A hub airport second high-speed construction planning method, device and medium

Abstract

The application discloses a hub airport second high-speed construction planning method, equipment and medium, and relates to the technical field of traffic planning. The method comprises the following steps: dividing the approach proportion of the high-speed approach according to the passenger source area, combining the present passenger throughput, the road distribution proportion to calculate the peak hour passenger volume of the existing first high-speed, and quantifying the peak hour passenger PCU, comparing the peak hour total PCU with the present peak hour total PCU to obtain the transit traffic proportion; according to the long-term passenger throughput, using the road distribution proportion, the approach proportion of each passenger source area and the transit traffic proportion to calculate the long-term peak hour total PCU; combining the long-term peak hour total PCU and the traffic carrying capacity of the existing first high-speed to plan the second high-speed construction scheme. The technical problem that the existing method ignores the space-time dynamic change of passenger flow, and the shunting effect of the second high-speed is difficult to effectively play is solved.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of traffic planning, and in particular to a hub airport second highway construction planning method, device and medium. BACKGROUND

[0002] The airport second highway refers to a second highway connecting the airport and the city center or other traffic hubs specially planned and constructed to relieve the traffic pressure of the existing highway of the hub airport. It forms a complement to the existing "airport first highway" (usually the earliest built external highway of the airport) and jointly undertakes the ground traffic distribution function of the airport.

[0003] The airport highway needs to have high level and high traffic efficiency, and may adopt a design of 6-8 lanes in both directions, and a special quick access (such as a special lane directly reaching the terminal) is arranged on part of the road section, and is connected with the urban expressway network, ring line and the like through an interchange, so as to realize the quick connection of the airport and the city core area, the surrounding satellite city or other traffic hubs (high-speed rail station, long-distance bus station and the like). The existing airport highway built in the early stage is limited by the design standard, has few lanes, low interchange efficiency and is prone to congestion. Therefore, the construction of the second highway can divert traffic, adapt to the growth of passenger flow, reduce the risk of missing the plane of passengers, and enhance the fault tolerance of the traffic system. The second highway can be extended to the emerging urban area and the surrounding city, serve the passenger flow of multiple regions, reduce the detour, not only can undertake the airport passenger flow, but also can share the urban traffic pressure.

[0004] The existing construction planning of the second highway mainly relies on the fixed flow prediction model, is difficult to respond to the spatio-temporal changes of the passenger flow source, and does not fully consider the traffic demand transfer caused by the expansion of the terminal area and the like, so that the second highway planned has low matching degree with the actual traffic distribution, the diversion effect of the second highway is difficult to effectively play, and even a new traffic bottleneck is formed. SUMMARY

[0005] The present application provides a hub airport second highway construction planning method to solve the technical problem that the existing second highway planning technology relies on the fixed flow prediction model and does not consider the expansion demand of the terminal area, so that the spatio-temporal dynamic change of the passenger flow is ignored, and the second highway is difficult to fully play a role.

[0006] The present application is realized by the following technical scheme:

[0007] In a first aspect, the present application provides a hub airport second highway construction planning method, the hub airport comprising a first terminal area and a first highway; the method comprising:

[0008] obtaining the approach proportion of passengers selecting the first highway to approach according to the approach proportion of the passenger source area, and obtaining the approach proportion of passengers selecting the first highway to approach in each passenger source area;

[0009] According to the current annual passenger throughput of the first terminal area, the road distribution ratio and the approach ratio of each passenger source area, the peak hour passenger volume of the first expressway is obtained;

[0010] According to the traffic mode sharing rate of the first expressway, the peak hour passenger volume is split to obtain the peak hour passenger PCU, and the peak hour passenger PCU is compared with the current peak hour total PCU of the first expressway to obtain the transit traffic proportion;

[0011] The long-term annual passenger throughput after the second terminal area is built is obtained, and combined with the road distribution ratio and the approach ratio of each passenger source area, the long-term peak hour passenger volume is obtained;

[0012] According to the traffic mode sharing rate, the long-term peak hour passenger volume is split to obtain the long-term peak hour passenger PCU, and the long-term peak hour total PCU of the first expressway is calculated according to the transit traffic proportion;

[0013] Combined with the long-term peak hour total PCU and the traffic carrying capacity of the first expressway, the second expressway construction scheme is planned.

[0014] The above planning method of the present application considers the passenger flow proportion of different passenger source areas and the difference of travel mode, selects the approach ratio of the expressway according to the passenger source area division, such as the passenger flow ratio of the main urban area and the remote suburb area, and based on the geographical correlation, the approach ratio of the main urban area to the expressway is higher, and then combined with the current annual passenger throughput of the first terminal area, the road distribution ratio and the traffic mode sharing rate, the traffic volume of the existing first expressway under the current passenger flow condition is calculated, so that the time and space distribution difference of passenger flow source is accurately quantified, and the planning is avoided to deviate from the actual traffic distribution.

