vector file using ArcGIS software. Path planning is performed using the Network Analyst tool to generate preliminary layout routes for micro-circulation bus routes. The present invention can effectively make up for the shortcomings of rail transit travel services, promote the integration of rail and bus networks, and improve the travel efficiency of public transportation.

[0026] The present invention is further described below with reference to the accompanying drawings and examples, but the following examples are in no way intended to limit the present invention. The urban road network vector file used in this example can be downloaded from https: / / www.openstreetmap.org / . The data processing tools used in this example include ArcGIS 10.2 and FME Workbench 2023.1.1.1.

[0027] The following describes a preliminary layout method of micro-circulation bus routes and bus stops between rail stations based on navigation data proposed by the present invention with respect to this embodiment. The flow chart is as follows: Figure 1 As shown, the method includes the following steps:

[0028] Step 1. Obtain the names, longitude coordinates, and latitude coordinates of all operating rail stations in the study city. You can go to the website "https: / / api.map.baidu.com / lbsapi / getpoint / index.html", switch "Change City" to the study city, and enter the name of the rail transit line in the search box. The search result bar will display the names, longitude coordinates, and latitude coordinates of all rail stations along the input rail transit line. The information table of operating rail stations is organized into a total of N rows, where N is the number of all operating rail stations in the study city. An example is shown in Table 1.

[0029] Table 1 Example of operating rail station information table

[0030]

[0031] For each rail station, the information combination of this rail station and all other rail stations is traversed to form an operational rail station OD pair information table with seven columns: OD pair number between operational rail stations, name of starting rail station, longitude coordinate of starting station, latitude coordinate of starting station, name of ending rail station, longitude coordinate of ending station, and latitude coordinate of ending station. The table has N (N-1) rows, where N is the number of all operational rail stations in the study city. An example is shown in Table 2.

[0032] Table 2 Example of OD pair information table between operating rail stations

[0033]

[0034] Step 2. Call the network map route planning service interface, and for each OD pair between operating rail stations, input the longitude coordinates of the starting station, latitude coordinates of the starting station, longitude coordinates of the ending station, and latitude coordinates of the ending station in the information table of the OD pair between operating rail stations, and make API service requests for driving route planning, bus route planning, and rail transit route planning respectively. By calling the Baidu map route planning service interface, for each OD pair between operating rail stations, input the longitude coordinates of the starting station, latitude coordinates of the starting station, longitude coordinates of the ending station, and latitude coordinates of the ending station in the information table of the OD pair between operating rail stations, and make requests for driving route planning, bus route planning, and rail transit route planning. Industry insiders know how to write request URL statements based on the specific content of the request.

[0035] To make a driving route planning request, the request URL statement is:

[0036] “https: / / api.map.baidu.com / directionlite / v1 / driving?origin=@Value(origin site longitude),@Value(origin site latitude)&destination=@Value(destination site longitude),@Value(destination site latitude)&ak=$(AK)&coord_type=wgs84”;

[0037] To make a bus route planning request, the request URL statement is:

[0038] “https: / / api.map.baidu.com / direction / v2 / transit?origin=@Value(origin site longitude),@Value(origin site latitude)&destination=@Value(destination site longitude),@Value(destination site latitude)&ak=$(AK)&coord_type=wgs84&tactics_incity=3”;

[0039] To make a rail transit route planning request, the request URL statement is:

[0040] “https: / / api.map.baidu.com / direction / v2 / transit?origin=@Value(longitude coordinate of the starting point), @Value(latitude coordinate of the starting point)&destination=@Value(longitude coordinate of the terminal), @Value(latitude coordinate of the terminal)&ak=$(AK)&coord_type=wgs84&tactics_incity=5”.

