CN105608315B - Bus stop safety level of service quantitative evaluation method and system - Google Patents
Bus stop safety level of service quantitative evaluation method and system Download PDFInfo
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Abstract
The invention discloses a kind of bus stop safety level of service quantitative evaluation method and system, wherein, the bus stop safety level of service quantitative evaluation method includes：Divide bus stop type；It determines basic model impact factor and builds basic model；It calculates the conspicuousness of the secondary factor and builds bus stop level of security correction model；It calculates and assesses bus stop safety level of service.The present invention does not depend on historical traffic casualty data and traffic conflict data, but builds the model method of metered dose to evaluate the safety level of service of bus stop；Have many advantages, such as that evaluation is objective, it is convenient to realize, it is difficult, of high cost and the defects of easily influenced by subjective factor to overcome prior art data acquisition.This method is applied when can analyze and assess at home bus stop safety level of service, and contributes to the improvement measure of evaluation analysis correlation raising public transport safety service level.
Description
Technical field
The present invention relates to traffic safety, especially bus stop safe evaluation method.
Background technology
With the fast development of China's urbanization, city size is increasing, population constantly gathers, vehicle guaranteeding organic quantity is fast
Speed increases, and causes traffic congestion, energy consumption and problem of environmental pollution more and more prominent, and first developing for public transport is to solve
The effective way of these problems.Public transport is first developed, and is needed constantly to promote the service efficiency of urban mass-transit system, be ensured
The quality of security service of public transport promotes the optimization of Traffic Configuration to make the transition, pushes and implement China's urban public transport
First develop strategy.
Security developments are the prerequisites of public transport development, and main part of the regular public traffic as public transit system is different
Enjoy independent right of way in rail traffic, the modes of transportation such as regular public traffic and motor vehicle, non-motor vehicle in road traveling, due to
The limitation of the conditions such as vehicle performance, transportation condition, environment influence, geometricshape, pavement behavior so that road traffic problem is particularly
It is complicated.Public transit vehicle corresponding bus platform stop as regular public traffic be different from other road traffic modes behavior spy
Sign can generate the behaviors such as interflow, shunting, intertexture between vehicle, increase the generation of traffic conflict between vehicle, and improve friendship
Interpreter thus occur risk.The problem of bus stop safety level of service sternness, it is necessary to there is reasonable to assess public transport
The method of bus stop safety level of service, so as to formulate corresponding improvement alternative.
In the security performance for evaluating bus stop, traffic accident data or friendship that the investigation of generally use history obtains
Logical colliding data.However, due to the random character of traffic accident data, tend not to reflect some specific bus stop
Safety level of service, and since the not perfect enough and related data of Some Domestic traffic data information acquisition system is sensitive
Sex chromosome mosaicism, obtaining traffic accident or colliding data also becomes difficult.In addition, traffic conflict analysis often expends a large amount of manpowers
Material resources carry out the acquisition and analysis of data, and are easily influenced when judging and conflicting by subjective factor.
Invention content
Goal of the invention：One purpose is to provide a kind of bus stop safety level of service quantitative evaluation method, to solve
The above problem of the existing technology.
Technical solution：A kind of bus stop safety level of service quantitative evaluation method, including：
Step 1 divides bus stop type；
Step 2 determines basic model impact factor and builds basic model；
Step 3, the conspicuousness for calculating the secondary factor simultaneously build bus stop level of security correction model；
Step 4 calculates and assesses bus stop safety level of service.