[0015] Considering the traffic burst in the morning and evening peak hours and other key periods, the traffic pressure of the peak hour may be far higher than the road design threshold, the peak hour passenger PCU is used to quantify the current traffic volume of the existing first expressway, which not only makes the quantification index more close to the actual traffic state, but also provides a buffer window for analysis and decision-making, avoiding that the second expressway construction is started too late and cannot timely relieve the congestion;

[0016] Based on the comparison result of the calculated peak hour passenger PCU and the first high-speed actual status peak hour total PCU, the transit traffic proportion can be obtained, and the transit traffic proportion, the road distribution ratio and the approach ratio of the passenger source area of the existing first high-speed are continued to be used to evaluate the traffic carrying capacity of the long-term year passenger throughput of the second terminal area after the existing first high-speed, accurately adapt to the traffic demand transfer brought by the terminal area expansion, exclude the interference of transit traffic on flow calculation, ensure that the second high-speed construction scale matches the carrying gap of the first high-speed, so as to further solve the technical problems that the existing technology does not combine facility changes, misses transit traffic, causes shunt failure and even forms a new bottleneck, and realize the dynamic balance between the second high-speed planning and the actual traffic demand of the hub airport.

[0017] Further, the passenger source area includes a main urban area and a surrounding city; the approach ratio of the main urban area is the percentage of the number of passengers choosing the first high-speed approach in the total number of passengers in the main urban area, and the approach ratio of the surrounding city is the percentage of the number of passengers choosing the first high-speed approach in the total number of passengers in the surrounding city.

[0018] Further, based on the current year passenger throughput of the first terminal area, the road distribution ratio and the approach ratio of each passenger source area, the peak hour passenger quantity of the first high-speed is obtained, including:

[0019] According to the current year passenger throughput of the first terminal area, the road distribution ratio and the approach ratio of each passenger source area, the annual passenger quantity of the first high-speed is calculated;

[0020] Based on the passenger flow distribution characteristics of the first high-speed in the peak period, the annual passenger quantity is converted into peak hour passenger quantity.

[0021] Further, according to the traffic mode sharing rate of the first high-speed, the peak hour passenger quantity is split to obtain peak hour passenger PCU, including:

[0022] According to the traffic mode sharing rate of the first high-speed, the proportion of each vehicle type is determined;

[0023] According to the proportion of each vehicle type and the passenger capacity of each vehicle type, the peak hour passenger quantity is split to obtain the number of each vehicle type;

[0024] According to the PCU conversion coefficient of each vehicle type, the number of each vehicle type is weighted and summed to obtain the peak hour passenger PCU.

[0025] Further, the second high-speed construction scheme is planned in combination with the long-term peak hour total PCU and the traffic carrying capacity of the first high-speed, including:

[0026] If the long-term peak-hour total PCU exceeds the traffic carrying capacity threshold of the first expressway, a second expressway is included in the construction plan, otherwise not;

[0027] When the second expressway is included in the construction plan, the proportion of long-term peak-hour total PCU that the second expressway needs to carry is determined according to the long-term peak-hour total PCU and the traffic carrying capacity threshold of the first expressway, and the number of one-way lanes of the second expressway is determined in combination with the single-lane traffic capacity of the second expressway and the target service level.

[0028] Further, the method further comprises:

[0029] The long-term annual passenger throughput is subtracted from the current annual passenger throughput to obtain a passenger throughput increment;

[0030] The passenger throughput increment is allocated year by year according to a linear growth rate to obtain an expected annual passenger throughput of each year before the second terminal area is built;

[0031] According to the expected annual passenger throughput, the road collection and distribution ratio, and the approach ratio of each passenger source area, an expected peak-hour passenger volume of each year is obtained;

[0032] The expected peak-hour passenger volume is split according to the traffic mode sharing rate to obtain an expected peak-hour passenger PCU of each year, and the expected peak-hour total PCU of each year is calculated according to the transit traffic proportion;

[0033] According to the time when the expected peak-hour total PCU exceeds the traffic carrying capacity threshold of the first expressway, the construction timing of the second expressway is determined.

[0034] Further, when the second expressway is included in the construction plan, the method further comprises:

[0035] A candidate line position scheme of the second expressway is determined;

[0036] Under each of the candidate line position schemes, the passenger source areas covered by the first expressway and the second expressway are divided to obtain the passenger source sharing proportions of the first expressway and the second expressway;

[0037] The peak-hour total PCU that the first expressway and the second expressway need to share respectively is calculated according to the passenger source sharing proportions;

[0038] In combination with the peak-hour total PCUs of the first expressway and the second expressway respectively and the capacity proportions of the first terminal area and the second terminal area, the approach and departure road PCUs of the first terminal area and the second terminal area and the through road PCU of the two terminal areas are calculated;

[0039] According to the two peak hour total PCUs, the two approach-departure road PCUs and the cross-field road PCU, the service levels of the airport roads under each candidate line position scheme are evaluated, and the airport roads include the first expressway, the second expressway, the approach-departure road and the cross-field road.

[0040] In the candidate line position scheme in which the service levels of the airport roads meet the road service requirements, the scheme in which the sharing ratio of the first expressway and the second expressway is matched with the capacity ratio of the first terminal area and the second terminal area is included in the second expressway construction plan.

