CN104778832A - Multimode city road cross section resource coordinated configuration method - Google Patents

Abstract

The invention discloses a multimode city road cross section resource coordinated configuration method. The method includes the steps that firstly, whether a bus-only lane is set and what cross section form is adopted are determined according to set red line width and design requirements; then, road supply conditions of motor vehicles are determined, whether mixing of cars and buses occurs and the width of each motor way are determined, traffic conditions are determined, the passenger transport efficiency and emission rate of each transport means per standard unit width are determined again, and then an objective function with the highest cross section passenger transport efficiency and the smallest emission rate and corresponding constraint conditions are established; finally, the objective function is solved to obtain key parameters in the optimization process and a cross section resource allocation result. Under the road conditions and traffic conditions of the set red line width, a cross section layout design scheme achieving the high road cross section passenger transport capacity and the small emission quantity can be provided.

Description

A kind of multimode Urban Road Cross-section resource coordination collocation method

Technical field

The present invention relates to a kind of multimode Urban Road Cross-section resource coordination collocation method, belong to Urban Traffic Planning field.

Background technology

China city is compact arrangement form, densely-populated in built-up areas, and big and medium-sized cities land resource is in extremely non-starving condition, and along with the raising of Chinese Urbanization level and urban society's level of economic development, this situation will in aggravating trend further.Urban vehicles poputation rapidly increases in addition, and the traffic congestion brought thus and problem of environmental pollution are also increasingly serious.Therefore, how scientific and reasonable distribution urban road section resource, improves land resources utilization efficiency as far as possible and seems particularly important under the prerequisite adapting to multimode transport need.

New urban theory proposes " transit guiding exploitation " (TOD) pattern, supports that public transport uses, reduces the demand of the use to car.To the aspect of Planning and Design of Urban Road Cross-section, every country has corresponding specification, especially with the U.S. and Japan for representative, but given by these design specificationss is still the scope of each lane width, and when designing road Cross Section, the current problem of excessive concern " road ", traffic efficiency becomes more and more important criterion, and ignores the vital action even abandoning " street " carrying originally.In addition when carrying out transversal section global design, do not consider the problem of environmental pollution brought by motor vehicle.

In order to embody, people-oriented and the planning and design concept of sustainable development, and road Cross Section design should break away from the simple thought for automobile services.Research is from traveler angle, by multimode traffic adopter unit, path resource takies based on efficiency analysis, the microvisual model of Urban Road Cross-section resource coordination configuration is set up in research, is optimized design so that section passenger capacity is large as far as possible and section discharge capacity is little as far as possible for the transversal section layout of objective function to set red line width.

Summary of the invention

Goal of the invention: in order to overcome the deficiencies in the prior art, the invention provides a kind of multimode Urban Road Cross-section resource coordination collocation method, the method, under the road conditions and transportation condition of set red line width, can provide one to make road Cross Section passenger capacity comparatively large and the transversal section layout design scheme that discharge capacity is less.

Technical scheme: for achieving the above object, the technical solution used in the present invention is: a kind of multimode Urban Road Cross-section resource coordination collocation method, comprises the following steps:

Step 1, according to the red line width of road and design requirement determination public transportation lane and cross-sectional form; The dividing strip situation be simultaneously provided with according to cross-sectional form, determines the original width of dividing strip;

Step 2, the road supply conditions of the cross-sectional form determination motor vehicle of the public transportation lane determined according to red line width and the step 1 of road and employing, determines the width in car bus colleague's situation and each track of car lane simultaneously;

Step 3, according to design requirement determination transportation condition, described transportation condition comprises the design rate and unit vehicle average passenger occupancy that transversal section have several mode of transportation, various mode of transportation, sets the expection service level of various mode of transportation;

Step 4, the width calculation in the road supply conditions of the motor vehicle that the design rate of the various modes of transportation obtained according to step 3, unit vehicle average passenger occupancy and expection service level, step 2 are determined, car bus colleague's situation and each track of car lane is selected into standard unit's width passenger traffic efficiency and the emission index of the various modes of transportation of transversal section;

Step 5, according to the expection service level that step 3 obtains, and the standard unit's width passenger traffic efficiency being selected into the various modes of transportation of transversal section calculated in step 4 and emission index, set up section passenger traffic efficiency is maximum, emission index is minimum objective function and corresponding constraint condition;

Step 6, after obtaining the objective function that step 5 sets up, travel through the array mode of various mode of transportation number of track-lines, solve optimal case, be optimized key parameter in process and transversal section resource allocation result.

