CN104484514B - A Design Method for Elastic Bus Routes Avoiding Congested Sections - Google Patents

A Design Method for Elastic Bus Routes Avoiding Congested Sections Download PDF

Info

Publication number
CN104484514B
CN104484514B CN201410723005.7A CN201410723005A CN104484514B CN 104484514 B CN104484514 B CN 104484514B CN 201410723005 A CN201410723005 A CN 201410723005A CN 104484514 B CN104484514 B CN 104484514B
Authority
CN
China
Prior art keywords
bus line
travel time
alternative
original
road
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201410723005.7A
Other languages
Chinese (zh)
Other versions
CN104484514A (en
Inventor
黄正锋
郑彭军
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Ningbo University
Original Assignee
Ningbo University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Ningbo University filed Critical Ningbo University
Priority to CN201410723005.7A priority Critical patent/CN104484514B/en
Publication of CN104484514A publication Critical patent/CN104484514A/en
Application granted granted Critical
Publication of CN104484514B publication Critical patent/CN104484514B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Landscapes

  • Traffic Control Systems (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

The invention discloses a kind of elastic public bus network method for designing for evading congested link, road network topology is considered in the method for designing, traffic control, road traffic flow, routing behavior etc. concerns road traffic system component (road, car, people) mass action, for identical numbering public bus network, on the premise of origin and destination and most of driving path are not changed, vehicle transition website on the way is set up with regard to some congested links, obtain effectively substituting public bus network network, and the optimal effective replacement public transport line of selection one replaces original public bus network as elastic public bus network in effectively public bus network network is substituted, make what public transit vehicle can be autonomous during operation to avoid congested link, reduce trip duration of the passenger in bus and ensure the minimum ground traveling value added of passenger;Advantage is the operational efficiency and service level that improve bus operation system.

Description

一种规避拥堵路段的弹性公交线路设计方法A Design Method for Elastic Bus Routes Avoiding Congested Sections

技术领域technical field

本发明涉及一种公交线路设计方法,尤其是涉及一种规避拥堵路段的弹性公交线路设计方法。The invention relates to a bus line design method, in particular to a flexible bus line design method for avoiding congested road sections.

背景技术Background technique

公交运营系统是目前城市生活中必不可少的重要交通运输系统,公交运营系统中的各公交车辆按照既定的公交线路途径各站点运送乘客。由于我国城市化步伐快,人口密度、车流量和客流量均较大,在实际的公交运营过程中,很多公交线路经常会出现道路堵塞情况,公交车辆不能依照道路交通状况灵活变更行驶路径,由此增加了公交车辆的运输时间和乘客出行时长,公交运营系统运行效率急剧下降。The bus operation system is an indispensable and important transportation system in urban life at present. Each bus vehicle in the bus operation system transports passengers through each station according to the established bus route. Due to the rapid pace of urbanization in our country, the population density, traffic flow and passenger flow are relatively large. In the actual bus operation process, many bus lines often have road congestion. Bus vehicles cannot flexibly change their driving routes according to road traffic conditions. This increases the transportation time of public transport vehicles and the travel time of passengers, and the operating efficiency of the public transport operation system drops sharply.

根据公交出行意愿调查,47.6%的私家车拥有者在非高峰时段愿意乘坐公交,12%的私家车拥有者在高峰时段愿意乘坐公交,在高峰时段不愿乘坐公交车的调查对象给出了如下解释:高峰时段公交车辆在中心城区途经的一些站点非常拥堵,造成时间的浪费,因此更愿意选择私家车绕开拥堵路段来减少出行时长。According to the public transport willingness survey, 47.6% of private car owners are willing to take public transport during off-peak hours, and 12% of private car owners are willing to take public transport during peak hours. Explanation: During peak hours, some bus stops in the central city are very congested, causing a waste of time. Therefore, it is more willing to choose private cars to bypass congested roads to reduce travel time.