[0041] Further, according to the peak hour total PCU, the approach-departure road PCU and the cross-field road PCU, the service levels of the airport roads under each candidate line position scheme are evaluated, and the airport roads include the first expressway, the second expressway, the approach-departure road and the cross-field road.

[0042] The V / C values of the airport roads under each candidate line position scheme are calculated, and the V / C value of the first expressway is equal to the peak hour total PCU of the first expressway / the maximum bearing PCU of the first expressway, the V / C value of the second expressway is equal to the peak hour total PCU of the second expressway / the maximum bearing PCU of the second expressway, the V / C value of the approach-departure road is equal to the approach-departure road PCU / the maximum bearing PCU of the approach-departure road, and the V / C value of the cross-field road is equal to the cross-field road PCU / the maximum bearing PCU of the cross-field road.

[0043] The service levels of the airport roads are obtained according to the V / C values of the airport roads.

[0044] In the second aspect of the present application, an electronic device is provided, which includes a memory, a processor and a computer program stored in the memory and executable on the processor, and the processor implements the hub airport second expressway construction planning method of any one of the first aspect of the present application when executing the computer program.

[0045] In the third aspect of the present application, a computer readable storage medium is provided, which stores a computer program, and the computer program is executed by a processor to implement the hub airport second expressway construction planning method of any one of the first aspect of the present application.

[0046] Compared with the prior art, the present application has the following advantages and beneficial effects:

[0047] A passenger flow-traffic volume-road network capacity mapping model is constructed from the passenger source distribution and the traffic mode characteristics, the passenger flow distribution, the airport capacity and the road network are coupled, the peak traffic demand is accurately predicted, and a core basis for the second expressway construction planning is provided.

[0048] The macroscopic indexes such as passenger throughput and passenger source distribution are converted into microcosmic parameters such as PCU and V / C value, the traffic demand threshold of different terminal areas in different development stages is accurately calculated, the dynamic matching of road network supply and demand growth is formed by combining with the service level standard, and the capacity redundancy or gap is avoided;

[0049] According to the destination characteristics of different terminal areas facing different passenger source areas, the direct matching of passenger source and destination is realized through the second high-speed line scheme, the road service level and the sharing ratio are adapted, the balanced service network of the whole path of "approach-departure-crossing area" is formed, and the overall resilience of the field traffic system is improved. BRIEF DESCRIPTION OF DRAWINGS

[0050] In order to more clearly illustrate the technical solutions of the example embodiments of the present application, the following will briefly introduce the drawings needed to be used in the examples. It should be understood that the following drawings only show some embodiments of the present application, and therefore should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can also be obtained without creative labor. In the drawings:

[0051] Figure 1 is a schematic diagram of a hub airport second high-speed construction planning method according to an embodiment of the present application.

[0052] Figure 2 is a schematic diagram of a method for splitting peak hour passenger volume by traffic mode share according to an embodiment of the present application.

[0053] Figure 3 is a schematic diagram of a second high-speed construction timing planning method according to an embodiment of the present application.

[0054] Figure 4 is a schematic diagram of a second high-speed construction scheme planning method according to an embodiment of the present application. DETAILED DESCRIPTION

[0055] In order to make the purpose, technical solutions and advantages of the present application more clear and explicit, the following will further describe the present application in combination with examples and drawings. The illustrative embodiments of the present application and their descriptions are only used to explain the present application, and are not regarded as a limitation on the present application.

[0056] It should be noted that the terms "include" and "have" and any variations thereof in the specification and claims of the present application and the above-mentioned drawings are intended to cover non-exclusive inclusion, for example, a process, method, system, product or device containing a series of steps or units does not have to be limited to or inherent to other steps or units.

[0057] The terminology used in the description of the various embodiments of the application is for the purpose of describing particular embodiments only and is not intended to be limiting of the various embodiments of the application. As used herein, the singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the various embodiments of the application belong. The terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the relevant art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.

[0058] Embodiments of the application provide a hub airport second high-speed construction planning method, aiming at the problem that the current planning method is difficult to respond to the spatio-temporal changes of passenger flow sources, which takes the total quantity of airport passengers in the long term as the core reference and relies on the fixed flow prediction model, the application quantifies the traffic pressure actually borne by the existing high-speed from the characteristics of passenger source distribution and traffic mode, and considers the long-term carrying capacity of the airport under the demand of terminal area expansion, evaluates the long-term traffic pressure of the existing high-speed as the basis for the construction of the second high-speed, realizes the dynamic adaptation of spatio-temporal dynamic passenger flow and long-term traffic supply and demand, and plans a scientific second high-speed construction scheme.

[0059] The scheme of the application involves professional terms in the field of transportation, which are explained as follows.

[0060] PCU (Passenger Car Unit, equivalent car unit): refers to converting different types of motor vehicles into a unified measurement unit equivalent to a standard car according to the road space occupied and the influence on traffic flow. The PCU value of a standard car is 1, and the conversion coefficients of common vehicle types are: large passenger cars (including buses) 1.5-2.5, heavy trucks 2.5-4.0, taxis 1.0-1.2.