[0041] Extract the driving time, driving distance, bus travel time, rail travel distance, number of rail transfers, and rail transfer station name parameters from the returned parameters. The returned content is a JSON file named _response_body. Analyze and extract the driving time and bus travel time parameters using JSON:

[0042] "json["result"]["routes"][0]["steps"][1][0]["duration"]";

[0043] Parse and extract the driving distance and rail transit travel distance parameters through JSON:

[0044] "json["result"]["routes"][0]["steps"][1][0]["distance"]";

[0045] Parse and extract the number of rail transit transfers using JSON:

[0046] "json["result"]["routes"][0]["steps"-1]";

[0047] Parse and extract the rail transit transfer station names using JSON:

[0048] "json["result"]["routes"][0]["steps"][0][0]["vehicle_info"]["detail"]["station"]-json["result"]["routes"][0]["steps"][0][0][ "vehicle_info"]["detail"]["on_station"]-json["result"]["routes"][0]["steps"][0][0]["vehicle_info"]["detail"]["off_station"]".

[0049] The OD pair number between operating rail stations is used as the connection field to connect the OD pair information table between operating rail stations to form the OD pair navigation travel information table between operating rail stations. The table has a total of N (N-1) rows, where N is the number of all operating rail stations in the study city. An example is shown in Table 3.

[0050] Table 3 Example of OD navigation travel information table between operating rail stations

[0051]

[0052] In Table 3, A refers to the OD pair number between operating rail stations; B refers to the name of the starting rail station; C refers to the name of the terminal rail station; D refers to the rail transit travel distance, in meters; E refers to the number of rail transit transfers; F refers to the bus travel time, in seconds; G refers to the driving travel distance, in meters; H refers to the driving travel time, in seconds; and I refers to the transfer station name.

[0053] Step 3: Use the operating rail station OD to calculate the rail station detour coefficient using the navigation travel information table, and grade the rail station detour coefficient as the rail station detour index.

[0054] Extract the operating rail station OD pair number, starting rail station name, end rail station name, driving distance, rail transit travel distance, number of rail transit transfers, and rail transit transfer station name from the operating rail station OD pair navigation information table, as shown in Table 3.

[0055] Use the orbital detour coefficient between stations Evaluate the rail travel convenience of OD pairs between operating rail stations,

[0056] ;

[0057] in, It is a rail station With track sites The detour coefficient between the orbital stations that constitute the OD pair; It is a rail station With track sites Rail transit travel distance between It is a rail station With track sites Driving distance between The transfer barrier coefficient of the transfer station is set according to the transfer mode of rail transit. For platform transfer, the transfer barrier coefficient is set to 0.05; for transfer within the station, the transfer barrier coefficient is set to 0.1; for transfer outside the station, the transfer barrier coefficient is set to 0.2; It is a rail station With track sites Number of rail transit transfers between the two cities;

[0058] The calculation results are divided into 5 levels of rail station detour coefficients of all OD pairs between operating rail stations using the natural break method from small to large. The rail station detour index takes values ​​of 1, 2, 3, 4, and 5. The 5 levels are visualized from green to red. The smaller the value, the more convenient it is to choose rail transit as a travel mode compared to driving, and the more advantageous it is in terms of travel time and distance. The larger the value, the less convenient it is to choose rail transit as a travel mode compared to driving, and the more disadvantageous it is in terms of travel time and distance. The visualization distribution of the calculated rail station detour coefficients of OD pairs between operating rail stations is shown below. Figure 2 shown.

[0059] Step 4: Define an 800m circular buffer zone around the center of each rail station. , use residents' travel data to calculate the O-point buffer of each OD pair between operating rail stations To D-buffer The total daily travel volume of residents between the two stations is used as the passenger flow demand between the service area of ​​point O and the service area of ​​point D of the railway station. The values ​​are divided into 5 levels (1, 2, 3, 4, 5) from green to red using the natural break method from small to large for visualization. The results of the visualization distribution of the passenger flow demand index between railway stations are shown in the figure below. Figure 3 Finally, the inter-station passenger flow demand index of the same operating inter-station OD pair is subtracted from the inter-station detour index to obtain the inter-station travel improvement demand level. The OD pairs with positive values ​​are selected, and the visualization distribution results of the inter-station travel improvement demand level are shown in the figure below. Figure 4 shown.