鉴此,设计一种规避拥堵路段的弹性公交线路设计方法,使公交车辆在运营过程中可以自主地避开拥堵路段,对提高公交运营系统的运行效率和服务水平,倡导公交绿色环保出行具有重要意义。In view of this, it is important to design a flexible bus route design method to avoid congested roads, so that buses can avoid congested roads autonomously during operation, which is of great importance for improving the operation efficiency and service level of the bus operation system and advocating green and environmentally friendly public transportation. significance.

发明内容Contents of the invention

本发明所要解决的技术问题是提供一种规避拥堵路段的弹性公交线路设计方法,该方法使用弹性公交线路取代既定的原始公交线路,使公交车辆在运营过程中可以自主的避开拥堵路段,提高了公交运营系统的运行效率和服务水平。The technical problem to be solved by the present invention is to provide a method for designing elastic bus routes to avoid congested road sections. The method uses elastic bus routes to replace the established original bus routes, so that buses can autonomously avoid congested road sections during operation and improve Improve the operating efficiency and service level of the bus operation system.

本发明解决上述技术问题所采用的技术方案为:一种规避拥堵路段的弹性公交线路设计方法,包括如下步骤:The technical solution adopted by the present invention to solve the above-mentioned technical problems is: a method for designing elastic bus lines to avoid congested road sections, comprising the following steps:

步骤1:通过OpenStreetMap开源网站下载城市拓扑路网的Shapefile矢量文件;通过视频检测器获取城市各个路段的当前交通流量,路段的当前交通流量指该路段从当前时间开始过去15分钟内的交通流量;从城市规划局获取城市的动态交通需求;将Shapefile矢量文件、各路段的当前交通流量和动态交通需求输入VISTA软件中,运行VISTA软件得到各个路段的未来动态交通分配流量,如公式(1)所示:Step 1: Download the Shapefile vector file of the urban topological road network through the OpenStreetMap open source website; obtain the current traffic flow of each road section in the city through the video detector, and the current traffic flow of the road section refers to the traffic flow of the road section in the past 15 minutes from the current time; Obtain the city's dynamic traffic demand from the Urban Planning Bureau; input the Shapefile vector file, the current traffic flow and dynamic traffic demand of each road section into the VISTA software, and run the VISTA software to obtain the future dynamic traffic distribution flow of each road section, as shown in formula (1). Show:

公式(1)中,将当前时间开始未来每15分钟作为一个时段,ya,t为路段a从当前时间开始未来第1个时段至第t个时段内的动态交通分配流量,xa为路段a的当前交通流量,qω,τ表示未来第τ个时段从起讫点对ω产生的动态交通需求;是组成交通分配矩阵的元素,表示未来第τ个时段从起讫点对ω出发的需求中在未来第t个时段到达路段a的数量,交通分配矩阵表示某个时段路段交通流量来自特定时段起讫点对交通流量的对应矩阵,由VISTA软件运行得到;W表示起讫点对集合,W从城市的动态交通需求中获取;In the formula (1), every 15 minutes starting from the current time is regarded as a time period, y a,t is the dynamic traffic allocation flow of road section a from the current time to the t time period in the future, and x a is the road section The current traffic flow of a, q ω, τ represents the dynamic traffic demand for ω generated from the start and end points in the τth time period in the future; is the element of the traffic distribution matrix, which represents the number of the demand for ω from the starting point to ω in the τth time period in the future. The corresponding matrix of traffic flow is obtained by running the VISTA software; W represents the set of origin-destination pairs, and W is obtained from the dynamic traffic demand of the city;

步骤2:从城市交通委获取各路段的自由流出行时间、理论通行能力和交叉口信号灯绿信比,计算未来各个时段车辆在各个路段上运行的单位长度出行时间,计算公式如公式(2)所示:Step 2: Obtain the free flow travel time, theoretical traffic capacity and green signal ratio of intersection signal lights from the Urban Transportation Commission, and calculate the travel time per unit length of vehicles running on each road segment at each time period in the future. The calculation formula is as in formula (2) Shown:

公式(2)中,Ta,t为未来第t个时段内路段a上车辆的单位长度出行时间,单位是秒/公里;ua为路段a上的自由流出行时间,单位是秒/公里;j是延误参数,j=p×k,p为延误致因元素的密集度,p在Shapefile矢量文件中获取,k表示车辆到达和服务过程的随机性水平,在非信号交叉口k取值为1,在信号交叉口k取值为0.5;δ为流量分析时间长度,为1小时;为第t个时段路段a上的车流服务水平,Qa是路段a的理论通行能力,以车/小时为单位;λa是路段a的绿信比;ya,t的单位为车/小时; In the formula (2), T a,t is the travel time per unit length of the vehicle on the road section a in the future t-th time period, the unit is second/km; u a is the free flow travel time on the road section a, the unit is second/km ; j is the delay parameter, j=p×k, p is the density of delay-causing elements, p is obtained from the Shapefile vector file, k represents the randomness level of vehicle arrival and service process, and the value of k is taken at non-signalized intersections is 1, and the value of k at signalized intersections is 0.5; δ is the flow analysis time length, which is 1 hour; is the traffic service level of road segment a in the tth time period, Q a is the theoretical traffic capacity of road section a, in car/hour; λ a is the green signal ratio of road section a; the unit of y a,t is car/hour;

步骤3:循环所有原始公交起讫点对,根据步骤2得到的未来各个时段车辆在各个路段上运行的单位长度出行时间,为所有原始公交线路构建替代公交线路,具体过程如下所述:Step 3: Loop all original bus start-destination pairs, and construct alternative bus lines for all original bus lines according to the travel time per unit length of vehicles running on each road segment in each time period in the future obtained in step 2. The specific process is as follows:

步骤3.1:以原始公交线路为基线,选取该原始公交线路两侧垂直距离为v米的区域范围内囊括的道路网络作为备选公交线路的基础网络,将备选公交线路的基础网络称为备选路网,500≤v≤1000;Step 3.1: Take the original bus line as the baseline, select the road network included in the area with a vertical distance of v meters on both sides of the original bus line as the basic network of the alternative bus line, and call the basic network of the alternative bus line the backup Route selection network, 500≤v≤1000;

步骤3.2:依照拥堵路段惩罚原则修正备选路网中各条备选公交线路含有的所有拥堵路段的单位长度出行时间,具体过程为:Step 3.2: Correct the travel time per unit length of all congested road sections contained in each alternative bus route in the alternative road network according to the principle of penalty for congested road sections. The specific process is as follows:

步骤3.2.1:将拥堵系数记为ρ,ρ为常数且100秒/公里≤ρ≤200秒/公里,如果某一路段的出行时间大于ρ,就判断该条路段为拥堵路段,否则为非拥堵路段;Step 3.2.1: Record the congestion coefficient as ρ, ρ is a constant and 100 seconds/km ≤ ρ ≤ 200 seconds/km, if the travel time of a certain road section is greater than ρ, it is judged that the road section is a congested road section, otherwise it is not Congested road section;

步骤3.2.2:将原始公交线路中含有的所有非拥堵路段的单位长度出行时间设为0;Step 3.2.2: Set the travel time per unit length of all non-congested sections contained in the original bus line to 0;

步骤3.2.3:修正备选路网中备选公交线路含有的所有拥堵路段的单位长度出行时间:将步骤2计算得到的对应拥堵路段的单位长度出行时间的计算值与M相加后的值作为该拥堵路段修正后的单位长度出行时间,M=1000;Step 3.2.3: Correct the travel time per unit length of all congested road sections contained in the alternative bus lines in the alternative road network: add the calculated value of the travel time per unit length of the corresponding congested road section calculated in step 2 to M As the travel time per unit length after correction of the congested section, M=1000;

