CN104217086A - Urban public transport network optimization method - Google Patents
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Abstract
本发明涉及一种城市公交线网优化方法，它综合考虑了乘客和运营者双方的利益，通过在OD对之间搜索直流客流密度最大化的线路，有效的提高了线路的利用效率。避免了传统模型仅局限在最短线路上布设线路以及布设的线路偏长等不足，线路的纵向和客流更加一致，提高了公交线网的优化和服务质量。由于该模型是一个NP-hard问题，为此本发明采用黏菌启发式算法来对其进行求解，该方法在保证解的质量的同时大幅度地加快了算法的收敛速度，取得了良好的优化效果。鉴于以上理由，本发明可以广泛应有于交通线网优化领域。
The invention relates to a method for optimizing an urban public transport line network, which comprehensively considers the interests of both passengers and operators, and effectively improves the utilization efficiency of the lines by searching for lines with maximum DC passenger flow density between OD pairs. It avoids the disadvantages of the traditional model, which is only limited to laying out routes on the shortest route and the route is too long. The vertical direction of the route is more consistent with the passenger flow, which improves the optimization and service quality of the bus network. Since the model is an NP-hard problem, the present invention uses a slime mold heuristic algorithm to solve it. This method greatly accelerates the convergence speed of the algorithm while ensuring the quality of the solution, and achieves good optimization. Effect. In view of the above reasons, the present invention can be widely applied in the field of traffic network optimization.
Description
技术领域technical field
本发明涉及一种公交线网优化方法，特别是关于一种城市公交线网优化方法。The invention relates to a method for optimizing a bus network, in particular to a method for optimizing an urban bus network.
背景技术Background technique
随着城市人口的不断增加，乘坐公交出行的居民人数也不断增加。城市公交线网的设置是公共交通的重要组成部分。公交线网的设置对居民出行时间、公交换乘次数以及公交系统的运行成本有着直接的影响As the urban population continues to increase, so does the number of residents traveling by public transport. The setting of urban bus network is an important part of public transport. The setting of the bus network has a direct impact on the travel time of residents, the number of bus transfers and the operating cost of the bus system.
目前现有研究提出了诸多设计模型以及求解算法，但是多局限于理论，实际应用性不强。传统的直达客流方法是比较可行的一种方法，然而它们大都是先确定起终点对间的最短线路，然后再在这些最短线路中寻找直达客流最大的路线。但是由于在最短线路上的客流量不一定最大，因此，线路都布设在最短线路上是不合理的，虽然这样可以大大的简化模型的复杂程度和计算量，但是牺牲了优化方案的质量；另一方面，由于客流量会随着公交线路长度的增加而加大，因此，直达客流方法倾向于布设较长的线路，这样，即使一条线路上的客流非常密集，但是由于线路较短，累积的客流量少于更长的线路，也可能被抛弃。另外，如果整个线网中长线过多会增加运营成本，同时也没有最大限度的利用线路及运载工具的效率。经发明者研究发现，基于直达客流密度的方法布设线网可以有效解决上述问题。At present, many design models and solving algorithms have been proposed in the existing research, but most of them are limited to theory, and the practical application is not strong. The traditional direct passenger flow method is a more feasible method, but most of them first determine the shortest route between the origin and destination pairs, and then find the route with the largest direct passenger flow among these shortest routes. However, since the passenger flow on the shortest line is not necessarily the largest, it is unreasonable to arrange all the lines on the shortest line. Although this can greatly simplify the complexity and calculation of the model, it sacrifices the quality of the optimization scheme; On the one hand, since the passenger flow will increase with the increase of the bus line length, the direct passenger flow method tends to lay out longer lines, so that even if the passenger flow on a line is very dense, the cumulative There is less traffic than longer lines and may also be abandoned. In addition, if there are too many long lines in the entire line network, the operating cost will be increased, and at the same time, the efficiency of the lines and delivery vehicles will not be maximized. According to the inventor's research, it is found that laying out the line network based on the method of direct passenger flow density can effectively solve the above problems.