The standard unit's width passenger traffic efficiency calculated in described step 4:

$E_i=\frac{C_i}{W_{i0}}\×v_i;$

C _i＝C _i0×p _i×η _i；

$C_{i0}=\frac{3600v_i}{S_i};$

$S_i=L_0+v_{0}t+\frac{v_0^2}{2a};$

In formula: E-width passenger traffic efficiency, i-value 1-4, respectively corresponding car road, public transportation lane, bicycle lane and walkway; C _isingle lane design passenger capacity of-mode of transportation i, W _i0-be standard unit's lane width, p _ithe average passenger occupancy of-introducing mode of transportation i, η _ithe lane capacity correction factor of-mode of transportation i, C _i0-design capacity calculated value, v _ithe travelling speed of-the i-th kind of traffic flow, S _i-safe bus head spacing, L ₀-length of wagon, a-average retardation rate, v ₀initial velocity before-deceleration, the t-reaction time.

The unit width emission index obtained in described step 4 comprises standard unit's width emission index of car, standard unit's width emission index of bus;

Wherein, standard unit's width emission index of car is:

$y_1=\frac{1}{W_{10}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{HC}}+y_{\mathrm{CO}})$

$y_{{\mathrm{NO}}_x}=3.20529\×{10}^{-4}+6.22451\×{10}^{-5}x$

y _HC＝7.24546×10 ^-4+6.73095×10 ^-5x-2.29452×10 ^-6x ²+2.16185×10 ^-8x ³

y _CO＝8.68×10 ^-3+2.4×10 ^-3x-9.92745×10 ^-5x ²+9.62459×10 ^-7x ³；

In formula, y ₁-car standard unit width emission index, average emission rate, y _hCthe average emission rate of-HC, y _cOthe average emission rate of-CO, x-Vehicle Speed;

Standard unit's width emission index of bus is:

$y_2=\frac{1}{W_{20}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{PM}})$

$y_{{\mathrm{NO}}_x}=1.416\×{10}^{-2}+3.906\×{10}^{-3}x-1.02\×{10}^{-4}{x}^2$

y _PM＝8.697×10 ^-5+1.3533×10 ^-4x-9.282×10 ^-6x ²

In formula, y ₂-public transportation lane standard unit width emission index, average emission rate, y _pMthe average emission rate of-PM.

The load-carrying efficiency of the whole road Cross Section set up in described step 5 is large as far as possible, the resource optimization model objective function that energy resource consumption is the least possible:

$\left\{\begin{array}{c}\max E=\underset{q}{\mathrm{\Σ}}{N}_q{W}_q[\frac{\frac{{3600v}_q}{S_q}\×p_q\×{\mathrm{\η}}_q}{W_{q0}}\×v_q]\\ \min y=N_1{W}_1{y}_1+N_2{W}_2{y}_2\end{array}\right.;$

In formula: the passenger traffic efficiency of the whole section of E-, N _qthe number of track-lines of-mode of transportation q, W _qthe unit lane width of-mode of transportation q, v _qfor Vehicle Speed or walking speed, S _qfor the safe bus head spacing of mode of transportation q, N ₁, N ₂be respectively the number of track-lines of car and public transportation lane; W ₁, W ₂be respectively the unit lane width of car and public transportation lane, y ₁for car standard unit width emission index, y ₂for public transportation lane standard unit width emission index, p _qfor the average passenger occupancy of mode of transportation q, η _qfor the lane capacity correction factor of mode of transportation q, W _q0for standard unit's lane width;

This bound for objective function:

$s.t.\left\{\begin{array}{c}2\underset{q}{\mathrm{\Σ}}{N}_q{W}_q+W_n+W_w+W_m+2W_j+{2W}_r+1.0\≤D\\ N_{q\min }\≤N_q\≤\frac{D}{W_q}\end{array}\right.;$

In formula: the red line width of D-planning, N _qthe number of track-lines of-mode of transportation q, W _qsingle lane width of-mode of transportation q, W _n-motor vehicle fast lane width, W _w-motor vehicle kerb lane width, W _m-central strip bandwidth, W _jthe non-street medians width of-machine, W _rthe non-street medians width of-people; N _qminthe minimum number of track-lines of design for mode of transportation q.