[0061] V / C (Volumeto Capacity Ratio, traffic volume to capacity ratio): a core indicator describing the degree of road congestion. V refers to the actual traffic volume borne by the road (in PCU / hour), and C refers to the theoretical traffic capacity of the road under a certain service level. V / C≤0.75 usually corresponds to a smooth state, 0.75<V / C≤0.85 corresponds to a state from basically smooth to light congestion, and V / C>0.85 corresponds to a congested state.

[0062] Road service level: a classification system that comprehensively evaluates road traffic efficiency, driving comfort, and traffic stability, usually divided into six levels from A to F. For example, A level (V / C≤0.4) is free flow, with high speed and no interference; E level (0.85<V / C≤1.0) is saturated flow, with speed drop and frequent parking; and F level (V / C>1.0) is forced flow, with complete congestion and traffic stagnation.

[0063] Road distribution ratio: the ratio of the number of passengers choosing road transportation (including private cars, taxis, airport shuttles, and online car services) to the total passenger throughput of the airport.

[0064] Transit traffic ratio: the ratio of transit traffic (i.e., traffic that does not serve airport passengers / cargo transportation and only uses the airport road to travel between other areas) to the total traffic volume on the airport expressway (or connecting road).

[0065] Approach and departure roads: dedicated road systems connecting the city road network and the airport terminal, divided into approach roads and departure roads according to function: approach roads for passengers from the city to the airport terminal, and departure roads for passengers from the airport terminal back to the city.

[0066] Through roads: dedicated roads within the airport connecting different terminal areas, terminals, and runways / cargo areas, or terminals and parking lots / transportation centers, mainly serving cross-terminal passenger flow and internal operational traffic.

[0067] The method of the present application is based on the existing scale of the hub airport, aims to meet the expansion needs of the airport and the long-term growth of passenger flow, and plans the construction scheme of the second expressway. Among them, the existing terminal area of the hub airport is taken as the first terminal area, the existing expressway is taken as the first expressway, and the terminal area planned for expansion of the airport is taken as the second terminal area. Referring to Figure 1 , the method comprises the following steps.

[0068] S1-1, according to the division of the approach proportion of the passenger source area, the approach proportion of the passengers in each passenger source area choosing the first expressway is obtained.

[0069] For example, according to the division of the main urban area and the surrounding cities, in the annual total passenger volume of the first terminal area, the passengers from the main urban area account for A1%, and the passengers from the surrounding cities account for (100-A1)%. Among them, the proportion of passengers from the main urban area choosing the first expressway to enter the terminal and choosing other roads to approach is B1 / B2.

[0070] The main urban area can be further divided, such as being divided into A area, B area, C area, etc. according to geographical location, and the surrounding cities can also be further divided into surrounding city A, surrounding city B, surrounding city C, etc. according to the same principle. Or according to other division methods, which are not limited by the present application.

[0071] The purpose of dividing the passenger source area is to quantify the actual traffic pressure of the existing highway from the passenger source distribution and traffic mode characteristics, to provide basic data for subsequent road network capacity evaluation.

[0072] S1-2, according to the current annual passenger throughput of the first terminal area, the road distribution ratio and the approach ratio of each passenger source area, the peak hour passenger volume of the first highway is obtained.

[0073] According to the current annual passenger throughput of the first terminal area, the road distribution ratio and the approach ratio of each passenger source area, the annual total passenger volume of the first highway can be calculated, that is, the passenger volume selecting the first highway approach in the current annual passenger throughput (including passengers from different passenger source areas, and the proportion of different passenger source areas is different), such as division according to the main urban area and the surrounding city, the calculation formula can be expressed as:

[0074] The annual total passenger volume of the first highway = the current annual passenger throughput × the road distribution ratio × [(the main urban area proportion × the approach ratio of the main urban area) + (the surrounding city proportion × the approach ratio of the surrounding city)].

[0075] Among them, the approach ratio of the main urban area is the percentage of the number of passengers selecting the first highway approach in the total number of passengers in the main urban area, the approach ratio of the surrounding city is the percentage of the number of passengers selecting the first highway approach in the total number of passengers in the surrounding city, and the road distribution ratio represents the proportion of passengers selecting road travel mode, which is opposite to subway, airplane and other non-road travel modes.

[0076] Based on the peak period distribution characteristics (especially the proportion of early peak), the annual total passenger flow is converted into peak hour passenger volume. For example, the early peak is 2 hours a day (7-9 am), and the calculation formula is: peak hour passenger volume = annual total passenger volume of the first highway × peak period proportion / 365 / 2.

[0077] The current technology for evaluating the saturation state of the existing main channel (such as the first highway of the airport) is mainly based on the average value of the annual traffic volume, which ignores the traffic burst in the early and late peak periods. In fact, the traffic pressure in the peak hour may far exceed the design threshold of the road, at which time the main channel is in a congested state, but the existing model still judges according to the annual average value, which often leads to the second highway construction starting too late and failing to relieve congestion in time.