发明内容Contents of the invention
针对上述问题，本发明的目的是提供一种基于直达客流密度最大的公交线网布设原理，并用先进的启发式算法进行求解，避免了传统方法布设的公交线路过长等问题，是一种有效地改善公交服务水平的城市公交线网优化方法。In view of the above problems, the purpose of the present invention is to provide a principle of bus line network layout based on the maximum direct passenger flow density, and solve it with an advanced heuristic algorithm, which avoids the problems of too long bus lines laid by traditional methods, and is an effective method. An optimization method for urban bus network to improve bus service level.
为实现上述目的，本发明采取以下技术方案：一种城市公交线网优化方法，它包括以下步骤：1)根据居民出行调查，建立所有公交客流需求矩阵；2)在公交客流需求矩阵中根据实际路网状况选取起终点对；3)在起终点数据库的所有可行的起终点对中任意选定一个起终点对，依据单位长度公交线路运送的公交客流量最大为目标，搜索路网中该起终点对之间的所有可能的线路；4)对起终点对之间的所有可能的线路进行评估，并删除路网中非可行线路；5)将选定的终点对间搜索到的所有公交可行线路中直达客流密度最大的线路，加入到备选的基于直流客流密度最大化的线路集合中，重复步骤3)-5)直到起终点数据库中得到所有起终点对间的直达客流密度最大的线路；6)从基于直流客流密度最大化的线路集合中选取直达客流密度最大的线路，添加进最终的公交线路网络中，并布设公交线路；7)通过分析当前的公交网络所覆盖的公交站点的情况，确定当前公交网络所不能服务的公交客流需求，修正客流需求矩阵；8)重复步骤1)-步骤7)直到布设好的网络中再也没有满足条件的线路，则停止搜索，得到最终公交线网。In order to achieve the above object, the present invention takes the following technical solutions: a method for optimizing urban public transport network, which includes the following steps: 1) according to the travel survey of residents, set up all bus passenger flow demand matrices; 2) in the bus passenger flow demand matrix according to the actual Select the start-destination pair for the road network condition; 3) Select a start-destination pair arbitrarily from all feasible start-destination pairs in the start-destination database, and search for the start-destination pair in the road network according to the maximum bus passenger flow transported by the bus line per unit length. All possible lines between the end pairs; 4) Evaluate all possible lines between the start and end pairs, and delete the infeasible lines in the road network; 5) Find all the bus routes between the selected end pairs that are feasible The line with the highest direct passenger flow density in the line is added to the set of alternative lines based on the maximum DC passenger flow density, and steps 3)-5) are repeated until all origin-destination pairs have the highest direct passenger flow density in the origin-destination database. ; 6) Select the line with the highest direct passenger flow density from the line set based on the maximization of DC passenger flow density, add it to the final bus line network, and lay out the bus lines; 7) By analyzing the bus station coverage of the current bus network 8) Repeat steps 1)-step 7) until there is no line that satisfies the conditions in the laid network, then stop searching and get the final bus Wire mesh.
所述步骤2)中，判断是否是可行的起始点对的标准在于：如果起终点对间距离小于5公里或非直线系数大于1.5则将该起终点对标记为不可行的起终点对。In the step 2), the criterion for judging whether it is a feasible start point pair is: if the distance between the start point pair is less than 5 kilometers or the non-linear coefficient is greater than 1.5, then mark the start point pair as an infeasible start point pair.
所述步骤3)中，采用黏菌算法求解起终点对之间的可行线路。In the step 3), the slime mold algorithm is used to solve the feasible route between the origin and destination pairs.
所述步骤4)中，评价是否为可行路线通过以下方法：线路长度评估、非直线系数评估和线路最低客流量评估。In the step 4), evaluate whether it is a feasible route through the following methods: evaluation of the length of the route, evaluation of the non-linear coefficient and evaluation of the minimum passenger flow of the route.