One provided by the invention multimode Urban Road Cross-section resource coordination collocation method, compared to existing technology, has following beneficial effect:

The present invention take Urban Road Cross-section as research object, simultaneously with passenger traffic efficiency optimization and exhaust emissions minimum for target, establish based on multimode Urban Road Cross-section resource coordination Optimized model, making up in the Resourse Distribute of transversal section take motor vehicle as the defect that allocation units ignore that " people " is only path resource distribution body, and in the exhaust emissions amount of design phase conservative control motor vehicle.The present invention on the basis of planning red line width and the mode of transportation determined, by setting up multiobject Optimized model, can provide based on multimode transversal section resource coordination configuration optimal case.Due to two objective functions be in conflict situation time, there is not the optimum solution making all objective functions simultaneously reach extreme value, can only noninferior solution be sought, be i.e. Pareto solution.Under set red line width conditions, transversal section placement scheme limited amount, so consider to be worked out by algorithm to carry out exhaustive solving to model.Can obtain as drawn a conclusion by analyzing the optimum results of example: 1. different objective functions the Alpine flora scheme that obtains be different; 2. the increase of car lane can improve passenger capacity really, but due to its emission index large, environmental pollution is corresponding increase also, and increasing degree is greater than the amplitude that passenger capacity improves; 3. iff concern emission index, so passenger traffic efficiency will reduce greatly, is unfavorable for the running of urban traffic network; 4. the prioritization scheme obtained under two-objective programming can while reaching quite high passenger traffic efficiency emission index also relatively little, meet sustainable development idea, compare single-goal function scheme, the overall operation benefit of transversal section is optimum.

Accompanying drawing explanation

Fig. 1 is process flow diagram of the present invention.

Fig. 2 is three kinds of prioritization scheme comparative analysis figure in example of the present invention, and wherein, Fig. 2 a is only with the prioritization scheme that motor vehicle passenger capacity is objective function, and Fig. 2 b is be only the prioritization scheme of objective function with discharge capacity, and Fig. 2 c is the prioritization scheme of two-objective programming.

Embodiment

Below in conjunction with accompanying drawing, the present invention is further described.

A kind of multimode Urban Road Cross-section resource coordination collocation method, as shown in Figure 1, comprises the following steps:

Step 1, according to the red line width of road and design requirement determination public transportation lane and cross-sectional form, described design requirement and category of roads, actual measurement or prognosis traffic volume and bus passenger flow; The dividing strip situation be simultaneously provided with according to cross-sectional form, determines the original width of dividing strip.

Step 2, the road supply conditions of the cross-sectional form determination motor vehicle of the public transportation lane determined according to red line width and the step 1 of road and employing, determines the width in car bus colleague's situation and each track of car lane simultaneously.

Step 3, according to design requirement determination transportation condition, described transportation condition comprises the design rate and unit vehicle average passenger occupancy that transversal section have several mode of transportation, various mode of transportation, sets the expection service level of various mode of transportation.

Step 4, the width calculation in the road supply conditions of the motor vehicle that the design rate of the various modes of transportation obtained according to step 3, unit vehicle average passenger occupancy and expection service level, step 2 are determined, car bus colleague's situation and each track of car lane is selected into standard unit's width passenger traffic efficiency and the emission index of the various modes of transportation of transversal section.

