Evaluation method and device for economical efficiency of combined design of rail transit and aviation hub

Abstract

The invention discloses a rail transit and aviation hub combined design economy evaluation method and device. The evaluation method comprises the steps that the total cost of the combined design of the rail transit and the aviation hub is determined, and the total cost comprises the transfer cost between a rail transit station and the aviation hub, the transformation cost of the aviation hub, the new construction cost of the rail transit station and the operation cost of the rail transit station and the aviation hub; the total revenue of the combined design is determined, and the total revenue comprises the fare revenue of the rail transit station and the commercial revenue of the transformation part of the aviation hub; and based on the determined total cost and the determined total income, determining the benefit of the combination design to evaluate the economy of the combination design. Therefore, the economical efficiency of the combined design of the rail transit and the aviation hub is evaluated.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of transportation, more particularly, to a method and device for evaluating the economy of a combined design of rail transit and aviation hub. BACKGROUND

[0002] With the continuous acceleration of urbanization, the rapid growth of urban population and traffic demand poses unprecedented challenges to urban transportation systems. In particular, in large cities and megacities, rail transit and aviation hubs have become an important part of urban transportation networks, and the demand for urban rail transit and aviation hubs is increasing.

[0003] The combined design of rail transit and aviation hub has become a development trend. However, the combined design of rail transit and aviation hub is diverse, and the economy is unknown. The economy of the combined design of rail transit and aviation hub is not well grasped.

[0004] Therefore, how to evaluate the economy of the combined design of rail transit and aviation hub becomes a technical problem to be solved in the field. SUMMARY

[0005] In view of this, the present application provides a method and device for evaluating the economy of the combined design of rail transit and aviation hub to realize the evaluation of the economy of the combined design of rail transit and aviation hub.

[0006] In a first aspect, the present application provides a method for evaluating the economy of the combined design of rail transit and aviation hub, the method comprising: determining the total cost of the combined design of rail transit and aviation hub, wherein the total cost includes the transfer cost between the rail transit station and the aviation hub, the modification cost of the aviation hub, the construction cost of the rail transit station, and the operation cost of the rail transit station and the aviation hub; determining the total revenue of the combined design, wherein the total revenue includes the ticket revenue of the rail transit station and the commercial revenue of the modified part of the aviation hub; and determining the benefit of the combined design based on the determined total cost and the determined total revenue, to evaluate the economy of the combined design.

[0007] Optionally, determining the total cost of the combined design of rail transit and aviation hub comprises: obtaining the transfer passenger flow between the rail transit station and the aviation hub; obtaining the transfer distance between the rail transit station and the aviation hub; obtaining the modification area of the modified part of the aviation hub; and determining the total cost based on the obtained transfer passenger flow and the obtained modification area.

[0008] Optionally, the total cost is determined based on the obtained transfer passenger flow and the obtained reconstruction area, including determining the total cost based on a total cost formula: f1=γ1·l+γ2·s+γ3·n+γ4·s+γ5·n; wherein f1 represents the total cost; l represents the transfer distance; n represents the transfer passenger flow; s represents the reconstruction area; γ1 is a first correction coefficient, γ2 is a second correction coefficient, γ3 is a third correction coefficient, γ4 is a fourth correction coefficient, and γ5 is a fifth correction coefficient.

[0009] Optionally, the total benefit of the combined design is determined, including: obtaining a transfer passenger flow between the rail transit station and the aviation hub; obtaining a commercial area of a reconstruction part of the aviation hub; obtaining a parking lot area of the reconstruction part of the aviation hub; and determining the total benefit based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area.

[0010] Optionally, the total benefit is determined based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area, including determining the total benefit based on a total benefit formula: f2=γ6·n+γ7·s1+γ8·s2; wherein f2 represents the total benefit; n represents the transfer passenger flow between the rail transit and the aviation hub; s1 represents the commercial area; s2 represents the parking lot area; γ6 is a sixth correction coefficient; γ7 is a seventh correction coefficient; and γ8 is an eighth correction coefficient.