[0078] S1-3, according to the traffic mode distribution rate of the first highway, the peak hour passenger volume is split to obtain the peak hour passenger PCU, and the peak hour passenger PCU is compared with the current peak hour total PCU of the first highway to obtain the transit traffic proportion.

[0079] This step splits the peak hour passenger volume by traffic mode share, quantifies the degree of road traffic congestion, and one splitting example is as follows Figure 2

[0080] S2-1, determine the proportion of each vehicle type according to the traffic mode share of the first expressway.

[0081] For example, passengers taking private cars, buses and taxis are M1, M2 and M3 respectively, and the peak hour passenger volume M can be split into three parts: [M1 / (M1+M2+M3)]xM, [M2 / (M1+M2+M3)]xM and [M3 / (M1+M2+M3)]xM, which correspond to the three vehicle types respectively.

[0082] S2-2, split the peak hour passenger volume according to the proportion of each vehicle type and the passenger capacity of each vehicle type to obtain the number of each vehicle type.

[0083] For example, the passenger capacity of private cars, buses and taxis is 4 people per vehicle, 30 people per vehicle and 3 people per vehicle respectively, and the peak hour travel quantity of private cars, buses and taxis can be obtained according to the proportion of each vehicle type, so as to calculate the peak hour PCU of each vehicle type, and the peak hour passenger PCU of the first expressway is obtained by summing up each vehicle type.

[0084] S2-3, weight and sum the number of each vehicle type according to the PCU conversion coefficient of each vehicle type to obtain the peak hour passenger PCU.

[0085] Combined with the PCU conversion coefficient of each vehicle type, for example, the conversion coefficient of private cars is 1, the conversion coefficient of buses is 2.5, and the conversion coefficient of taxis is 1.2, and the calculation formula is: peak hour passenger PCU=(private car quantity x 1)+(bus quantity x 2.5)+(taxi quantity x 1.2).

[0086] This calculation result only considers the PCU of the first terminal area passenger flow, and does not include the transit flow, i.e. the flow of intercity activities using the first expressway. The proportion of transit traffic of the first expressway can be evaluated by subtracting the calculated peak hour passenger PCU from the actual monitoring peak hour total PCU of the first expressway.

[0087] S1-4, obtain the long-term annual passenger throughput after the completion of the second terminal area, and obtain the overall long-term peak hour passenger volume combined with the road distribution ratio and the approach ratio of each passenger source area.

[0088] This step uses the road distribution ratio of the first expressway and the approach ratio of each passenger source area, and evaluates the bearing capacity of the existing first expressway for the long-term saturated traffic volume on the basis of considering the expansion demand of the second terminal area.

[0089] ​Specifically, the long-term peak-hour passenger volume is calculated in the same way as the peak-hour passenger PCU in step S1-3, first, the long-term annual passenger volume is obtained according to the long-term annual passenger throughput, the road distribution ratio and the approach ratio of each passenger source area, and is converted to the peak-hour passenger volume, that is, the long-term peak-hour passenger volume is obtained.

[0090] S1-5, according to the traffic mode sharing rate, the long-term peak-hour passenger volume is split to obtain the long-term peak-hour passenger PCU, and the long-term peak-hour total PCU of the first expressway is calculated according to the transit traffic proportion.

[0091] This step uses the transit traffic proportion of the first expressway, the traffic mode sharing rate, splits the long-term peak-hour passenger volume according to the traffic mode sharing rate to obtain the long-term peak-hour passenger PCU, and finally obtains the long-term peak-hour total PCU according to the transit traffic proportion.

[0092] S1-6, combining the long-term peak-hour total PCU and the traffic carrying capacity of the first expressway, the second expressway construction scheme is planned.

[0093] The traffic carrying capacity of the first expressway is known, such as the maximum carrying capacity of the road = lane number x single lane capacity x D class service level threshold (V / C≤0.85). According to the long-term peak-hour total PCU, it is judged whether the present traffic carrying capacity of the first expressway can meet the long-term demand, so as to decide whether the second expressway needs to be built and the traffic pressure that the second expressway needs to share, so as to plan the second expressway construction scheme.

[0094] If the long-term peak-hour total PCU is compared with the traffic carrying capacity threshold of the first expressway, it is judged whether it exceeds the traffic carrying capacity threshold. If the long-term peak-hour total PCU exceeds the traffic carrying capacity threshold of the first expressway, the second expressway needs to be shunted, and the second expressway is included in the construction plan; otherwise, it is not included in the construction plan.

[0095] Further, when the second expressway is included in the construction plan, according to the long-term peak-hour total PCU and the traffic carrying capacity threshold of the first expressway, the proportion of the long-term peak-hour total PCU that the second expressway needs to carry is determined, and the one-way lane number of the second expressway is determined in combination with the single lane capacity of the second expressway and the target service level (such as C class service level V / C=0.6~0.75).

[0096] Among them, under the D class service level, the traffic tends to be unstable flow state, the speed decreases greatly, the driving freedom is strictly restricted, and the comfort and convenience are low; under the C class service level, the traffic is in stable flow state, the speed is greatly affected by traffic volume, and a satisfactory speed can still be obtained, and there is a certain driving freedom.