[0060] Step 5: Filter out the operating rail station OD pairs with the highest (3 in this embodiment) and the second highest (2 in this embodiment) rail station travel improvement demand levels, and a driving distance greater than 1.5 km. OD pairs between operating rail stations with a bus barrier coefficient greater than or equal to 2 are selected as candidate OD pairs for micro-circulation bus routes. Based on the spatial positional relationship of the candidate OD pairs, further screening is performed to obtain preliminary layout sites for the micro-circulation bus routes.

[0061] In this embodiment, taking the planned line loop 1 as an example, the starting OD pair is "Haiguang Temple-Jinjie", the operating rail station OD pair B is "Jinjie-Anshan Road", the operating rail station OD pair C is "Anshan Road-Xikang Road", and the operating rail station OD pair D is "Xikang Road-Haiguang Temple". The name of the terminal rail station in the operating rail station OD pair D is the same as the starting rail station name "Haiguang Temple" of A. This ends the screening, and the screening results are stored in an OD pair set. The rail stations included in the set are used as the preliminary layout stations of the micro-circulation bus line. Examples of various indicators of the preliminary layout stations of the micro-circulation bus line are shown in Table 4. In terms of the improvement demand level of travel between rail stations, the improvement demand level of Haiguang Temple Station to Jinjie Station, Jinjie Station to Anshan Road Station, Anshan Road Station to Xikang Road Station, and Xikang Road Station to Haiguang Temple Station is level 3, the driving travel distance of the station OD pair is greater than 1.5 km, and the bus barrier coefficient is greater than or equal to 2. The preliminary layout of adjacent OD pairs of micro-circulation bus routes is: Haiguang Temple Station to Jinjie Station to Anshan Road Station to Xikang Road Station to Haiguang Temple Station. The preliminary layout stations of the micro-circulation bus routes are Haiguang Temple Station, Jinjie Station, Anshan Road Station, Xikang Road Station, and Haiguang Temple Station.

[0062] Table 4 Examples of indicators for the preliminary layout of bus stops on micro-circulation bus routes

[0063]

[0064] Step 6: Use the urban road network vector file as input to ArcGIS software to create urban road network data. For each OD pair set, use the urban road network data and the preliminary layout of stations as input to the Network Analyst tool. The planned path generated by the Network Analyst tool is the preliminary layout route of the micro-circulation bus line between rail stations. The specific steps are as follows:

[0065] Use ArcGIS software to create a city road network dataset. Create a new file geodatabase in ArcGIS software, create a new feature dataset under the file geodatabase, import the city road network vector file into the feature dataset, right-click the feature dataset, select New - Network Dataset (N), and then follow the wizard steps: In the connectivity settings, select "Any Node" as the default setting; select "None" elevation modeling for elevation data; when specifying attributes for the network dataset, set its field type and value; set the driving direction and build the service area index, and select "Yes" or "No" as needed. Then use the Network Analyst tool for route planning. Click Network Analyst > New Route. After creating a new route analysis layer, the layer will be displayed in the Network Analyst window along with its five network analysis classes (stops, routes, point barriers, line barriers, and surface barriers). In the "Stops" layer, add stops. Click the "Properties" button in the upper right corner of the "Network Analyst" panel. The "Layer Properties" dialog box will appear. In the "Analysis Settings", select Length (meters) as the impedance. Click the "Solve" button on the "Network Analyst" toolbar. The system will plan the route based on the set parameters and network dataset. The set of waypoints is Haiguang Temple Station, Jinjie Station, Anshan Road Station, Xikang Road Station, and Haiguang Temple Station. The order of waypoints is: Haiguang Temple Station to Jinjie Station to Anshan Road Station to Xikang Road Station to Haiguang Temple Station. The route direction and station setting plan for the micro-circulation bus ring route 1 are as follows: Figure 5 As shown, the total length of the line is 6.5km, connecting Haiguang Temple Station, Jinjie Station, Anshan Road Station and Xikang Road Station.