[0011] Optionally, the commercial area and the parking lot area satisfy the following condition: β1·s1 2 +β2·s2 2 =s 2 ; wherein s represents the reconstruction area of the reconstruction part; and β1 and β2 are coefficients.

[0012] In a second aspect, the present application further provides an evaluation device for evaluating the economy of a combined design of a rail transit and an aviation hub, including: a total cost determination module, configured to determine a total cost of the combined design of the rail transit and the aviation hub, wherein the total cost includes a transfer cost between a rail transit station and an aviation hub, a reconstruction cost of the aviation hub, a new construction cost of the rail transit station, and an operation cost of the rail transit station and the aviation hub; a total benefit determination module, configured to determine a total benefit of the combined design, wherein the total benefit includes a ticket revenue of the rail transit station and a commercial benefit of a reconstruction part of the aviation hub; and an economy evaluation module, configured to determine a benefit of the combined design based on the determined total cost and the determined total benefit, so as to evaluate the economy of the combined design.

[0013] In a third aspect, the application further provides a combined design of rail transit and aviation hub, comprising: a rail transit station; an aviation hub, wherein the rail transit station is arranged below the aviation hub, and a transfer channel is arranged on a side of the aviation hub for transfer between the rail transit station and the aviation hub; and wherein the combined design is evaluated in economy based on the evaluation method.

[0014] In a fourth aspect, the application further provides a machine readable storage medium, wherein instructions are stored on the machine readable storage medium, and the instructions are used to make a machine execute the evaluation method.

[0015] In a fifth aspect, the application further provides an electronic device, comprising: a processor; a memory for storing executable instructions of the processor; and the processor is used to read the executable instructions from the memory and execute the executable instructions to realize the evaluation method.

[0016] According to the technical solution of the application, the total cost of the combined design of rail transit and aviation hub is determined, wherein the total cost comprises transfer cost between the rail transit station and the aviation hub, reconstruction cost of the aviation hub, construction cost of the rail transit station, and operation cost of the rail transit station and the aviation hub, the total revenue of the combined design is determined, wherein the total revenue comprises ticket revenue of the rail transit station and commercial revenue of the reconstructed part of the aviation hub, the benefit of the combined design is determined based on the determined total cost and the determined total revenue, so as to evaluate the economy of the combined design, thus realizing the evaluation of the economy of the combined design of rail transit and aviation hub.

[0017] Other features and advantages of the application will be described in detail in the following detailed description. BRIEF DESCRIPTION OF DRAWINGS

[0018] The accompanying drawings, which form a part of the present application, are intended to provide further understanding of the present application, and the illustrative embodiments thereof and are incorporated in and constitute a part of the specification, illustrate the present application and, together with the description, serve to explain the principles of the present application. In the drawings:

[0019] Figure 1 a flow chart of the evaluation method of the economy of the combined design of rail transit and aviation hub according to the preferred embodiment of the application;

[0020] Figure 2 a structural block diagram of the evaluation device of the economy of the combined design of rail transit and aviation hub according to the preferred embodiment of the application;

[0021] Figure 3 a schematic diagram of the combined design of rail transit and aviation hub according to the preferred embodiment of the application. DETAILED DESCRIPTION

[0022] The technical solutions of the present application will be described in detail below with reference to the accompanying drawings and in conjunction with the embodiments.

[0023] In a first aspect, the embodiments of the present application provide an evaluation method for the economy of a combined design of a rail transit and an aviation hub.

[0024] Figure 1 A flowchart of the evaluation method for the economy of the combined design of the rail transit and the aviation hub according to the preferred embodiments of the present application is shown in FIG. 1. As shown in the figure, the evaluation method includes the following contents. Figure 1

[0025] In step S10, the total cost of the combined design of the rail transit and the aviation hub is determined. The total cost includes the transfer cost between the rail transit station and the aviation hub, the transformation cost of the aviation hub, the construction cost of the rail transit station, and the operation cost of the rail transit station and the aviation hub.