Preferably, the step 2 is further：
Step 21, analysis traffic conflict vertex type；
Step 22, for each bus stop type, calculate traffic conflict point sum；
Step 23, according to traffic conflict point quantity, conflict severity and traffic impact coefficient structure motor vehicle between, machine
Degree of danger between motor-car and non-motor vehicle and between non-motor vehicle and passenger；
Step 24, structure basic model：
Preferably, the step 3 is further：
Step 31, the conspicuousness that the minor effect factor for correction model is determined using Principal Component Analysis；
Step 32, the correction model for building bus stop safety level of service：
In formula, ADD is modified degree of danger, represents the safety level of service of bus stop；AF is total modifying factor；
ψrIt is the weight of r-th of modifying factor；AFrIt is r-th of modifying factor；It is q-th of secondary factor in r-th of modifying factor
Weight；SrqIt is the safety value of q-th of secondary factor in r-th of modifying factor.
Preferably, the step 4 is further：
Sample data set is divided into k initial cluster by step 41；
Sample is included into nearest cluster by step 42, sample clustering, i.e., the distance of sample to the cluster central point is minimum, is led to
It crosses square Euclidean distance to calculate and be included into corresponding cluster each sample so that quadratic sum is minimum in group；
After step 43, cluster obtain a sample or cast out a sample, new mean value is recalculated, updated mean value is made
For new cluster center；
Step 44 repeats step 42, until distribution is stablized.
A kind of bus stop safety level of service Quantitative Evaluation System, including：
First module, for dividing bus stop type；
Second module, for determining basic model impact factor and building basic model；
Third module, for calculating the conspicuousness of the secondary factor and building bus stop level of security correction model；
4th module, for calculating and assessing bus stop safety level of service.
Preferably, second module is further used for：
Analyze traffic conflict vertex type；For each bus stop type, traffic conflict point sum is calculated；According to traffic
Between conflict point quantity, conflict severity and traffic impact coefficient structure motor vehicle, between motor vehicle and non-motor vehicle and
Degree of danger between non-motor vehicle and passenger；Build basic model：
Preferably, the third module is further used for：It is determined using Principal Component Analysis for the secondary of correction model
The conspicuousness of impact factor；Build the correction model of bus stop safety level of service：
In formula, ADD is modified degree of danger, represents the safety level of service of bus stop；AF is total modifying factor；
ψrIt is the weight of r-th of modifying factor；AFrIt is r-th of modifying factor；It is q-th of secondary factor in r-th of modifying factor
Weight；SrqIt is the safety value of q-th of secondary factor in r-th of modifying factor.
Preferably, the 4th module is further used for：Sample data set is divided into k initial cluster；Sample clustering, by sample
Originally it is included into nearest cluster, i.e., the distance of sample to the cluster central point is minimum, is calculated by square Euclidean distance and each sample
Originally it is included into corresponding cluster so that quadratic sum is minimum in group；After cluster obtains a sample or casts out a sample, recalculate
New mean value, updated mean value is as new cluster center.
Advantageous effect：The present invention does not depend on historical traffic casualty data and traffic conflict data, but builds metered dose
Model method evaluates the safety level of service of bus stop；Have many advantages, such as that evaluation is objective, it is convenient to realize, overcome existing
The defects of technical data acquisition is difficult, of high cost and is easily influenced by subjective factor.
Description of the drawings
Fig. 1 is the flow chart of the present invention.
Fig. 2 a to Fig. 2 g are respectively seven kinds of common bus stop types.
Fig. 3 a to Fig. 3 h are respectively the conflict point distribution map of bus stop under different situations.
Specific embodiment
It is commented with reference to the bus stop safety level of service of Fig. 1, Fig. 2 a to Fig. 2 g and Fig. 3 a to Fig. 3 h description present invention
Valency method.This method specifically comprises the following steps：
Step 1：The division of bus stop type.In the present invention, it distributes, bus stop type, stop according to right of way
Domestic common bus stop is divided into seven types by installation position of pulling in, as shown in Fig. 2 a to Fig. 2 g.