Standard unit's width passenger traffic efficiency:

$E_i=\frac{C_i}{W_{i0}}\×v_i;$

C _i＝C _i0×p _i×η _i；

$C_{i0}=\frac{3600v_i}{S_i};$

$S_i=L_0+v_{0}t+\frac{v_0^2}{2a};$

E-width passenger traffic efficiency in formula, unit person (m/s)/(mh); I-value 1-4, respectively corresponding car road, public transportation lane, bicycle lane and walkway; C _isingle lane design passenger capacity of-mode of transportation i, unit person/h; W _i0-be standard unit's lane width, unit m, mainly play the correcting action of lane width to passenger capacity, wherein car lane gets 3.25, and public transportation lane gets 3.5, and cycle track gets 1.2, and walkway gets 0.8; p _ithe average passenger occupancy of-introducing mode of transportation i, people from unit/veh, calculates section passenger capacity; η _ithe lane capacity correction factor of-mode of transportation i, its value is the correctness in order to verify traffic capacity computation model, its value is relevant with design rate, get when wherein car design rate is less than or equal to 60km/h 1.00 or design rate get 1.40 when being greater than 60km/h, get when bus design rate is less than or equal to 60km/h 1.00 or design rate get 1.17 when being greater than 60km/h, bicycle gets 1.39, and walking gets 1.22; C _i0-design capacity calculated value, unit veh/h; v _ithe travelling speed of-the i-th kind of traffic flow, unit m/s; S _i-safe bus head spacing, i.e. stopping sight distance, unit m; L ₀-length of wagon, unit m, wherein car gets 4.70, and bus gets 12.00, and bicycle gets 1.90; A-average retardation rate, unit m/s ²; v ₀initial velocity before-deceleration, unit m/s; In the t-reaction time, unit s, gets 0.97.

Unit width emission index comprises standard unit's width emission index of car, standard unit's width emission index of bus;

Wherein, standard unit's width emission index of car is:

$y_1=\frac{1}{W_{10}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{HC}}+y_{\mathrm{CO}})$

$y_{{\mathrm{NO}}_x}=3.20529\×{10}^{-4}+6.22451\×{10}^{-5}x$

y _HC＝7.24546×10 ^-4+6.73095×10 ^-5x-2.29452×10 ^-6x ²+2.16185×10 ^-8x ³

y _CO＝8.68×10 ^-3+2.4×10 ^-3x-9.92745×10 ^-5x ²+9.62459×10 ^-7x ³；

In formula, y ₁-car standard unit width emission index, unit mg/ (ms); average emission rate, unit mg/s; y _hCthe average emission rate of-HC, unit mg/s; y _cOthe average emission rate of-CO, unit mg/s;

X-Vehicle Speed, unit m/s;

Standard unit's width emission index of bus is:

$y_2=\frac{1}{W_{20}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{PM}})$

$y_{{\mathrm{NO}}_x}=1.416\×{10}^{-2}+3.906\×{10}^{-3}x-1.02\×{10}^{-4}{x}^2$

y _PM＝8.697×10 ^-5+1.3533×10 ^-4x-9.282×10 ^-6x ²

In formula, y ₂-public transportation lane standard unit width emission index, unit mg/ (ms); average emission rate, unit mg/s; y _pMthe average emission rate of-PM, unit mg/s.

Step 5, according to the expection service level that step 3 obtains, and the standard unit's width passenger traffic efficiency being selected into the various modes of transportation of transversal section calculated in step 4 and emission index, set up section passenger traffic efficiency is maximum, emission index is minimum objective function and corresponding constraint condition.

The load-carrying efficiency of the whole road Cross Section set up is large as far as possible, the resource optimization model objective function that energy resource consumption is the least possible:

$\max E=\underset{q}{\mathrm{\Σ}}{N}_q{W}_q{E}_q$

miny＝N ₁W ₁y ₁+N ₂W ₂y ₂；

The standard unit's width passenger traffic efficiency obtained by step 4 obtains;

$\left\{\begin{array}{c}\max E=\underset{q}{\mathrm{\Σ}}{N}_q{W}_q[\frac{\frac{{3600v}_q}{S_q}\×p_q\×{\mathrm{\η}}_q}{W_{q0}}\×v_q]\\ \min y=N_1{W}_1{y}_1+N_2{W}_2{y}_2\end{array}\right.;---\left(1\right)$