[0026] The combined design of the rail transit and the aviation hub is to build a rail transit station and transform the existing aviation hub to enable transfer between the newly built rail transit station and the aviation hub, so as to realize the combination of the rail transit and the aviation hub. The transformation cost of the aviation hub is the transformation cost of the transformed part, which can include the demolition cost, reinforcement cost and construction cost of the transformed part of the aviation hub. Through the transformation of the transformed part of the aviation hub, the combination of the aviation hub and the rail transit is realized, and transfer between the two can be performed.

[0027] The operation cost of the rail transit station and the aviation hub includes the wages and welfare of workers, repair fees, electricity fees, operation fees, management fees, depreciation fees, amortization fees, security and cleaning fees, long-term loan interest expenses, and working capital interest expenses.

[0028] In step S11, the total revenue of the combined design is determined, wherein the total revenue includes the ticket revenue of the rail transit station and the commercial revenue of the transformed part of the aviation hub.

[0029] In step S12, based on the determined total cost and the determined total revenue, the benefit of the combined design is determined to evaluate the economy of the combined design. For example, the benefit of the combined design is obtained by subtracting the total cost from the total revenue. Alternatively, the total revenue and the total cost are multiplied by respective weights, and then the benefit of the combined design is obtained by subtracting the product corresponding to the total cost from the product corresponding to the total revenue.

[0030] Alternatively, in the embodiments of the present application, the transfer cost c is determined based on the transfer passenger flow n between the rail transit station and the aviation hub, the per capita annual gross domestic product g, the transfer cost correction coefficient β, and the transfer distance l between the rail transit station and the aviation hub, specifically, c = β·n·g·l.​

[0031] In the design of rail transit, the passenger flow of a station can be determined according to the documents of the passenger flow forecasting department, so in the specific design, it can be considered as a fixed value and does not change with the change of the scheme. The per capita GDP in the determined year is also fixed. Considering that the passengers traveling by plane have a higher per capita GDP than the average GDP. Therefore, in a specific design, the transfer cost can be simplified as being proportional to the transfer distance l, and the transfer cost and the transfer distance are in a linear relationship, which can be recorded as: c = γ1·l. Wherein, γ1 is the first correction coefficient, which can be determined based on the transfer passenger flow and the per capita GDP.

[0032] Alternatively, in the embodiments of the present application, the reconstruction cost of the reconstructed aviation hub can include the demolition cost r1, the reinforcement cost r2, and the newly built cost r3 of the reconstructed part, r = r1 + r2 + r3. The three costs included in the reconstruction cost are all proportional to the reconstruction area of the reconstructed part. Therefore, it is not a loss to assume that the reconstruction area is s, and the reconstruction cost r is proportional to the reconstruction area s of the reconstructed part, which can be recorded as: r = γ2·s. Wherein, γ2 is the second correction coefficient, which can be determined based on the demolition cost r1, the reinforcement cost r2, and the newly built cost r3 of the reconstructed part.

[0033] The newly built cost b of the newly built rail transit station includes the station main body cost b1, the auxiliary cost b2, the electromechanical equipment cost b3, and the decoration cost b4 of the completed design scheme, b = b1 + b2 + b3 + b4. The four costs included in the newly built cost are all proportional to the transfer passenger flow n mentioned above, so it can be considered that the value of the newly built cost b is given in the case that the transfer passenger flow is given, which can be recorded as: b = γ3·n, wherein γ3 is the third correction coefficient, which can be determined based on the station main body cost b1, the auxiliary cost b2, the electromechanical equipment cost b3, and the decoration cost b4.