[0097] Further, the second expressway construction plan also includes determining the construction timing of the second expressway, i.e., whether it needs to be constructed synchronously with the second terminal area or delayed to start, so as to avoid starting too late and failing to timely relieve the congestion, or starting too early and failing to fully exert the utility. A construction timing planning method is as shown in Figure 3

[0098] S3-1, subtract the current annual passenger throughput from the long-term annual passenger throughput to obtain the passenger throughput increment; and distribute the passenger throughput increment year by year according to the linear growth rate to obtain the expected annual passenger throughput of each year before the second terminal area is completed.

[0099] For example, the second terminal area is expected to reach Mx in the long-term annual passenger throughput after N years, and the current annual passenger throughput is Mr. According to the linear development of the passenger throughput demand from the current to the long-term annual passenger throughput, the passenger throughput increment Mx-Mr is evenly distributed to N-1 years, and finally reaches the long-term annual passenger throughput in the Nth year.

[0100] S3-2, according to the expected annual passenger throughput, the road distribution ratio and the approach ratio of each passenger source area, the expected peak hour passenger volume of each year is obtained.

[0101] For example, the expected annual passenger throughput of the first year is Mr+(Mx-Mr) / (N-1), and the road distribution ratio and the approach ratio of each passenger source area of the first expressway are used to calculate the peak hour passenger volume of the first year, and the peak hour passenger volume of the second year, the third year, and so on is calculated in the same way.

[0102] S3-3, according to the traffic mode sharing rate, the expected peak hour passenger volume is split to obtain the expected peak hour passenger PCU of each year, and the expected peak hour total PCU of each year is calculated according to the transit traffic proportion.

[0103] For example, the transit traffic proportion and the traffic mode sharing rate of the first expressway are used to calculate the peak hour total PCU of the first year according to the expected peak hour passenger volume of the first year, and the expected peak hour total PCU of the second year, the third year, and so on is calculated in the same way.

[0104] S3-4, according to the time when the expected peak hour total PCU exceeds the traffic carrying capacity threshold of the first expressway, the construction timing of the second expressway is determined.

[0105] ​If the expected peak hour total PCU of the first expressway exceeds the threshold of the traffic carrying capacity of the first expressway in the nth year, the second expressway needs to be built around the nth year and share the traffic, so as to plan the commissioning time of the second expressway. If the nth year is less than the commissioning time of the terminal, the second expressway should be commissioned synchronously with the second terminal area. (Since the expected passenger volume of the second terminal area will not be released before the construction, the second expressway can be commissioned synchronously with the second terminal area)

[0106] Further, when the second expressway is included in the construction plan, a step of planning the construction scheme of the second expressway is also included, as shown in Figure 4

[0107] S4-1, determine the candidate line position scheme of the second expressway, and divide the passenger source area covered by the first expressway and the second expressway respectively under each candidate line position scheme to obtain the passenger source sharing ratio of the first expressway and the second expressway.

[0108] Determine a feasible second expressway line position scheme in combination with the urban construction land planning as a candidate, such as connecting the eastern main urban area or the southern surrounding city, and re-distribute the passenger source areas covered by the first expressway and the second expressway according to different line position schemes, and then re-distribute the passenger source sharing ratio.

[0109] S4-2, calculate the peak hour total PCU that the first expressway and the second expressway need to share respectively according to the passenger source sharing ratio.

[0110] The calculation is the same as the method of calculating the long-term peak hour total PCU of the first expressway, except that the respective passenger source sharing ratio, i.e. the difference in passenger volume, is reflected.

[0111] S4-3, calculate the PCU of the access road of the first terminal area and the second terminal area and the PCU of the through road between the two terminal areas in combination with the peak hour total PCU of the first expressway and the second expressway respectively and the capacity proportion of the first terminal area and the second terminal area.

[0112] Among them, the PCU of the access road = the PCU shared by the corresponding expressway × the passenger capacity proportion of the corresponding terminal area. For example, the PCU of the access road of the first terminal area = the PCU shared by the first expressway × (1-second terminal area capacity proportion); the PCU of the access road of the second terminal area = the PCU shared by the second expressway × the second terminal area capacity proportion.

[0113] The traffic of the through road is equal to the sum of the second terminal area passenger source traffic shared by the first expressway and the first terminal area passenger source traffic shared by the second expressway, which is calculated as: through road PCU = (first expressway shared PCU × second terminal area capacity proportion) + (second expressway shared PCU × (1-second terminal area capacity proportion)).

[0114] ​S4-4, according to the total PCU of peak hours, the PCU of the approach-departure road and the PCU of the cross-field road, the service level of each airport road (the first high-speed, the second high-speed, the approach-departure road and the cross-field road) under each candidate line position scheme is evaluated.