[0066] In summary, the method described in this paper acquires network navigation data from operating rail station OD pairs, calculates inter-station detour coefficients, and uses ArcGIS's path planning tools to evaluate inter-station detour levels, inter-station passenger demand levels, and inter-station traffic improvement needs. This method comprehensively considers the convenience of rail transit and compares it with driving to propose inter-station detour coefficients. Furthermore, by combining public transportation and road traffic conditions, this method can quickly and efficiently plan preliminary micro-circulation bus routes. The next step is to further optimize route directions, thereby improving the efficiency of public transportation network planning, design, and optimization.

[0067] Although the present invention has been described above in conjunction with the accompanying drawings, the present invention is not limited to the above-mentioned specific embodiments. The above-mentioned specific embodiments are merely illustrative and not restrictive. Under the guidance of the present invention, ordinary technicians in this field can make many changes and improvements without departing from the purpose of the present invention, which are all protected by the present invention.

Claims

1. A preliminary layout method for micro-circulation bus routes between rail stations based on navigation data, characterized in that: include: Form an operational rail station information table based on the information of all operational rail stations in the research city; Traverse each rail station and combine the information of all other rail stations to form an OD pair information table between operating rail stations; Call the route planning service interface of the network map open platform, take the operating rail station OD pair information table as input, and the route planning service interface outputs the operating rail station OD pair navigation information table; Calculating the orbital station detour coefficient according to the operational orbital station OD pair navigation information table, and grading the orbital station detour coefficient as the orbital station detour index; The service coverage area of ​​each rail station is delineated with the centroid of each rail station as the center. The passenger flow demand between the service coverage area of ​​point O and the service coverage area of ​​point D of each operating rail station OD pair is graded as the rail station passenger flow demand index. The rail station detour index of the same operating rail station OD pair minus the rail station passenger flow demand index is used as the rail station travel improvement demand level. The OD pairs between operating rail stations are screened based on the level of demand for improved travel between rail stations, driving distance, and bus barrier coefficient, thereby selecting candidate OD pairs for micro-circulation bus routes. The bus barrier coefficient is defined as the bus travel time divided by the driving travel time. The preliminary layout of micro-circulation bus routes is further screened based on the spatial location relationship of the candidate OD pairs. The urban road network vector file is used as the data input of ArcGIS software, and the urban road network data is created using the software. Then, based on the urban road network data and the preliminary layout sites of the micro-circulation bus lines, the Network Analyst tool is used to generate the preliminary layout routes of the micro-circulation bus lines between rail stations.