[0034] Alternatively, in the embodiments of the present application, the operation cost includes the salary and welfare m1, the repair cost m2, the power cost m3, the operation cost m4, the management cost m5, the depreciation cost m6, the amortization cost m7, the security and cleaning cost m8, the long-term loan interest expenditure m9, the current fund interest expenditure m10, and the other costs m11, m = m1 + m2 + m3 + m4 + m5 + m6 + m7 + m8 + m9 + m10 + m11. 10 The operation cost is for the reconstructed part of the aviation hub and the newly built rail transit station. As can be known from the foregoing analysis, the reconstruction cost r is proportional to the reconstruction area s, and the newly built cost b is proportional to the transfer passenger flow n, so the operation cost m can be simplified as a binary equation of the reconstruction area s and the transfer passenger flow n, m = γ4·s + γ5·n, γ4 is the fourth correction coefficient, and γ5 is the fifth correction coefficient, both of which can be determined based on the reconstruction area and the transfer passenger flow.

[0035] Optionally, in the embodiments of the present application, determining the total cost of the combined design of the rail transit station and the aviation hub can include the following.

[0036] Obtaining the transfer passenger flow between the rail transit station and the aviation hub. Obtaining the transfer distance between the rail transit station and the aviation hub. Obtaining the reconstruction area of the reconstruction part of the aviation hub. Based on the obtained transfer passenger flow and the obtained reconstruction area, determining the total cost.

[0037] Optionally, in the embodiments of the present application, based on the obtained transfer passenger flow and the obtained reconstruction area, determining the total cost includes determining the total cost based on the following total cost formula: f1=γ1·l+γ2·s+γ3·n+γ4·s+γ5·n. Wherein, f1 represents the total cost; l represents the transfer distance; n represents the transfer passenger flow; s represents the reconstruction area; γ1 is the first correction coefficient, γ2 is the second correction coefficient, γ3 is the third correction coefficient, γ4 is the fourth correction coefficient, γ5 is the fifth correction coefficient.

[0038] Optionally, in the embodiments of the present application, the total revenue includes ticket revenue t and commercial revenue h. Wherein, the ticket revenue t comes from the rail transit station, and the commercial revenue comes from the commercial activities carried out by the reconstruction part of the aviation hub being reconstructed. t=n·vp, wherein n is the transfer passenger flow, and vp is the average ticket price. The commercial revenue h includes rent income h1, advertising site lease h2, temporary site lease h3, property management fee h4, parking lot income h5, business management fee h6, and default penalty income h7, h=h1+h2+h3+h4+h5+h6+h7.

[0039] According to the above analysis, the ticket revenue t is proportional to the transfer passenger flow n, which is recorded as t=γ6·n, wherein γ6 is the sixth correction coefficient, which can be determined based on the ticket price. The parking lot income depends on the parking lot area. Except for the parking lot income h5, the rest of the commercial revenue h depends on the commercial area where commercial activities can be carried out. Therefore, the commercial revenue h can be expressed as a binary equation of the parking lot area and the commercial area. Therefore, h=γ6·n+γ7·s1+γ8·s2. Wherein γ6 is the sixth correction coefficient; γ7 is the seventh correction coefficient, which can be determined based on the commercial area; γ8 is the eighth correction coefficient, which can be determined based on the parking lot area; s1 represents the commercial area, and s2 represents the parking lot area.

[0040] Optionally, in the embodiments of the present application, determining the total revenue of the combined design can include the following. Obtaining the transfer passenger flow between the rail transit station and the aviation hub. Obtaining the commercial area of the reconstruction part of the aviation hub. Obtaining the parking lot area of the reconstruction part of the aviation hub. Based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area, determining the total revenue.

[0041] Continuously, in the embodiments of the present application, based on the obtained transfer passenger flow, the obtained commercial area and the obtained parking area, the total revenue is determined, including determining the total revenue based on the following total revenue formula: f2=γ6·n+γ7·s1+γ8·s2. Wherein, f2 represents the total revenue; n represents the transfer passenger flow between rail transit and aviation hub; s1 represents the commercial area; s2 represents the parking area; γ6 is the sixth correction coefficient; γ7 is the seventh correction coefficient; γ8 is the eighth correction coefficient.