[0115] That is, the road congestion index is quantified according to the PCU of each road, which is represented by V / C, wherein V is the PCU of the road (calculated value or actual monitoring value), and C is the road traffic capacity, which is generally represented by the maximum carrying PCU of the road. According to the V / C value, the congestion degree of each road can be intuitively reflected, and whether the target service level is met.

[0116] Specifically, the V / C value of the first high-speed is equal to the total PCU of peak hours of the first high-speed / the maximum carrying PCU of the first high-speed, the V / C value of the second high-speed is equal to the total PCU of peak hours of the second high-speed / the maximum carrying PCU of the second high-speed, the V / C value of the approach-departure road is equal to the PCU of the approach-departure road / the maximum carrying PCU of the approach-departure road, and the V / C value of the cross-field road is equal to the PCU of the cross-field road / the maximum carrying PCU of the cross-field road.

[0117] According to the V / C values of each airport road calculated under each candidate line position scheme, the service level of each airport road is obtained according to the V / C value.

[0118] S4-5, in the candidate line position scheme in which the service levels of each airport road meet the road service demand, the scheme in which the sharing ratio of the first high-speed and the second high-speed is matched with the capacity proportion of the first terminal area and the second terminal area is included in the second high-speed construction plan.

[0119] For example, by comparing different second high-speed candidate line position schemes, it is ensured that the service levels of the approach-departure road and the cross-field road of the first terminal area are all better than the D-class service level, the service level of the approach-departure road of the second terminal area is better than the C-class service level, and the scheme in which the sharing ratio of the first high-speed and the second high-speed is matched with the capacity of the first and second terminal areas is preferentially selected.

[0120] The embodiment is aimed at the destination characteristics of different terminal areas facing different passenger source areas, and realizes the direct matching of passenger sources and destinations through the second high-speed line position scheme. After optimization, the service levels of the approach-departure road and the cross-field road are simultaneously up to standard, forming a balanced service network of the whole path of "approach-departure-cross-region", and improving the overall resilience of the field traffic system.

[0121] Embodiments of the present application also provide an electronic device including a processor and a memory, the number of processors can be one or more. The memory as a kind of computer readable storage medium, can be used to store software programs, computer executable programs and modules. The processor executes various functions of the electronic device by running the software programs, instructions and modules stored in the memory, so as to realize the hub airport second high-speed construction planning method of any one of the above embodiments of the present application.

[0122] The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, at least one application required by a function; The data storage area can store data created according to the use of the terminal and the like. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as at least one magnetic disk storage device, a flash memory device, or other non-volatile solid-state storage device. In some examples, the memory can further include a memory remotely arranged with respect to the processor, which can be connected to the electronic device through a network. Examples of the above network include but are not limited to the Internet, an intranet, a local area network, a mobile communication network and a combination thereof.

[0123] Embodiments of the present application also provide a computer readable storage medium having a computer program stored thereon, when the computer program is executed by a processor, the hub airport second high-speed construction planning method of any one of the above embodiments of the present application is realized.

[0124] The computer storage medium of the embodiments of the present application can adopt any combination of one or more computer readable media. The computer readable medium can be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium may, for example, be but is not limited to an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or apparatus, or any combination thereof. More specific examples (non-exhaustive list) of the computer readable storage medium include: an electrical connection having one or more wires, a portable computer diskette, 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 thereof. In the present application, the computer readable storage medium can be any tangible medium containing or storing a program that can be used by or in conjunction with an instruction execution system, device or apparatus.

[0125] A computer readable signal medium can include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal can take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium can be any computer readable medium that can be involved in

[0126] The embodiment of the present application further provides a computer program product, which, when running on a computer, enables the computer to perform the hub airport second high-speed construction planning method of any one of the above-mentioned embodiments of the present application.

[0127] The above detailed description merely describes specific implementation of the present application, and is not intended for limiting the purpose, technical solutions and beneficial effects of the present application. It should be understood that the above description is merely a specific implementation of the present application, and is not intended to limit the protection scope of the present application. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present application shall be included in the protection scope of the present application.

Claims

1. A method for planning a second high-speed construction of a hub airport, characterized by, The hub airport comprises a first terminal area and a first expressway; the method comprises: According to the division of the approach proportion of the passenger source area, the approach proportion of each passenger source area is obtained; According to the current annual passenger throughput of the first terminal area, the road distribution proportion and the approach proportion of each passenger source area, the peak hour passenger volume of the first expressway is obtained; According to the traffic mode sharing rate of the first expressway, the peak hour passenger PCU is obtained by splitting the peak hour passenger volume, and the transit traffic proportion is obtained by comparing the peak hour passenger PCU with the current peak hour total PCU of the first expressway; The long-term annual passenger throughput after the second terminal area is built is obtained, and the long-term peak hour passenger volume is obtained in combination with the road distribution proportion and the approach proportion of each passenger source area; According to the traffic mode sharing rate, the long-term peak hour passenger PCU is obtained by splitting the long-term peak hour passenger volume, and the long-term peak hour total PCU of the first expressway is calculated according to the transit traffic proportion; In combination with the long-term peak hour total PCU and the traffic carrying capacity of the first expressway, the second expressway construction scheme is planned; When the second expressway is included in the construction plan, the method further comprises: Determine the candidate line position scheme of the second expressway; Under each candidate line position scheme, the passenger source area covered by the first expressway and the second expressway is divided to obtain the passenger source sharing proportion of the first expressway and the second expressway; According to the passenger source sharing proportion, the peak hour total PCU that the first expressway and the second expressway need to share respectively is calculated; In combination with the peak hour total PCU of the first expressway and the second expressway respectively and the capacity proportion of the first terminal area and the second terminal area, the approach and departure road PCU of the first terminal area and the second terminal area respectively and the through road PCU of the two terminal areas are calculated; According to the peak hour total PCU, the approach and departure road PCU and the through road PCU, the service level of each airport road under each candidate line position scheme is evaluated; the airport road comprises the first expressway, the second expressway, the approach and departure road and the through road; In the candidate line position scheme in which the service level of each airport road meets the road service demand, the scheme in which the sharing proportion of the first expressway and the second expressway matches the capacity proportion of the first terminal area and the second terminal area is included in the second expressway construction plan.