本发明由于采取以上技术方案，其具有以下优点：1、与传统的直达客流方法在起终点间的最短线路(OD间的最短线路)布设线路是不同的，本发明采用的是相邻站点间的局部最短线路。在不影响客流量的情况下，将两点之间的线路选择问题简化成了两点之间的最短路问题。由于站点间客流量的大小独立于路段只与站点有关，因此，如果确定了站点的次序，其实就确定了公交线路，所以线路优化的问题就简化成了确定站点及次序的问题。2、本发明以直达客流密度为目标，综合考虑线路的长度和直达客流量两个方面。与直达客流方法相比，本发明所提出的方法与最大客流的走向更加一致。3、本发明的模型综合考虑了乘客和运营者双方的利益，通过在OD对之间搜索直流客流密度最大化的线路，有效的提高了线路的利用效率。避免了传统模型仅局限在最短线路上布设线路以及布设的线路偏长等不足，线路的纵向和客流更加一致，提高了公交线网的优化和服务质量。由于该模型是一个NP-hard问题，为此本发明采用黏菌启发式算法来对其进行求解，该方法在保证解的质量的同时大幅度地加快了算法的收敛速度，取得了良好的优化效果。鉴于以上理由本发明可以广泛应有于交通线网优化领域。The present invention has the following advantages due to taking the above technical scheme: 1. The shortest line (the shortest line between ODs) between the start and end points of the traditional direct passenger flow method is different from the layout of the line. What the present invention uses is between adjacent sites. the local shortest path. Without affecting the passenger flow, the route selection problem between two points is simplified into the shortest path problem between two points. Since the passenger flow between stations is independent of the road section and only related to the stations, if the order of the stations is determined, the bus route is actually determined, so the problem of route optimization is simplified to the problem of determining the stations and their order. 2. The present invention aims at the direct passenger flow density, and comprehensively considers the length of the line and the direct passenger flow. Compared with the direct passenger flow method, the method proposed by the present invention is more consistent with the direction of the maximum passenger flow. 3. The model of the present invention comprehensively considers the interests of both passengers and operators, and effectively improves the utilization efficiency of the lines by searching for lines with the maximum DC passenger flow density between OD pairs. It avoids the disadvantages of the traditional model, which is only limited to laying out routes on the shortest route and the route is too long. The vertical direction of the route is more consistent with the passenger flow, which improves the optimization and service quality of the bus network. Since the model is an NP-hard problem, the present invention uses a slime mold heuristic algorithm to solve it. This method greatly accelerates the convergence speed of the algorithm while ensuring the quality of the solution, and achieves good optimization. Effect. In view of the above reasons, the present invention can be widely applied in the field of traffic network optimization.
附图说明Description of drawings
图1是本发明的流程图Fig. 1 is a flowchart of the present invention
图2是本发明采用的实施例的网络图Fig. 2 is the network diagram of the embodiment that the present invention adopts
图3是站点间的直达客流量示意图Figure 3 is a schematic diagram of direct passenger flow between stations
图4是断面的直达客流量示意图Figure 4 is a schematic diagram of the direct passenger flow of the section
具体实施方式Detailed ways
下面结合附图和实施例对本发明进行详细的描述。The present invention will be described in detail below in conjunction with the accompanying drawings and embodiments.
如图1所示，本发明一种城市公交线网优化方法，它包括以下步骤：As shown in Figure 1, a kind of urban public transport network optimization method of the present invention, it comprises the following steps:
1)根据居民出行调查，建立所有公交客流需求矩阵。1) According to the travel survey of residents, establish the demand matrix of all bus passenger flows.