[0042] Optionally, in the embodiments of the present application, in order to ensure the maximization of commercial revenue, according to the research results, the optimal ratio of commercial area to parking area can be expressed by the following formula: β1·s1 2 +β2·s2 2 =s 2 . Wherein, s represents the reconstruction area of the reconstruction part; β1 and β2 are both coefficients.

[0043] In the embodiments of the present application, β1 and β2 can be obtained according to the fitting of the research data of the commercial area and the parking area of the mature and economically beneficial commercial complex. Optionally, in the embodiments of the present application, the value range of β1+β2 can be 2.4-3.2. Preferably, in the embodiments of the present application, β1+β2 takes the value of 2.8.

[0044] Optionally, in the embodiments of the present application, the time value of transfer time saving caused by the combination of rail transit and aviation hub can also be considered when calculating the total revenue.

[0045] Optionally, in the embodiments of the present application, the benefit evaluation model M can be established, which contains the relationship between the total cost and the benefit, specifically, the benefit f = total revenue - total cost. Optionally, in the embodiments of the present application, f = γ6·n+γ7·s1+γ8·s2-(γ1·l+γ2·s+γ3·n+γ4·s+γ5·n).

[0046] In the embodiments of the present application, the optimization of the design scheme is the design scheme when f takes the maximum value, and the correction coefficients of the parameters in the above formula and the transfer passenger flow are fixed for the already determined project. Therefore, the final value of f depends on l, s1 and s2. In the design process, the values of l, s1 and s2 can be adjusted according to the actual situation of the project, so that f takes the maximum value.

[0047] Taking the Capital Airport 3# terminal station as an example, the application of the technical scheme provided by the embodiments of the present application is exemplarily described.

[0048] Project background analysis. The basic information of the project is determined, including geographical location, traffic status, passenger flow, basic external constraints and the like.

[0049] Modeling. According to the actual situation of the project, set the model parameters, establish the cost function and the benefit function.

[0050] According to the above model and parameters, use optimization algorithm to optimize the benefit, benefit f = γ6·n + γ7·s1 + γ8·s2 - (γ1·l + γ2·s + γ3·n + γ4·s + γ5·n). According to the conditions of the project, the transfer distance l cannot be infinitely small, and it has an engineering extreme value, which is taken as the extreme value that can be achieved in engineering. The sum of s1 + s2 has been determined with the engineering conditions, that is, the transformation area s is fixed and known. At this time, the variables in f are only s1 and s2. It can be recorded as f = γ7·s1 + γ8·s2 + [γ6·n - (γ1·l + γ2·s + γ3·n + γ4·s + γ5·n)] = γ7·s1 + γ8·s2 + T, where T is the result of the addition of the remaining items as constants. And s = s1 + s2, β1·s1 2 + β2·s2 2 = s 2 . s, β1, β1 are known, then s1 and s2 can be obtained. At this time, s1 and s2 obtained are the case that makes the benefit f maximum, that is, in the case of considering cost and benefit, the optimal scheme of transportation hub design is realized.

[0051] Evaluation and adjustment. In the process of project implementation, the model is dynamically adjusted and optimized according to the actual situation to ensure the smooth progress of the project. Through data feedback, expert review and economic analysis, the implementation effect of the project is evaluated, and according to the opinions of expert review and the value of economic evaluation, it is ensured that the final design scheme achieves the expected goal.