In formula (1): the passenger traffic efficiency of the whole section of E-, unit person (m/s)/h; N _qthe number of track-lines of-mode of transportation q; Q represents the mark of mode of transportation, q=1,2,3,4, represent car, bus, bicycle and pedestrian respectively; W _qthe unit lane width of-mode of transportation q, unit m; v _qfor Vehicle Speed or walking speed, unit m/s; S _qfor the safe bus head spacing of mode of transportation q, i.e. stopping sight distance, unit m; Y is the emission index of whole transversal section, unit mg/s; N ₁, N ₂be respectively the number of track-lines of car and public transportation lane; W ₁, W ₂be respectively the unit lane width of car and public transportation lane, unit m; y ₁for car standard unit width emission index, unit mg/ (ms); y ₂for public transportation lane standard unit width emission index, unit mg/ (ms); p _qfor the average passenger occupancy of mode of transportation q, people from unit/veh, calculates section passenger capacity; η _qfor the lane capacity correction factor of mode of transportation q, its value is the correctness in order to verify traffic capacity computation model, the design capacity value of getting in urban road design criterion compares, find that the traffic capacity that the traffic capacity of formulae discovery gained provides with specification is not exclusively equal, so use coefficient η _qthe traffic capacity is revised; W _q0for standard unit's lane width, unit m, mainly plays the correcting action of lane width to passenger capacity; E _qstandard unit's width passenger traffic efficiency of-mode of transportation q, unit person (m/s)/(mh).

Set up corresponding scalar functions and set up constraint equation, comprise the constraint of number of track-lines two aspects of boundary lines of roads width, each mode of transportation.Boundary lines of roads wide constraint: road Cross Section width shared by various mode of transportation and street medians width sum are not more than boundary lines of roads width,

$2\underset{q}{\mathrm{\Σ}}{N}_q{W}_q+W_n+W_w+W_m+2W_j+2W_r+1.0\≤D---\left(2\right)$

In formula (2), D is the red line width of planning, unit m; N _qfor the number of track-lines of mode of transportation q; W _qfor single lane width of mode of transportation q, unit m; W _nfor motor vehicle fast lane width, unit m; W _wfor motor vehicle kerb lane width, unit m; W _mfor central strip bandwidth, unit m; W _jfor the non-street medians width of machine, unit m; W _rto behave non-street medians width, unit m;

Number of track-lines retrains: shared by each mode of transportation, number of track-lines is (to bicycle lane and walkway, the bicycle number that number of track-lines and section can pass through side by side and pedestrian's number) be greater than the minimum number of track-lines of designing requirement and be less than available maximum number of track-lines when hypothesis section only has one-way communication mode, as follows:

$N_{q\min }\≤N_q\≤\frac{D}{W_q}---\left(3\right)$

In formula (3), N _qminthe minimum number of track-lines of design for mode of transportation q; N _qfor the number of track-lines of mode of transportation q; D is the red line width of planning, unit m; W _qfor single lane width of mode of transportation q, unit m;

In sum, its constraint condition is as follows:

$s.t.\left\{\begin{array}{c}2\underset{q}{\mathrm{\Σ}}{N}_q{W}_q+W_n+W_w+W_m+2W_j+{2W}_r+1.0\≤D\\ N_{q\min }\≤N_q\≤\frac{D}{W_q}\end{array}\right.;$

In formula: the red line width of D-planning, unit m; N _qthe number of track-lines of-mode of transportation q; W _qsingle lane width of-mode of transportation q, unit m; W _n-motor vehicle fast lane width, unit m; W _w-motor vehicle kerb lane width, unit m; W _m-central strip bandwidth, unit m; W _jthe non-street medians width of-machine, unit m; W _rthe non-street medians width of-people, unit m.

Step 6, after obtaining the objective function of step 5 foundation, travel through the array mode of various mode of transportation number of track-lines, solve optimal case, be optimized key parameter in process and transversal section resource allocation result, namely obtains the multimode transversal section resource coordination allocation plan taking into account the passenger traffic efficiency comes first of exhaust emissions.