2. The method for preliminary layout of micro-circulation bus routes between rail stations according to claim 1 is characterized in that: The specific steps are as follows: Step 1: Obtain the names, longitude and latitude coordinates of all operating rail stations in the study city, and organize them into an operating rail station information table. The operating rail station information table has a total of N rows, where N is the number of all operating rail stations in the study city. For each rail station, traverse the information combination of the rail station and all other rail stations to form an operating rail station OD pair information table, wherein the fields of the operating rail station OD pair information table include the operating rail station OD pair number, the starting rail station name, the starting station longitude coordinate, the starting station latitude coordinate, the ending rail station name, the ending station longitude coordinate, and the ending station latitude coordinate. The operating rail station OD pair information table has a total of N (N-1) rows; Step 2: Call the route planning service interface of the network map open platform, and for each OD pair between operating rail stations, input the longitude coordinates of the starting station, the latitude coordinates of the starting station, the longitude coordinates of the ending station, and the latitude coordinates of the ending station in the OD pair information table between operating rail stations into the route planning service interface; Submit API service requests for driving route planning, bus route planning, and rail transit route planning to the server of the route planning service interface respectively; The parameters returned by the interface server include: driving travel time, driving travel distance, bus travel time, rail transit travel distance, number of rail transit transfers, and rail transit transfer station names; Using the operating track station OD pair number as a connection field, the above parameters are connected to the operating track station OD pair information table to form an operating track station OD pair navigation information table. The operating track station OD pair navigation information table has a total of N (N-1) rows. Step 3: Extract the operating rail station OD pair number, the starting rail station name, the ending rail station name, the driving distance, the rail transit travel distance, the number of rail transit transfers, and the rail transit transfer station name from the operating rail station OD pair navigation information table; Use the orbital detour coefficient between stations Evaluate the rail travel convenience of OD pairs between operating rail stations, ； in, It is a rail station With track sites The detour coefficient between the orbital stations that constitute the OD pair; It is a rail station With track sites Rail transit travel distance between It is a rail station With track sites Driving distance between The transfer barrier coefficient of the transfer station is set according to the transfer mode of rail transit. For platform transfer, the transfer barrier coefficient is set to 0.05; for transfer within the station, the transfer barrier coefficient is set to 0.1; for transfer outside the station, the transfer barrier coefficient is set to 0.2; It is a rail station With track sites Number of rail transit transfers between the two cities; The inter-station detour coefficients of all operating inter-station OD pairs are divided into 5 levels according to the natural break method, and the graded values ​​are used as the inter-station detour indexes of the corresponding operating inter-station OD pairs, and the inter-station detour indexes are 1, 2, 3, 4, and 5; Step 4: With the centroid of each rail station as the center, a circular buffer zone with a radius of 800m is delineated; the total daily travel volume from the circular buffer zone at point O to the circular buffer zone at point D of each operating rail station OD pair is used as the passenger flow demand of the operating rail station OD pair, and the passenger flow demand is divided into five levels according to the natural break method. The graded values ​​are used as the rail station passenger flow demand index, and the rail station passenger flow demand index takes values ​​of 1, 2, 3, 4, and 5; Step 5: Screen out the operating rail station OD pairs with the highest and second highest values ​​of the rail station travel improvement demand level and a driving distance greater than 1.5 km, and select the operating rail station OD pairs with a bus barrier coefficient greater than or equal to 2 as candidate OD pairs for micro-circulation bus routes; Based on the spatial position relationship of the candidate OD pairs, the preliminary layout sites of the micro-circulation bus routes are further screened, including: 5-1) Among the current candidate OD pairs, designate an operational rail station OD pair as the starting OD pair, denoted as A. Filter out operational rail station OD pairs whose starting rail station name is the same as the ending rail station name of A, denoted as B. Filter out operational rail station OD pairs whose starting rail station name is the same as the ending rail station name of B, denoted as C. This process is repeated until an operational rail station OD pair whose ending rail station name is the same as the starting rail station name of A is found among the current candidate OD pairs, and this screening process ends. 5-2) Move the selected inter-station OD pairs of operational rail stations into an OD pair set; 5-3) Repeat steps 5-1) and 5-2) above until all the operational track station ODs in the current candidate OD pairs have been selected as the starting OD pairs; The rail stations included in each OD pair set are used as the preliminary layout stations of the micro-circulation bus line; Step 6: Use the urban road network vector file as input to ArcGIS software to create urban road network data. For each OD pair set, use the urban road network data and the preliminary layout stations as input to the Network Analyst tool. The planned path generated by the Network Analyst tool is the preliminary layout route of the micro-circulation bus line between rail stations.

3. The method for preliminary layout of micro-circulation bus routes between rail stations according to claim 2 is characterized in that: In step 3, The definition of intra-station transfer is: after getting off the train, passengers need to go up and down stairs or walk through the transfer passage inside the railway station to reach the transfer line platform; The platform transfer is defined as: after getting off the train, passengers can transfer to another line on the opposite side of the same subway platform; The off-station transfer is defined as: after getting off the bus, the passenger needs to swipe the card to exit the station within the specified time, walk a certain distance outside the station, and then swipe the card to enter the station to transfer to another line.

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