Class1：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in trackside using traffic marking
It takes and sets up beeline busstop；
Type 2：Public transportation lane (i.e. bus running in conventional maneuver track, similarly hereinafter) is not provided with, and divides vehicle in trackside
It takes and sets up beeline busstop；
Type 3：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in trackside using traffic marking
It takes and sets up bay engineering constructions；
Type 4：Public transportation lane is not provided with, and bay engineering constructions are set up on trackside parting strip；
Type 5：Setting physical isolation public transportation lane is separated, and with car lane in center using facility is physically isolated
Beeline busstop is set up on parting strip；
Type 6：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in center using traffic marking
It takes and sets up beeline busstop；
Type 7：Public transportation lane is not provided with, and occupies non-motorized lane under conditions of no trackside parting strip and sets up straight line
Formula bus stop, public transit vehicle occupy non-motorized lane and realize getting on or off the bus for passenger.
Step 2：Determining for basic model impact factor, builds the basic model based on traffic conflict point and degree of danger.
Influencing bus stop safety factor has subjective, two kinds of objective factor.
Subjective Factors are mainly people's self-condition, more difficult measurement and the research of progress quantification usually in reality.
Therefore, the safety level of service model in the present invention according to objective influence factor structure bus stop.More than during structure model
Based on stating bus stop type, traffic conflict and traffic circulation, to the danger between conflict point type and quantity, different conflicts
Dangerous degree is analyzed, and builds corresponding model.
Step 3：Determining, the bus stop level of security correction model of correction model impact factor.In addition to traffic conflict
Point and transportation condition, many researchs point out that other Dynamic genes can also have an impact traffic safety state.These factors include
Geometrical property, traffic sign and marked, pavement behavior and lighting condition.Each Dynamic gene includes several secondary factors.For example,
Geometrical property includes longitudinal slope, sighting distance, lane width, horizontal slope, lane facility configuration, canalization and shoulder width.In order to reduce data
The dimension (type for reducing the secondary factor) of transformation determines the conspicuousness of the secondary factor using Principal Component Analysis.By just
It is linear to become data normalization of changing commanders, make the first variable that there is maximum variance (being known as first principal component), bivariate side
It is poor time big, and so on.
Step 4：Bus stop safety level of service is defined and is divided.Using k- mean cluster analysis degree of danger DD,
Total modifying factor AF and amendment degree of danger ADD, defines bus stop safety level of service.
N data set is divided into k cluster by this method, and each sample is included into where similarity highest central point
Cluster, as an initial cluster.The quantity k of cluster can both be determined in advance, can also carry out phase to preset k values in cluster process
It should adjust.
For a given data set (x1,x2,…,xn), xiBe the real vector of d dimensions (d=3 in the present invention, that is, DD,
AF and ADD).K- mean clusters are intended to n data set being divided into k cluster S={ s1,s2,…,skSo that gap is most in group
It is small.In other words, it is therefore an objective to find：
Wherein, argmin refers to so that formula reaches the value of minimum value variations per hour, μiIt is sample SiMean value.
Step 2 is further described to the idiographic flow of step 4：
Step 2：
Step 21：For specific bus stop, there is its corresponding traffic conflict point.As shown in Fig. 3 a to Fig. 3 h, 8 kinds
Most common conflict point is respectively：
(a) conflict point Class1:The conflict point generated between public transit vehicle is driven into, has n interflow conflict point, n is bus parking
The Berth number stood；
(b) conflict vertex type 2:Sail out of the conflict point generated between public transit vehicle and motor vehicles.At bus stop
The Type division in track, for conflict point quantity there are two types of different situations：For public transportation lane, there are n interflow punchings
Bump；For Shared Lane, there are n interflow conflict point and n intersection conflict points；
(c) conflict vertex type 3:Sail out of the conflict point generated between (or driving into) public transit vehicle.There is n (n-1)/2 interflow punching
Bump；
(d) conflict vertex type 4:Drive into and sail out of the conflict point generated between public transit vehicle.There is n (n-1)/2 intersection conflict
Point；
(e) conflict vertex type 5:Rest in the conflict point generated between the public transit vehicle of platform and non-motor vehicle.There is 2n punching
Bump；
(f) conflict vertex type 6:The conflict point generated between non-motor vehicle and the passenger that gets on or off the bus.There is Nn conflict point.N generations
The quantity of car door, is set as 2 above and below table bus；
(g) conflict vertex type 7:Drive into the conflict point generated between public transit vehicle and non-motor vehicle.There is n conflict point；
(h) conflict vertex type 8:Sail out of the conflict point generated between public transit vehicle and non-motor vehicle.There is n conflict point.According to
The speed of public transit vehicle, the public transit vehicle for stopping platform generate the severity of conflict point (conflict vertex type 5) less than driving into public affairs
It hands over vehicle (conflict vertex type 7) and sails out of public transit vehicle (conflict vertex type 8).