如图2所示，以下通过一个例子来进行说明，如表1所示，客流需求矩阵如下：As shown in Figure 2, an example is used to illustrate the following. As shown in Table 1, the passenger flow demand matrix is as follows:
表1 客流需求矩阵Table 1 Passenger flow demand matrix
2)在公交客流需求矩阵中根据实际路网状况选取起终点对；2) In the bus passenger flow demand matrix, select the start-end pair according to the actual road network conditions;
以起终点为基础建立起终点备选数据库，并依次筛选起终点数据库各起终点对，如果起终点对间距离小于5公里或非直线系数大于1.5则将该起终点对标记为不可行的起终点对。Based on the starting and ending points, establish the starting and ending point candidate database, and screen each starting and ending point pair in the starting and ending point database in turn. If the distance between the starting and ending points is less than 5 kilometers or the non-linear coefficient is greater than 1.5, mark the starting and ending point pair as an infeasible starting and ending point. end pair.
3)在起终点数据库的所有可行的起终点对中任意选定一个起终点对，依据单位长度公交线路运送的公交客流量最大为目标，搜索路网中该起终点对之间的所有可能的线路，其过程如下：3) Randomly select a start-destination pair from all feasible start-destination pairs in the start-destination database, and search for all possible start-destination pairs in the road network based on the maximum bus passenger flow per unit length of the bus line. line, the process is as follows:
设从起点流进的客流量都能在终点全部流出，根据流量守恒原则，路网中的客流量满足基尔霍夫方程组：Assuming that the passenger flow flowing in from the starting point can all flow out at the end point, according to the principle of flow conservation, the passenger flow in the road network satisfies the Kirchhoff equations:
其中，Dod是路网中所求路段对以(o,d)为起终点的OD对的客流密度，也是单位长度的客流量，其中i，j为路段的端点；lij是i，j两点间路段的道路网长度；qod是以线路(o,d)为起终点的OD对之间的客流量大小；是以(o,d)为起终点的OD对的流量在i点产生的压力。是以(o,d)为起终点的OD对的流量在j点产生的压力。in, D od is the passenger flow density of the OD pair with (o,d) as the start and end point in the road network, and it is also the passenger flow per unit length, where i, j are the endpoints of the road section; l ij is the two points i and j The road network length of the road section between; q od is the passenger flow size between the OD pairs starting and ending at the line (o,d); It is the pressure generated at point i by the flow of the OD pair starting from (o,d) and ending at point i. It is the pressure generated at point j by the flow of the OD pair starting and ending at (o,d).
通过压力、传导性、路线长度以及线路直达客流密度确定所求路段中的客流量：Determine the passenger flow in the requested link from the pressure, conductivity, route length, and route-through passenger density:
其中，Qod是以(o,d)为起终点的OD对在所求路段的流量，从o流向d取正，d流向o取负。Among them, Q od is the flow rate of OD pair on the requested road section with (o,d) as the start and end point. If it flows from o to d, it is positive, and when d flows to o, it is negative.
(o,d)的客流量与此客流量对所求路段的传导性的正反馈关系为：The positive feedback relationship between the passenger flow of (o,d) and the conductivity of this passenger flow to the road section is:
根据客流量的变化以及客流量对传导性的正反馈作用通过对算法的不断迭代，使黏菌算法对线路搜索的方向朝向寻找客流密度最大的线路，黏菌算法实现的具体步骤可分为：According to the change of passenger flow and the positive feedback effect of passenger flow on conductivity, through continuous iteration of the algorithm, the direction of the slime mold algorithm's line search is directed towards finding the line with the highest passenger flow density. The specific steps for implementing the slime mold algorithm can be divided into:
3-1)初始化，设置整个路网的站点位置和路网中每一条边的长度，将路网中每一条边的传导性赋初值为1，初始客流量赋值为0；3-1) Initialize, set the site location of the entire road network and the length of each side in the road network, assign the conductivity of each side in the road network to an initial value of 1, and assign the initial passenger flow to 0;
3-2)在调查所得的OD客流需求矩阵中任意选定一个OD对，根据公式(1)求出得到各站点压力；3-2) An OD pair is arbitrarily selected in the OD passenger flow demand matrix obtained from the survey, and the pressure of each station is obtained according to formula (1);
3-3)由站点的压力和公式(2)求得以(o,d)为起终点的OD对间各路段的客流量；3-3) Obtain the passenger flow of each road section between the OD pairs with (o, d) as the starting and ending point by the pressure of the station and the formula (2);
3-4)由各路段的客流量和公式(3)求出所求路段OD需求下的传导性；3-4) obtain the conductivity under the OD demand of the road section sought by the passenger flow of each road section and formula (3);
3-5)若路网中存在其他OD对，返回步骤3-2)；3-5) If there are other OD pairs in the road network, return to step 3-2);
3-6)求出所有路段上的总客流量；3-6) find the total passenger flow on all road sections;
3-7)如果各路段客流量变化接近0(一般指相邻两次客流量变化的值小于10-6)，路网系统达到稳定状态，则进入步骤3-8)；如果未达到稳定状态则返回步骤3-2)，直到路网系统达到稳定状态；3-7) If the passenger flow change of each road section is close to 0 (generally means that the value of two adjacent passenger flow changes is less than 10 -6 ), the road network system has reached a stable state, then enter step 3-8); if it has not reached a stable state Then return to step 3-2), until the road network system reaches a stable state;
3-8)算法结束；3-8) The algorithm ends;
通过以上8步能够搜索到路网中所有可能的线路，再分别计算出路网的5个常规指标：①计算相邻站点间的客流量；②在所有相邻站点中，找到最大客流量的断面Qkl；③线路总流量Qsum；④线路长度Lod；⑤总线路的客流密度DOD。Through the above 8 steps, all possible lines in the road network can be searched, and then 5 conventional indicators of the road network can be calculated separately: ① Calculate the passenger flow between adjacent stations; ② Find the section with the largest passenger flow among all adjacent stations Q kl ; ③ Total line flow Q sum ; ④ Line length L od ; ⑤ Passenger flow density D OD of the total line.
①计算站点间的客流量：站点的服务范围是一些距离较近的站点的集合；例如，站点k的服务范围Xk表示可步行到达站点k的所有站点的集合，即Xk＝{k,k1,k2}；计算站点间的客流量时，不是简单计算两个站点间的客流量，而是以这两个站点的服务范围为单位来计算客流量；如图3所示，我们计算站点k到站点l的客流量就等于计算Xk到Yl的客流量，即：其中，表示从站点服务范围Xk到站点服务范围Yl的客流量；SPkl表示从站点k到站点l的客流量；表示从站点k到站点l1的客流量；表示从站点k1到站点l的客流量；表示从站点k1到站点l1的客流量；表示从站点k2到站点l的客流量；表示从站点k2到站点l1的客流量。① Calculating the passenger flow between stations: the service area of a station is the collection of some nearby stations; for example, the service area X k of station k represents the collection of all stations that can reach station k on foot, that is, X k = {k, k 1 , k 2 }; when calculating the passenger flow between two stations, it is not simply to calculate the passenger flow between two stations, but to calculate the passenger flow in units of the service range of these two stations; as shown in Figure 3, we Calculating the passenger flow from station k to station l is equal to calculating the passenger flow from X k to Y l , namely: in, Indicates the passenger flow from station service range X k to station service range Y l ; SP kl represents the passenger flow from station k to station l; Indicates the passenger flow from station k to station l 1 ; Indicates the passenger flow from station k 1 to station l; Indicates the passenger flow from station k 1 to station l 1 ; Indicates the passenger flow from station k 2 to station l; Indicates the passenger flow from station k 2 to station l 1 .