[0052] The technical solution provided by this application can achieve the following: By establishing a benefit evaluation model based on social benefit assessment, the effective integration of rail transit and aviation hub renovation is realized. Benefit evaluation allows designers to evaluate the scheme during the design phase; if the effect is unsatisfactory, adjustments can be made at any time, ensuring the best effect of transportation hub design under limited resources. By evaluating the economics of the design, the feasibility of the design can be determined, providing a systematic solution for the integrated design of rail transit and aviation hubs. Using a scientific evaluation model, the implementation of the design scheme is monitored in real time and data feedback is provided to dynamically adjust and optimize the design scheme. The technical solution provided by this application is applicable to rail transit and aviation hub projects of different scales and types, and can adapt to the needs and characteristics of different projects by flexibly adjusting model parameters. Through economic evaluation, the principle of sustainable development can be considered during the scheme design process, minimizing environmental impact, improving resource utilization efficiency, and enhancing the long-term benefits of the project. Through economic evaluation, the feasibility of the constructed design can be evaluated, providing reference value for subsequent designs. In the evaluation method, a multi-objective optimization algorithm is adopted to comprehensively consider the impact of different factors on the benefit f, ensuring that the evaluation can be carried out objectively at each stage to obtain the best design scheme. The evaluation method provided in this application not only considers economic benefits but also comprehensively evaluates the cost of transfers, making the evaluation more scientific and reasonable overall, and possessing operability and practical application value.

[0053] Secondly, this application also provides an evaluation device for the economic efficiency of the combined design of rail transit and aviation hubs.

[0054] Figure 2 This is a structural block diagram of an evaluation device for the economic efficiency of a combination of rail transit and aviation hubs according to a preferred embodiment of this application. Figure 2 As shown, the evaluation device includes a total cost determination module 10, a total revenue determination module 30, and an economic evaluation module 20. The total cost determination module 10 is used to determine the total cost of the combined design of the rail transit and aviation hub, wherein the total cost includes the transfer cost between the rail transit station and the aviation hub, the renovation cost of the aviation hub, the new construction cost of the rail transit station, and the operating costs of the rail transit station and the aviation hub. The total revenue determination module 30 is used to determine the total revenue of the combined design, wherein the total revenue includes the ticket revenue of the rail transit station and the commercial revenue of the renovated portion of the aviation hub. The economic evaluation module 20 is used to determine the benefits of the combined design based on the determined total cost and the determined total revenue, thereby evaluating the economics of the combined design.

[0055] Optionally, in the embodiment of the present application, the total cost of the combined design of the rail transit and the aviation hub is determined, comprising: obtaining the transfer passenger flow between the rail transit station and the aviation hub; obtaining the transfer distance between the rail transit station and the aviation hub; obtaining the reconstruction area of the reconstruction part of the aviation hub; determining the total cost based on the obtained transfer passenger flow and the obtained reconstruction area.

[0056] Optionally, in the embodiment of the present application, the total cost is determined based on the obtained transfer passenger flow and the obtained reconstruction area, comprising: determining the total cost based on the following total cost formula: f1=γ1·l+γ2·s+γ3·n+γ4·s+γ5·n; wherein, f1 represents the total cost; l represents the transfer distance; n represents the transfer passenger flow; s represents the reconstruction area; γ1 is a first correction coefficient, γ2 is a second correction coefficient, γ3 is a third correction coefficient, γ4 is a fourth correction coefficient, and γ5 is a fifth correction coefficient.

[0057] Optionally, in the embodiment of the present application, the total revenue of the combined design is determined, comprising: obtaining the transfer passenger flow between the rail transit station and the aviation hub; obtaining the commercial area of the reconstruction part of the aviation hub; obtaining the parking lot area of the reconstruction part of the aviation hub; determining the total revenue based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area.

[0058] Optionally, in the embodiment of the present application, the total revenue is determined based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area, comprising: determining the total revenue based on the following total revenue formula: f2=γ6·n+γ7·s1+γ8·s2, wherein, f2 represents the total revenue; n represents the transfer passenger flow between the rail transit and the aviation hub; s1 represents the commercial area; s2 represents the parking lot area; γ6 is a sixth correction coefficient; γ7 is a seventh correction coefficient; and γ8 is an eighth correction coefficient.

[0059] Optionally, in the embodiment of the present application, the commercial area and the parking lot area satisfy the following condition: β1·s1 2 +β2·s2 2 =s 2 , wherein, s represents the reconstruction area of the reconstruction part; β1 and β2 are coefficients.

[0060] The specific working principle and benefits of the evaluation device provided by the embodiment of the present application are similar to those of the evaluation method provided by the embodiment of the present application, which will not be repeated here.