Step 22：The sum of traffic conflict point calculates as follows in the bus stop of seven kinds of common types：
Class1：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in trackside using traffic marking
It takes and sets up beeline busstop；
Type 2：Public transportation lane is not provided with, and beeline busstop is set up on trackside parting strip；
Type 3：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in trackside using traffic marking
It takes and sets up bay engineering constructions；
Type 4：Public transportation lane is not provided with, and bay engineering constructions are set up on trackside parting strip；
Type 5：Setting physical isolation public transportation lane is separated, and with car lane in center using facility is physically isolated
Beeline busstop is set up on parting strip；
Conflict point=n (for conflict point Class1)=n (interflow)
Type 6：Plane public transportation lane is set, is separated itself and car lane, and divide vehicle in center using traffic marking
It takes and sets up beeline busstop；
Type 7：Public transportation lane is not provided with, and occupies non-motorized lane under conditions of no trackside parting strip and sets up straight line
Formula bus stop.Public transit vehicle occupies non-motorized lane and completes getting on or off the bus for passenger.
Conflict point=type 2+2n (for the vertex type 5 that conflicts)+2n (for the vertex type 6 that conflicts)
+ n (for the vertex type 7 that conflicts)+n (for the vertex type 8 that conflicts)
=type 2+2n (for resting in platform public transport)+2n (for passenger)
+ 2n (for driving into and sailing out of platform public transport)
Step 23：As described above, the basic model of traffic conflict point includes traffic conflict point between motor vehicles, traffic is rushed
Prominent type (shunting conflict, interflow conflict, intersection conflict) and V/C (traffic saturation degree).Degree of danger (DD between vehiclem,m)
It is as follows：
Wherein, NCPiIt is the corresponding conflict point quantity of type i；SCPiIt is the corresponding conflict severity of type i；ηm,mIt is machine
Traffic impact coefficient between motor-car, can be obtained by equation below：
Now, Some Domestic urban road does not set dedicated Lanes to non-motor vehicle.In addition, many residents cycle trip
It does not often observe traffic rules and regulations, often rides on public transportation lane and car lane.In view of this kind of situation, structure motor vehicle with
Between non-motor vehicle during conflict point model, need to consider that (punching is driven into j=parkings conflict for traffic conflict point, traffic conflict form
Dash forward, sail out of conflict) and Manpower Transportation break rules and regulations percentage of time.Degree of danger between motor vehicle and non-motor vehicle
(DDm,n) calculated by equation below：
Wherein, NCPjIt is the quantity of the corresponding conflict points of type j；SCPjIt is the severity of type j conflict points；ηm,nIt is machine
Traffic impact coefficient between motor-car and non-motor vehicle, can be obtained by equation below：
ηm,n=1+NMPm,n
Wherein, NMPm,nIt is non-motor vehicle violation percentage of time.