②如图4所示，在所有相邻站点中，找到最大客流量的断面②As shown in Figure 4, among all adjacent stations, find the section with the largest passenger flow
断面流量就是经过某一道路断面的客流总量，也就是计算在断面之前站点上车，在断面之后站点下车的乘客数。与站点间客流量计算相似，这里也使用了服务范围的概念。例如计算图4中断面(k,l)的客流量Qkl，我们就只需要计算Xk到Yl的客流量和Xk到Zm的客流量而没有必要计算Yl到Zm客流量即：Section flow is the total passenger flow passing through a certain road section, that is, the number of passengers who get on at the station before the section and get off at the station after the section is calculated. Similar to inter-site traffic calculation, the concept of service range is also used here. For example, to calculate the passenger flow Q kl of the section (k,l) in Figure 4, we only need to calculate the passenger flow from X k to Y l and passenger flow from X k to Z m And there is no need to calculate Y l to Z m passenger flow Right now:
③线路总流量Qsum：线路的总客流就等于线路通过的所有断面的流量的总和，即：其中，SOD是起终点的OD间的公交线路。③The total line flow Q sum : the total passenger flow of the line is equal to the sum of the flow of all sections that the line passes through, namely: Among them, S OD is the bus line between the ODs of the starting and ending points.
④所有可能的线路长度Lod：其中，Lod表示以(o,d)为起终点的线路长度；N表示站点集合；④All possible line lengths L od : Among them, L od represents the length of the line starting and ending at (o, d); N represents the set of stations;
⑤总线路的客流密度DOD：通过线路总流量和长度计算总线路的客流密度；其中，Qsum表示线路的总客流量。其中，od是OD对，Ω为起始点数据库。⑤ Passenger flow density D OD of the main line: Calculate the passenger flow density of the main line through the total flow and length of the line; Among them, Q sum represents the total passenger flow of the line. Among them, od is the OD pair, and Ω is the starting point database.
4)对得到的所有可能线路通过以下常规评估方法进行评估，删除非可行线路，得到可行线路，其评判标准如下：4) Evaluate all possible routes obtained by the following conventional evaluation methods, delete non-feasible routes, and obtain feasible routes. The evaluation criteria are as follows:
4-1)线路长度评估4-1) Line length evaluation
公交线路不宜过长或过短，线路过长，延长了乘客的等车时间；线路过短，增加了乘客的换乘次数。一般地，线路长度短以20min为限，最长以45min(中小城市)、60min(大城市)为限。设平均营运车速为km/h，则最短限制距离(Lmin)为5km，最长限制距离(Lmax)为11.25km(中小城市)、15km(大城市)。The bus line should not be too long or too short. If the line is too long, the waiting time of passengers will be prolonged; if the line is too short, the number of transfers for passengers will be increased. Generally, the shortest line length is limited to 20 minutes, and the longest line length is limited to 45 minutes (small and medium-sized cities) and 60 minutes (big cities). Assuming the average operating speed is km/h, the minimum distance limit (L min ) is 5km, and the maximum distance limit (L max ) is 11.25km (small and medium cities) and 15km (big cities).
本实施例中以大城市距离限制为标准，搜索出的线路长度应大于5km小于15km。In this embodiment, the distance limit of a large city is used as a standard, and the length of the searched line should be greater than 5 km and less than 15 km.
4-2)线路非直线系数评估4-2) Evaluation of line nonlinear coefficient
线路的非直线系数是指公交线路的实际长度与空间直线距离之比，通过以下公式计算： 表示以(o,d)为起终点的线路的非直线系数；lod表示以(o,d)为起终点的线路的空间直线距离。线路的非直线系数越小越好，对于一般城市，取1.15～1.20为宜，一般非直线系数小于1.5。The non-linear coefficient of the line refers to the ratio of the actual length of the bus line to the space linear distance, which is calculated by the following formula: Indicates the non-linear coefficient of the line starting and ending at (o, d); l od indicates the space linear distance of the line starting and ending at (o, d). The smaller the non-linear coefficient of the line, the better. For general cities, it is advisable to take 1.15-1.20, and the general non-linear coefficient is less than 1.5.