2. The method of claim 1, wherein, The passenger source area comprises a main urban area and a surrounding city; the approach proportion of the main urban area is the percentage of the number of passengers in the main urban area who choose the first expressway approach to the total number of passengers in the main urban area, and the approach proportion of the surrounding city is the percentage of the number of passengers in the surrounding city who choose the first expressway approach to the total number of passengers in the surrounding city.

3. The method of claim 1, wherein, According to the current annual passenger throughput of the first terminal area, the road distribution proportion and the approach proportion of each passenger source area, the peak hour passenger volume of the first expressway is obtained, comprising: According to the current annual passenger throughput of the first terminal area, the road distribution proportion and the approach proportion of each passenger source area, the annual total passenger volume of the first expressway is calculated; Convert the annual passenger volume into peak-hour passenger volume based on the first highway's peak-hour passenger volume distribution characteristics.

4. The method of claim 1, wherein, Split the peak-hour passenger volume according to the first highway's traffic mode share to obtain peak-hour passenger PCU, including: Determining the proportion of each vehicle type according to the first highway's traffic mode share; Splitting the peak-hour passenger volume according to the proportion of each vehicle type and the passenger capacity of each vehicle type to obtain the number of each vehicle type; Weighted summing the number of each vehicle type according to the PCU conversion coefficient of each vehicle type to obtain peak-hour passenger PCU.

5. The method of claim 1, wherein, Planning the second highway construction scheme in combination with the long-term peak-hour total PCU and the traffic carrying capacity of the first highway, including: If the long-term peak-hour total PCU exceeds the traffic carrying capacity threshold of the first highway, the second highway is included in the construction plan, otherwise it is not included in the construction plan; When the second highway is included in the construction plan, determining the proportion of the long-term peak-hour total PCU that the second highway needs to carry according to the long-term peak-hour total PCU and the traffic carrying capacity threshold of the first highway, and determining the number of one-way lanes of the second highway in combination with the single-lane capacity of the second highway and the target service level.

6. The method of claim 1 or 5, wherein The method further includes: Subtracting the current annual passenger throughput from the long-term annual passenger throughput to obtain the passenger throughput increment; According to the passenger throughput increment, the expected annual passenger throughput of each year before the completion of the second terminal area is obtained by linearly allocating the passenger throughput increment year by year. According to the expected annual passenger throughput, the road set distribution ratio, and the approach ratio of each passenger source area, the expected peak-hour passenger volume of each year is obtained. According to the traffic mode share, the expected peak-hour passenger PCU of each year is obtained, and the expected peak-hour total PCU of each year is calculated according to the transit traffic proportion. According to the time when the expected peak-hour total PCU exceeds the traffic carrying capacity threshold of the first highway, the construction timing of the second highway is determined.

7. The method of claim 1, wherein, According to the peak-hour total PCU, the approach-departure road PCU, and the cross-field road PCU, the service level of each airport road under each candidate line location scheme is evaluated, including: Calculating the V / C value of each airport road under each candidate line location scheme; wherein the V / C value of the first highway is equal to the peak-hour total PCU of the first highway / the maximum carrying PCU of the first highway, the V / C value of the second highway is equal to the peak-hour total PCU of the second highway / the maximum carrying PCU of the second highway, the V / C value of the approach-departure road is equal to the approach-departure road PCU / the maximum carrying PCU of the approach-departure road, and the V / C value of the cross-field road is equal to the cross-field road PCU / the maximum carrying PCU of the cross-field road; According to the V / C value of each airport road, the service level of each airport road is obtained.

8. An electronic device comprising a memory, a processor, and a computer program stored on the memory and executable on the processor, characterized in that, The processor executes the computer program to implement the hub airport second highway construction planning method of any one of claims 1-7. The processor executes the computer program to implement the hub airport second highway construction planning method of any one of claims 1-7.

9. A computer-readable storage medium having stored thereon a computer program, characterized in that, The computer program is executed by a processor to implement the hub airport second high-speed construction planning method in any one of claims 1-7.

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