Similar with Non-Motorist, bus passenger does not observe traffic laws rule often at bus platform yet, such as
It waits on public transportation lane or car lane and arbitrarily jaywalks.Therefore, passenger's percentage of time of breaking rules and regulations should consider
Inside.Degree of danger (DD between non-motor vehicle and bus passengern,p) calculated by equation below and obtained：
Wherein, k is ridership of getting on or off the bus；NCPkIt is to get on or off the bus ridership as the corresponding conflict point quantity of k；SCPkIt is up and down
Vehicle ridership is the severity of the corresponding traffic conflicts of k；ηn,pIt is the traffic impact system between non-motor vehicle and bus passenger
Number can be calculated by following formula and be obtained：
ηn,p=1+PPn,p
Wherein, PPn,pIt is that bus passenger is broken rules and regulations percentage of time.
Step 24：The structure of basic model is by linear combination parameter DDm,m, DDm,nAnd DDn,p, and parameter DDm,m,
DDm,nAnd DDn,pNot equal to 0.It should be pointed out that theoretically (such as public transportation lane and non-motor vehicle in some cases
Road), there is no conflict points between motor vehicle and non-motor vehicle, non-motor vehicle and bus passenger.But in fact, bus passenger
With Non-Motorist chapter may not be abided by completely and to adversely affecting safely.Therefore, it is established such as according to above-mentioned analysis
Lower basic model：
Wherein, DD is degree of danger；It is DD respectivelym,m, DDm,nAnd DDn,pWeight；These weights are used
To represent the influence degree of traffic conflict point between motor vehicle, non-motor vehicle and bus passenger.
Since the country lacks casualty data, these weights are difficult by quantification.It is visited according to expert survey and thematic group
What is said or talked about method as a result, obtaining corresponding weight index.
Step 25：In addition to weight index, it is also necessary to the severity of different type traffic conflict.Between motor vehicles
Different type conflict can be divided into three classes：1) conflict between most of motor vehicles is that the right angle of major accident can be caused to touch
It hits；2) interflow conflict would generally cause side impact accident and rear-end collision；3) shunting conflict can cause rear-end collision (usually can only make
Into the loss of property).The severity to conflict between motor vehicle and non-motor vehicle is related with the speed of public transit vehicle.For stopping
To be less than with the severity of other vehicle collisions in the public transit vehicle of platform and drive into and sail out of vehicle.With determining DDm,m, DDm,n
And DDn,pThe method of weight is the same, and severity is equally obtained using expert survey and thematic group interview method.
Step 3：
Step 31：Principal component can be obtained by the variable of standardization：
Wherein, Z is criterion score (z-score)；D1/2It is to mean angular deviation matrix；X is data matrix；μ is the equal of sample
Value, xi(i=1,2 ..., p) is the value of i-th of ordered series of numbers score, μiIt is ordered series of numbers score i averages, siiIt is ordered series of numbers score i standards
Difference.
Step 32：Calculate correlation matrix R：
Wherein, n is the number of data set row vector.
Step 33：According to correlation matrix R, characteristic equation is solved | R- λ Ep|=0 (EpIt is p dimension unit matrixs, λ is special
Value indicative).The selection of principal component number, (contribution rate refers to some principal component to the accumulative variance contribution ratio of Main Basiss principal component
Variance accounts for the proportion of whole variances).In general, it setsAccumulation contribution rate is namely made to be more than 85%,
Wherein, m represents selected principal component number, and p represents the total number of principal component.
50 respondents mentioned above are needed to each secondary factor allocation level, from 1 (minimum) to 9 (highests).
Above-mentioned data are analyzed using statistical analysis software SPSS, by taking the geometric properties factor as an example, characteristic value and explained variance
Accumulative ratio.First principal component accounts for the 29.130% of population variance, and first four principal component adds up accounting more than 85.0%.As a result it shows
For the geometric properties factor, it can only choose four principal components completely and be analyzed.
It is related between original variable and first principal component according to the correlation analysis between original variable and principal component
Property is stronger, as shown in table 1.Sighting distance variable and first principal component are in conspicuousness positive correlation, however its dependent variable phase therewith
Closing property is weaker.Therefore, sighting distance can be used as first principal component axis.Secondly, it is contemplated that lane width, lane structure and shoulder width
Correlation between principal component can be integrated into lane facility configuration.Third principal component is canalization, and the 4th leads
It is road grade into split axle, including horizontal slope and longitudinal slope.