In order to better the present invention is described, now principle of the present invention is described.

Determining, whether public transportation lane is set according to set red line width D and design requirement, adopts which kind of cross-sectional form, if there is dividing strip, also need the width W determining dividing strip _m, W _j, W _r.

According to red line width, the road supply conditions whether arranging the cross-sectional form determination motor vehicle of public transportation lane and employing, namely determine the whether mixed row of car bus and each lane width W of car lane ₁, W ₂, W _n, W _w.

According to design requirement determination transportation condition, comprise design rate v transversal section having several mode of transportation, various mode of transportation _qand unit vehicle average passenger occupancy η _qdeng.

Calculate single lane design passenger capacity, formula is such as formula shown in (4):

C _q＝C _q0×p _q×η _q(4)

In formula (4), C _qfor single lane design passenger capacity of mode of transportation q, people from unit/h; η _qfor the lane capacity correction factor of mode of transportation q.

C _q0for the bicycle road basic capacity of mode of transportation q, computing formula is such as formula shown in (5):

$C_{q0}=\frac{3600v_q}{S_q}---\left(5\right)$

In formula (5), v _qfor Vehicle Speed or walking speed, unit m/s; S _qfor safe bus head spacing, i.e. stopping sight distance, unit m, computing formula is such as formula shown in (6):

$S_q=L_0+v_{0}t+\frac{v_0^2}{2a}---\left(6\right)$

In formula (6), L ₀for length of wagon, unit m, wherein car gets 4.70, and bus gets 12.00, and bicycle gets 1.90; v ₀for the initial velocity before deceleration, unit m/s; T is the reaction time, and unit s, gets 0.97; A is average retardation rate, unit m/s ²; HCM handbook specifies that the security row human world on walkway is apart from being substantially fixed as 1.5m, i.e. S ₄=1.5m, comprising the walking space of 0.6m and the psychological space of 0.9m.

Calculate standard unit's width passenger traffic efficiency of each mode of transportation, computing formula is such as formula shown in (7):

$E_q=\frac{C_q}{W_{q0}}\×v_q---\left(7\right)$

In formula (7), E _qfor unit width passenger traffic efficiency, unit person (m/s)/(mh); C _qfor design passenger capacity, unit person/h; W _q0for standard unit's lane width, unit m, mainly plays the correcting action of lane width to passenger capacity, concrete value reference table 1;

Table 1 standard unit lane width (unit m)

V _qfor Vehicle Speed or walking speed, unit m/s.

Calculate standard unit's width emission index of car, formula such as formula shown in (8),

$y_1=\frac{1}{W_{10}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{HC}}+y_{\mathrm{CO}})---\left(8\right)$

In formula (8), W ₁₀for car lane standard unit lane width, unit m;

Y _nOx, y _hC, y _cObe respectively NO _x, HC, CO average emission rate, unit mg/s, computing formula respectively such as formula shown in (9) (10) (11),

$y_{{\mathrm{NO}}_x}=3.205\×{10}^{-4}+6.224\×{10}^{-5}x---\left(9\right)$

y _HC＝7.245×10 ^-4+6.730×10 ^-5x-2.294×10 ^-6x ²+2.161×10 ^-8x ³(10)

y _CO＝8.68×10 ^-3+2.4×10 ^-3x-9.927×10 ^-5x ²+9.624×10 ^-7x ³(11)

In above three formulas, x is car actual travel speed, unit m/s;

Calculate standard unit's width emission index of bus, formula such as formula shown in (12),

$y_2=\frac{1}{W_{20}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{PM}})---\left(12\right)$

In formula (12), W ₂₀for public transportation lane standard unit lane width, unit m;

Y _nOx, y _pMbe respectively NO _x, PM average emission rate, unit mg/s, computing formula respectively such as formula shown in (13) (14),

$y_{{\mathrm{NO}}_x}=1.416\×{10}^{-2}+3.906\×{10}^{-3}x-1.02\×{10}^{-4}{x}^2---\left(13\right)$

y _PM＝8.697×10 ^-5+1.3533×10 ^-4x-9.282×10 ^-6x ²(14)