4-3)线路最低客流量评估4-3) Evaluation of the minimum passenger flow of the line
按照公交线路的设计要求，只有乘客数达到一定标准之后才能开设公交线路。如果得到的线路的客流总量低于最低开线流量(通常设定该客流量不能小于500人次/小时)，则布设此线路是不可行的，删除该条线路。According to the design requirements of bus lines, only after the number of passengers reaches a certain standard can a bus line be opened. If the total passenger flow of the obtained line is lower than the minimum open line flow (usually the passenger flow is set to not be less than 500 passengers/hour), then it is not feasible to lay out this line, and delete this line.
通过以上三种评估方法删除非可行线路，得到可行线路。Delete non-feasible routes through the above three evaluation methods to obtain feasible routes.
5)将选定的终点对间搜索到的所有公交可行线路中直达客流密度最大的线路，加入到备选的基于直流客流密度最大化的线路集合中，重复步骤3)-步骤5)直到起终点数据库中得到所有起终点对间的直达客流密度最大的线路；5) Add the line with the highest direct passenger flow density among all feasible bus lines searched between the selected terminal pairs to the set of alternative lines based on the maximum direct current passenger flow density, and repeat steps 3)-step 5) until the start Obtain the line with the highest direct passenger flow density between all origin and destination pairs in the terminal database;
6)从基于直流客流密度最大化的线路集合中选取直达客流密度最大的线路，添加进最终的公交线路网络中，并布设公交线路；6) Select the line with the highest direct passenger flow density from the line set based on the maximization of DC passenger flow density, add it to the final bus line network, and lay out the bus line;
7)通过分析当前的公交网络所覆盖的公交站点的情况，确定当前公交网络所不能服务的公交客流需求，从而修正客流需求矩阵，为下一次布设基于直流客流密度最大化的线路搜索提供依据；7) By analyzing the situation of the bus stops covered by the current bus network, determine the bus passenger flow demand that the current bus network cannot serve, thereby revising the passenger flow demand matrix, and providing a basis for the next route search based on the DC passenger flow density maximization;
8)重复步骤1)-步骤7)直到布设好的网络中再也没有满足条件的线路，或达到预设循环次数(根据一般经验设定)，则停止搜索，得到最终公交线网。8) Repeat step 1)-step 7) until there is no line satisfying the conditions in the laid network, or the preset number of cycles is reached (set according to general experience), then stop searching and obtain the final bus line network.
本实施例中，最后得到的搜索的结果如表2所示，其中MDTD(Maximum directtraveler density，最大直达客流密度)、MDT(Maximum direct travelers，最大直达客流量)、MDTSP(Maximum direct travelers on shortest paths，最短线路上的最大直达客流量)，发明提出的线路的直流客流并不是最大的，线路也不是布设在最短路上，然而综合考虑了线路的长度和直达客流量两个方面，在二者间寻求到一个平衡点并且使得交通线网更加满足居民出行需求，可以有效提高公交线网的服务水平。In this embodiment, the search results obtained at last are shown in Table 2, wherein MDTD (Maximum direct traveler density, maximum direct passenger flow density), MDT (Maximum direct travelers, maximum direct passenger flow), MDTSP (Maximum direct travelers on shortest paths , the maximum direct passenger flow on the shortest line), the DC passenger flow of the line proposed by the invention is not the largest, and the line is not arranged on the shortest path. However, considering the length of the line and the direct passenger flow, there is Finding a balance point and making the traffic network better meet the travel needs of residents can effectively improve the service level of the bus network.
表2 计算结果Table 2 Calculation results
上述各实施例仅用于说明本发明，其中各部件的结构、连接方式和制作工艺等都是可以有所变化的，凡是在本发明技术方案的基础上进行的等同变换和改进，均不应排除在本发明的保护范围之外。The above-mentioned embodiments are only used to illustrate the present invention, wherein the structure, connection mode and manufacturing process of each component can be changed to some extent, and any equivalent transformation and improvement carried out on the basis of the technical solution of the present invention should not excluded from the protection scope of the present invention.
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