1 principal component of table and the correlation of original variable
Equally, traffic sign and marked, pavement behavior, lighting condition and the correlation of the secondary factor can also pass through principal component point
Analysis method obtains.The principal component analysis of each modifying factor is summarized as follows, shown in table 2.
The secondary factor of 2 all modifying factors of table
The secondary factor linear of selection is combined, corrects safety level of service model：
Wherein, AFrIt is r-th of modifying factor；It is the weight of q-th of secondary factor in r-th of modifying factor；SrqIt is
The safety value of q-th of secondary factor in r-th of modifying factor, can be obtained by field investigation.
Correctional gene model is built by the influence of linear combination modifying factor：
Wherein, AF is total modifying factor；ψrIt is the weight of r-th of modifying factor.
In fact, the weight of most of modifying factors and the corresponding secondary factor is unable to objective determination.Obtain these weights
Method is generally by on-site inspection and subjective assessment.With determining DDm,m, DDm,nAnd DDn,pWeight it is similar, ψrWithPower
Expert survey and thematic group interview method can also be used to obtain again.50 respondents also require that filling in corresponding investigation asks
It rolls up and provides the importance grading of each Dynamic gene and the corresponding secondary factor.
The correction model of the safety level of service of specific bus stop is defined as below：
ADD=DD × AF
Wherein, ADD is modified degree of danger, represents the safety level of service of bus stop.
Step 4：
Step 41：Sample data set is divided into k initial cluster；
Step 42：The cluster of sample is carried out, sample is included into nearest cluster (i.e. nearest to the cluster central point).Distance by
Square Euclidean distance calculates, and each sample is included into corresponding cluster so that quadratic sum minimum in group；
Wherein, each xiIt is included into a determining S(t)In, even if it may be assigned to multiple clusters in an iterative process
In.
After cluster obtains a sample or casts out a sample, new mean value is recalculated, updated mean value is as new
Cluster center.
Step 43：Step 42 is repeated until distribution is stablized, i.e., the cluster that epicycle is formed is identical with the cluster that previous round is formed.
The present invention has chosen seven kinds of different types of bus stops in Nanjing, Changzhou, three, Guangzhou city, and investigation is high
Peak, two periods of flat peak, boisterous influence is excluded, in May 19 to 15 days June in 2014 in 2014 in good weather
It carries out.In addition, without the random curb parking phenomenon of public vehicles at bus stop.
Each bus stop sets up three video camera gather datas, lay respectively aloft, stand before, stand after three positions
It puts.Always the time violating the regulations (rides in public transportation lane, car lane for the video acquisition volume of traffic, non-motor vehicle captured by later-stage utilization
Row jaywalks the behaviors of grade) data.
The safety level of service model of structure is applied to seven kinds of different types of bus stops, to according to platform type
The peak peace peak stage (32 data sets) of 16 bus stops of selection carries out case study.For DD and ADD, flat peak
The degree of danger of period is relatively low with respect to peak period, particularly Public Transportation Corporation station, ladle out Jiangmen station, three decorated archway stations, salt Cang Qiaoxi
It stands and drum tower bus station, reduces 32.75%, 27.15%, 24.81%, 17.84% and 17.10% respectively.
According to statistical software interpretation of result, 32 data sets are divided into 6 clusters, and each sample is included into nearest away from cluster center
In cluster.Cluster analysis result is as shown in table 3.According to the value of ADD, commented per level security service level by average occurrence interval range
It is fixed.When gap length is equal to 12, the ADD values of sample are fallen into same interval in each same cluster.Therefore, public transport can be stopped
The safe coefficient to pull in is quantified as six service levels (A-F).A grades of service levels are the highest grades of service, F grades of service levels
It is lowest service level.Table 4 defines six safety level of service.