In above two formulas, x is bus actual travel speed, unit m/s;

Set the expection service level of various mode of transportation, according to the computing formula of service level, establish an equation and solve the actual motion speed of car and bus, namely ask the value of x;

Standard unit's width passenger traffic efficiency of each mode of transportation calculated and standard unit's width emission index are substituted into and obtains objective function, shown in (15),

$\left\{\begin{array}{c}\max E=\underset{q}{\mathrm{\Σ}}{N}_q{W}_q{E}_q\\ \min y=N_1{W}_1{y}_1+N_2{W}_2{y}_2\end{array}\right.---\left(15\right)$

E is the passenger traffic efficiency of whole section, unit person (m/s)/h; N _qfor the number of track-lines of mode of transportation q; W _qfor the unit lane width of mode of transportation q, unit m; E _qfor standard unit's width passenger traffic efficiency of mode of transportation q, unit person (m/s)/(mh); By the bicycle road width W of red line width D, each mode of transportation _q, number of track-lines N _qwith isolation strip width W _m, W _j, W _rsubstitution formula (2), obtains equation of constraint.

Travel through the array mode of various mode of transportation number of track-lines, seek the Pareto solution under two-objective programming, namely relatively optimum transversal section Resource Allocation Formula.As shown in Figure 2, Fig. 2 a is only with the prioritization scheme that motor vehicle passenger capacity is objective function.Fig. 2 b is be only the prioritization scheme of objective function with discharge capacity.Fig. 2 c is the prioritization scheme of two-objective programming.

Finally obtain transversal section resource allocation result, i.e. the width of transversal section shared by each mode of transportation and number of track-lines, some key parameters be simultaneously optimized in process, comprise section discharge capacity, section passenger capacity and discharge capacity per capita.

The above is only the preferred embodiment of the present invention; be noted that for those skilled in the art; under the premise without departing from the principles of the invention, can also make some improvements and modifications, these improvements and modifications also should be considered as protection scope of the present invention.

Claims (4)

1. a multimode Urban Road Cross-section resource coordination collocation method, its feature, comprises the following steps:

Step 1, according to red line width and the design requirement of road, determines public transportation lane and cross-sectional form; The dividing strip situation be simultaneously provided with according to cross-sectional form, determines the original width of dividing strip;

Step 2, the road supply conditions of the cross-sectional form determination motor vehicle of the public transportation lane determined according to red line width and the step 1 of road and employing, determines the width in car bus colleague's situation and each track of car lane simultaneously;

Step 3, according to design requirement determination transportation condition, described transportation condition comprises the design rate and unit vehicle average passenger occupancy that transversal section have several mode of transportation, various mode of transportation, sets the expection service level of various mode of transportation;

Step 4, the width calculation in the road supply conditions of the motor vehicle that the design rate of the various modes of transportation obtained according to step 3, unit vehicle average passenger occupancy and expection service level, step 2 are determined, car bus colleague's situation and each track of car lane is selected into standard unit's width passenger traffic efficiency and the automotive emission rate of the various modes of transportation of transversal section;

Step 5, according to the expection service level that step 3 obtains, and the standard unit's width passenger traffic efficiency being selected into the various modes of transportation of transversal section calculated in step 4 and emission index, set up section passenger traffic efficiency is maximum, emission index is minimum objective function and corresponding constraint condition;

Step 6, after obtaining the objective function that step 5 sets up, travel through the array mode of various mode of transportation number of track-lines, solve optimal case, be optimized key parameter in process and transversal section resource allocation result.

2. multimode Urban Road Cross-section resource coordination collocation method according to claim 1, is characterized in that: the standard unit's width passenger traffic efficiency calculated in described step 4:

$E_i=\frac{C_i}{W_{i0}}\×v_i;$

C _i＝C _i0×p _i×η _i；

$C_{i0}=\frac{3600v_i}{S_i};$

$S_i=L_0+v_{0}t+\frac{v_0^2}{2a};$

In formula: E-width passenger traffic efficiency, i-value 1-4, respectively corresponding car road, public transportation lane, bicycle lane and walkway; C _isingle lane design passenger capacity of-mode of transportation i, W _i0-be standard unit's lane width, p _ithe average passenger occupancy of-introducing mode of transportation i, η _ithe lane capacity correction factor of-mode of transportation i, C _i0-design capacity calculated value, v _ithe travelling speed of-the i-th kind of traffic flow, S _i-safe bus head spacing, L ₀-length of wagon, a-average retardation rate, v ₀initial velocity before-deceleration, the t-reaction time.