[0061] In a third aspect, the embodiment of the present application also provides a combined design of a rail transit and an aviation hub.

[0062] Figure 3A schematic diagram of a combined design of a rail transit and an aviation hub according to a preferred embodiment of the present application.

[0063] As shown in Figure 3 , the combined design includes a rail transit station 103 and an aviation hub 101. The rail transit station 103 is arranged below the aviation hub 101, and a transfer passage 102 is built on the side of the aviation hub 101 for transfer between the rail transit station 103 and the aviation hub 101. The combined design is evaluated in terms of economy based on the evaluation method described in the above embodiments. Specifically, as shown in Figure 3 , a terminal of the aviation hub 101 is connected by the transfer passage 102.

[0064] The combined design provided by the embodiments of the present application not only improves the overall operation efficiency of the transportation system, reduces the construction and operation cost, improves the convenience and comfort of passenger travel, realizes the optimal solution of the transportation hub design, enhances the comprehensive benefits and sustainable development capability of the transportation system, significantly improves the overall efficiency and social benefits of urban transportation, has important theoretical significance and practical application value, and has significant innovation, practicality and application value.

[0065] The combined design provided by the embodiments of the present application establishes a unified design model, effectively combines the rail transit and the aviation hub, and optimizes the overall layout and functional configuration of the transportation hub. Specifically, by optimizing the conversion facilities and the connection passage of the transportation hub, the time and inconvenience of passengers in the conversion between different transportation modes are reduced, and the operation efficiency of the entire transportation system is improved.

[0066] The combined design provided by the embodiments of the present application can enhance the connection between the rail transit station and the aviation hub, improve the smoothness of transportation connection, alleviate the problems of scattered management and resource waste in the operation process of the rail transit and the aviation hub, make the two fully exert their respective advantages, improve the overall operation efficiency, improve the integrity and coordination of the transportation system design, improve the experience of passengers in the use process, enhance the satisfaction and dependence of the public on the public transportation system, fully exert the social benefits of the transportation system, and improve the overall benefits of the transportation hub.

[0067] The technical scheme provided by the embodiments of the present application evaluates the economy of the design by establishing an efficiency evaluation model, so that the design scheme can be optimized according to the economy. The embodiments of the present application also provide a practical combined design. The technical scheme provided by the embodiments of the present application not only helps to promote the construction and development of urban transportation hubs, but also provides an important reference for the design of related fields, has a wide application prospect and market value.

[0068] In a fourth aspect, the embodiments of the present application further provide a machine readable storage medium, having stored thereon instructions for causing a machine to perform the evaluation method.

[0069] In a fifth aspect, the embodiments of the present application further provide an electronic device, comprising: a processor; a memory for storing processor-executable instructions; and the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the evaluation method.

[0070] The above describes the preferred embodiments of the present application, but the present application is not limited to the specific details of the above-described embodiments, and various simple modifications can be made to the technical solutions of the present application within the technical concept of the present application, and these simple modifications all belong to the protection scope of the present application.

[0071] In addition, it should be noted that each specific technical feature described in the above specific embodiments can be combined in any appropriate manner without contradiction, and in order to avoid unnecessary repetition, the present application will not further describe various possible combinations.

[0072] In addition, the various different embodiments of the present application can also be combined in any manner, as long as it does not deviate from the idea of the present application, and it should also be considered as disclosed by the present application.

Claims

1. A method of evaluating the design economy of a combination of rail transport and air transport terminals, characterized by, The evaluation method comprises: determining a total cost of the combined design of the rail transit and the aviation hub, wherein the total cost comprises a transfer cost between the rail transit station and the aviation hub, a reconstruction cost of the aviation hub, a construction cost of the rail transit station, and an operation cost of the rail transit station and the aviation hub; determining a total benefit of the combined design, wherein the total benefit comprises a ticket revenue of the rail transit station and a commercial benefit of a reconstructed part of the aviation hub; and based on the determined total cost and the determined total benefit, determining a benefit of the combined design to evaluate the economy of the combined design.