3 cluster analysis result of table
4 safety level of service of table defines
ADD and the domestic 16 bus stop safety level of service chosen are as shown in table 5.
The safety level of service of table 5ADD and bus stop
In a word, the invention discloses a kind of methods of bus stop safety level of service model construction.The present invention passes through
Bus stop safety level of service this concept is introduced, according to conflict point, traffic impact factor, geometrical property, traffic sign
The it is proposeds such as graticule, pavement behavior and lighting condition accordingly quantify the model of level of security.Then, using Principal Component Analysis and K-
The level of security grade of mean cluster quantization structure bus stop, the level of security grade of quantitative assessment bus stop.
Finally, according to seven kinds of most common bus stop types, investigation in 16 bus stops is selected to obtain respective quadrature at home
Logical data, as analysis of cases, and Utilization assessment method establishes six grades of bus stop safety level of service.The party
Method is applied when can analyze and assess at home bus stop safety level of service, and evaluation analysis correlation is contributed to improve public transport
The improvement measure of safety level of service.
The preferred embodiment of the present invention has been described above in detail, still, during present invention is not limited to the embodiments described above
Detail, within the scope of the technical concept of the present invention, a variety of equivalents can be carried out to technical scheme of the present invention, this
A little equivalents all belong to the scope of protection of the present invention.
Claims (6)
1. a kind of bus stop safety level of service quantitative evaluation method, which is characterized in that including：
Step 1 divides bus stop type；
Step 2 determines basic model impact factor and builds basic model；Specially：
Step 21, analysis traffic conflict vertex type；
Step 22, for each bus stop type, calculate traffic conflict point sum；
Step 23, according to traffic conflict point quantity, conflict severity and traffic impact coefficient structure motor vehicle between, motor vehicle
Degree of danger between non-motor vehicle and between non-motor vehicle and passenger；
Step 24, structure basic model：
In formula, DD is degree of danger；It is DD respectivelym,m, DDm,nAnd DDn,pWeight, DDm,mRepresent motor vehicle
Between degree of danger, DDm,nRepresent the degree of danger between motor vehicle and non-motor vehicle, DDn,pRepresent non-motor vehicle and public transport
Degree of danger between passenger, ηm,n=
1+NMPm,n；ηn,p=1+PPn,p；NCPiIt is the corresponding conflict point quantity of type i；SCPiIt is class
The corresponding conflict severity of type i；ηm,mIt is the traffic impact coefficient between motor vehicle；NCPjIt is the corresponding conflict points of type j
Quantity；SCPjIt is the severity of type j conflicts；ηm,nRepresent the traffic impact coefficient between motor vehicle and non-motor vehicle；K is
It gets on or off the bus ridership；NCPkIt is to get on or off the bus ridership as the corresponding conflict point quantity of k；SCPkBe get on or off the bus ridership for k it is corresponding
The severity of traffic conflict；ηn,pRepresent the traffic impact coefficient between non-motor vehicle and bus passenger；V/C represents that traffic is satisfied
And degree；NMPm,nRepresent that non-motor vehicle is broken rules and regulations percentage of time；PPn,pRepresent that bus passenger is broken rules and regulations percentage of time；
Step 3, the conspicuousness for calculating the secondary factor simultaneously build bus stop level of security correction model；
Step 4 calculates and assesses bus stop safety level of service.
2. bus stop safety level of service quantitative evaluation method as described in claim 1, which is characterized in that the step
3 are further：
Step 31, the conspicuousness that the minor effect factor for correction model is determined using Principal Component Analysis；
Step 32, the correction model for building bus stop safety level of service：
ADD=DD × AF；
In formula, ADD is modified degree of danger, represents the safety level of service of bus stop；AF is total modifying factor；ψrIt is
The weight of r-th of modifying factor；AFrIt is r-th of modifying factor；It is the power of q-th of secondary factor in r-th of modifying factor
Weight；SrqIt is the safety value of q-th of secondary factor in r-th of modifying factor.