3. multimode Urban Road Cross-section resource coordination collocation method according to claim 1, it is characterized in that: the unit width emission index obtained in described step 4 comprises standard unit's width emission index of car, standard unit's width emission index of bus;

Wherein, standard unit's width emission index of car is:

$y_1=\frac{1}{W_{10}}\left(y_{N{O}_x+y_{\mathrm{HC}}+Y_{\mathrm{CO}}}\right)$

$y_{{\mathrm{NO}}_x=3.20529\×{10}^{-4}+6.22451\×{10}^{-5}x}$

y _HC＝7.24546×10 ^-4+6.73095×10 ^-5x-2.29452×10 ^-6x ²+2.16185×10 ^-8x ³

y _CO＝8.68×10 ^-3+2.4×10 ^-3x-9.92745×10 ^-5x ²+9.62459×10 ^-7x ³；

In formula, y ₁-car standard unit width emission index, -NO _xaverage emission rate, y _hCthe average emission rate of-HC, y _cOthe average emission rate of-CO, x-Vehicle Speed;

Standard unit's width emission index of bus is:

$y_2=\frac{1}{W_{20}}(y_{{\mathrm{NO}}_x}+y_{\mathrm{PM}})$

$y_{N{O}_x=1.416\×{10}^{-2}+3.906\×{10}^{-3}x-1.02\×{10}^{-4}{x}^2}$

y _PM＝8.697×10 ^-5+1.3533×10 ^-4x-9.282×10 ^-6x ²

In formula, y ₂-public transportation lane standard unit width emission index, -NO _xaverage emission rate, y _pMthe average emission rate of-PM.

4. multimode Urban Road Cross-section resource coordination collocation method according to claim 1, it is characterized in that: the load-carrying efficiency of the whole road Cross Section set up in described step 5 is large as far as possible, the resource optimization model objective function that energy resource consumption is the least possible:

$\left\{\begin{array}{c}\max E=\underset{q}{\mathrm{\Σ}}{N}_q{W}_q[\frac{\frac{3600v_q}{S_q}\×p_q\×{\mathrm{\η}}_q}{W_{q0}}\×v_q]\\ \min y=N_1{W}_1{y}_1+N_2{W}_2{y}_2\end{array}\right.;$

In formula: the passenger traffic efficiency of the whole section of E-, N _qthe number of track-lines of-mode of transportation q, W _qthe unit lane width of-mode of transportation q, v _qfor Vehicle Speed or walking speed, S _qfor the safe bus head spacing of mode of transportation q, N ₁, N ₂be respectively the number of track-lines of car and public transportation lane; W ₁, W ₂be respectively the unit lane width of car and public transportation lane, y ₁for car standard unit width emission index, y ₂for public transportation lane standard unit width emission index, p _qfor the average passenger occupancy of mode of transportation q, η _qfor the lane capacity correction factor of mode of transportation q, W _q0for standard unit's lane width;

This bound for objective function:

$s.t.\left\{\begin{array}{c}2\underset{\text{q}}{\mathrm{\Σ}}{N}_q{W}_q+W_n+W_w+W_m+{2W}_j+{2W}_r+1.0\≤D\\ N_{q\min }\≤N_q\≤\frac{D}{W_q}\end{array}\right.;$

In formula: the red line width of D-planning, N _qthe number of track-lines of-mode of transportation q, W _qsingle lane width of-mode of transportation q, W _n-motor vehicle fast lane width, W _w-motor vehicle kerb lane width, W _m-central strip bandwidth, W _jthe non-street medians width of-machine, W _rthe non-street medians width of-people; N _qminthe minimum number of track-lines of design for mode of transportation q.