2. The evaluation method according to claim 1, characterized by The total cost of the combined design of the rail transit and the aviation hub is determined, comprising: obtaining a transfer passenger flow between the rail transit station and the aviation hub; obtaining a transfer distance between the rail transit station and the aviation hub; obtaining a reconstruction area of a reconstructed part of the aviation hub; based on the obtained transfer passenger flow and the obtained reconstruction area, determining the total cost.

3. The evaluation method according to claim 2, characterized by, Based on the obtained transfer passenger flow and the obtained reconstruction area, determining the total cost comprises determining the total cost based on the following total cost formula: f1=γ1·l+γ2·s+γ3·n+γ4·s+γ5·n wherein f1 represents the total cost, l represents the transfer distance, n represents the transfer passenger flow, s represents the reconstruction area, γ1 is a first correction coefficient, γ2 is a second correction coefficient, γ3 is a third correction coefficient, γ4 is a fourth correction coefficient, and γ5 is a fifth correction coefficient.

4. The evaluation method according to claim 1, characterized by The total benefit of the combined design is determined, comprising: obtaining a transfer passenger flow between the rail transit station and the aviation hub; obtaining a commercial area of a reconstructed part of the aviation hub; obtaining a parking lot area of the reconstructed part of the aviation hub; based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area, determining the total benefit.

5. The evaluation method according to claim 4, characterized by Based on the obtained transfer passenger flow, the obtained commercial area, and the obtained parking lot area, determining the total benefit comprises determining the total benefit based on the following total benefit formula: f2=γ6·n+γ7·s1+γ8·s2 wherein f2 represents the total benefit, n represents the transfer passenger flow between the rail transit and the aviation hub, s1 represents the commercial area, s2 represents the parking lot area, γ6 is a sixth correction coefficient, γ7 is a seventh correction coefficient, and γ8 is an eighth correction coefficient.

6. The evaluation method according to claim 5, characterized by The commercial area and the parking lot area satisfy the following condition: β1·s1 2 +β2·s2 2 = s 2 wherein s represents the reconstruction area of the reconstructed part, and β1 and β2 are coefficients.

7. An evaluation device for evaluating the design economy of a combination of a rail transport and an air transport hub, characterized by The evaluation device comprises: a total cost determination module configured to determine a total cost of a combined design of a rail transit and an aviation hub, wherein the total cost comprises a transfer cost between a rail transit station and the aviation hub, a reconstruction cost of the aviation hub, a construction cost of the rail transit station, and an operation cost of the rail transit station and the aviation hub; a total benefit determination module configured to determine a total benefit of the combined design, wherein the total benefit comprises a ticket revenue of the rail transit station and a commercial benefit of a reconstructed part of the aviation hub; and a benefit determination module configured to determine a benefit of the combined design based on the determined total cost and the determined total benefit to evaluate the economy of the combined design. a total revenue determining module configured to determine a total revenue of the combined design, wherein the total revenue comprises a ticket revenue of the rail transit station and a commercial revenue of a renovated part of the air hub; and an economic evaluation module configured to determine a benefit of the combined design based on the determined total cost and the determined total revenue, so as to evaluate the economy of the combined design.

8. A combined design of rail transit and air hub, characterized in that, The combined design comprises: a rail transit station; an air hub, wherein the rail transit station is arranged below the air hub, and a transfer passage is built on a side of the air hub for transfer between the rail transit station and the air hub; wherein the combined design is evaluated in economy based on the evaluation method of any one of claims 1-6.

9. A machine-readable storage medium, characterized in that, The machine readable storage medium has instructions stored thereon, the instructions being used to cause a machine to execute the evaluation method of any one of claims 1-6.

10. An electronic device, comprising: The electronic device comprises: a processor; a memory configured to store executable instructions of the processor; the processor is configured to read the executable instructions from the memory and execute the executable instructions to implement the evaluation method of any one of claims 1-6.

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