3. bus stop safety level of service quantitative evaluation method as claimed in claim 2, which is characterized in that the step
4 are further：
Sample data set is divided into ζ initial cluster by step 41；
Sample is included into nearest cluster by step 42, sample clustering, i.e., the distance of sample to the cluster central point is minimum, by flat
Square Euclidean distance calculates and each sample is included into corresponding cluster so that quadratic sum is minimum in group；
After step 43, cluster obtain a sample or cast out a sample, new mean value is recalculated, updated mean value is as new
Cluster center；
Step 44 repeats step 42, until distribution is stablized.
4. a kind of bus stop safety level of service Quantitative Evaluation System, which is characterized in that including：
First module, for dividing bus stop type；
Second module, for determining basic model impact factor and building basic model；Second module is further used for：
Analyze traffic conflict vertex type；For each bus stop type, traffic conflict point sum is calculated；According to traffic conflict
Between point quantity, conflict severity and traffic impact coefficient structure motor vehicle, between motor vehicle and non-motor vehicle and non-machine
Degree of danger between motor-car and passenger；Build basic model：
In formula, DD is degree of danger；It is DD respectivelym,m, DDm,nAnd DDn,pWeight, DDm,mRepresent motor vehicle
Between degree of danger, DDm,nRepresent the degree of danger between motor vehicle and non-motor vehicle, DDn,pRepresent non-motor vehicle and public transport
Degree of danger between passenger； ηm,n=1
+NMPm,n；ηn,p=1+PPn,p；NCPiIt is the corresponding conflict point quantity of type i；SCPiIt is type i
Corresponding conflict severity；ηm,mIt is the traffic impact coefficient between motor vehicle；NCPjIt is the number of the corresponding conflict points of type j
Amount；SCPjIt is the severity of type j conflicts；ηm,nRepresent the traffic impact coefficient between motor vehicle and non-motor vehicle；On k is
It gets off ridership；NCPkIt is to get on or off the bus ridership as the corresponding conflict point quantity of k；SCPkIt is to get on or off the bus ridership as the corresponding friendships of k
The severity of logical conflict；ηn,pRepresent the traffic impact coefficient between non-motor vehicle and bus passenger；V/C represents traffic saturation
Degree；NMPm,nRepresent that non-motor vehicle is broken rules and regulations percentage of time；PPn,pRepresent that bus passenger is broken rules and regulations percentage of time；
Third module, for calculating the conspicuousness of the secondary factor and building bus stop level of security correction model；
4th module, for calculating and assessing bus stop safety level of service.
5. bus stop safety level of service Quantitative Evaluation System as claimed in claim 4, which is characterized in that the third
Module is further used for：The conspicuousness of the minor effect factor for correction model is determined using Principal Component Analysis；Structure is public
Hand over the correction model of bus stop safety level of service：
ADD=DD × AF；
In formula, ADD is modified degree of danger, represents the safety level of service of bus stop；AF is total modifying factor；ψrIt is
The weight of r-th of modifying factor；AFr is r-th of modifying factor；It is the power of q-th of secondary factor in r-th of modifying factor
Weight；SrqIt is the safety value of q-th of secondary factor in r-th of modifying factor.
6. bus stop safety level of service Quantitative Evaluation System as claimed in claim 5, which is characterized in that the described 4th
Module is further used for：Sample data set is divided into ζ initial cluster；Sample is included into nearest cluster, i.e. sample by sample clustering
Distance to the cluster central point is minimum, is calculated by square Euclidean distance and each sample is included into corresponding cluster so that
Quadratic sum is minimum in group；After cluster obtains a sample or casts out a sample, new mean value is recalculated, updated mean value is made
For new cluster center.
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