步骤3.3:针对原始公交线路的起讫点,在备选路网上选取所有备选公交线路,计算原始公交线路的出行时间和每条备选公交线路的出行时间,原始公交线路的出行时间等于原始公交线路包含的所有路段的出行时间之和,每条备选公交线路的出行时间等于每条备选公交线路包含的所有路段的出行时间之和,每条路段的出行时间等于该条路段的单位长度出行时间乘以该条路段的长度;将备选路网中所有备选公交线路按照出行时间从小到大进行排序,依次记为第1条备选公交线路、第2条备选公交线路、第3条备选公交线路、……,第G条备选公交线路,其中G为备选公交线路的总数量;Step 3.3: For the starting and ending points of the original bus line, select all the alternative bus lines on the alternative road network, calculate the travel time of the original bus line and each alternative bus line, the travel time of the original bus line is equal to the original bus line The sum of the travel time of all road segments included in the line, the travel time of each alternative bus line is equal to the sum of the travel time of all road segments contained in each alternative bus line, and the travel time of each road segment is equal to the unit length of the road segment Multiply the travel time by the length of the road section; sort all the alternative bus lines in the alternative road network according to the travel time from small to large, and record them as the first alternative bus line, the second alternative bus line, and the second alternative bus line. 3 alternative bus lines, ..., the Gth alternative bus line, where G is the total number of alternative bus lines;

步骤3.4:将排序后的备选路网中的备选公交线路依次与原始公交线路进行比较,确定有效替代公交线路,具体过程为:Step 3.4: Compare the alternative bus lines in the sorted alternative road network with the original bus lines in turn to determine effective alternative bus lines. The specific process is as follows:

步骤3.4.1:针对每个起讫点对,从第1条备选公交线路开始,依次将备选公交线路的出行时间与原始公交线路的出行时间进行比较,如果该条备选公交线路的出行时间小于原始公交线路的出行时间且当前备选公交线路排序数小于J,则进行后一条备选公交线路的出行时间与原始公交线路的出行时间的对比操作,依此类推;当第K条备选公交线路的出行时间大于原始公交线路的出行时间或者第K条备选公交线路的排序数等于J时,则停止比较,将第K条备选公交线路之前的K-1条备选公交线路作为有效替代公交线路网络;其中1≤K≤J,J为大于等于3且小于等于7的常数;Step 3.4.1: For each origin-destination point pair, starting from the first alternative bus line, compare the travel time of the alternative bus line with the travel time of the original bus line in turn, if the travel time of the alternative bus line Time is less than the travel time of the original bus line and the current number of candidate bus lines is less than J, then compare the travel time of the latter alternative bus line with the travel time of the original bus line, and so on; When the travel time of the selected bus line is greater than the travel time of the original bus line or the sorting number of the Kth alternative bus line is equal to J, then stop the comparison, and the K-1 alternative bus lines before the Kth alternative bus line As an effective alternative bus line network; where 1≤K≤J, J is a constant greater than or equal to 3 and less than or equal to 7;

步骤3.5:将有效替代公交线路网络中每条有效替代公交线路与原始公交线路分别进行关联分析,择取具有最优关联度的有效替代公交线路作为弹性公交线路,具体步骤如下所述;Step 3.5: Perform correlation analysis on each effective alternative bus line in the effective alternative bus line network and the original bus line, and select the effective alternative bus line with the optimal correlation degree as the elastic bus line. The specific steps are as follows;

步骤3.5.1:针对原始公交线路的原始站点s,s=1,2,3,…,n,其中,n为原始公交线路的站点总数,原始公交线路的原始站点s在有效替代公交线路中都具有对应的变迁站点,通过比较以下三种变迁方案额外产生的乘客走行时间,将最小额外乘客走行时间对应的站点作为最优变迁站点:Step 3.5.1: For the original site s of the original bus line, s=1,2,3,...,n, where n is the total number of sites on the original bus line, and the original site s of the original bus line is in the effective alternative bus line All have corresponding transition stations. By comparing the additional travel time of passengers generated by the following three transition schemes, the station corresponding to the minimum additional passenger travel time is taken as the optimal transition station:

(1)有效替代公交线路上离原始公交线路相应站点走行时间最少的公交站点,(2)有效替代公交线路上离原始公交线路相应站点走行时间最少的交叉口,(3)即属于原始公交线路又属于绕行线路的走行时间最少的公交站点;(1) Effectively replace the bus stop on the bus line with the least walking time from the corresponding stop on the original bus line; (2) Effectively replace the intersection on the bus line with the least walking time from the corresponding stop on the original bus line; (3) belongs to the original bus line It also belongs to the bus stop with the least travel time of the detour route;

步骤3.5.2:从Shapefile矢量文件中输出原始公交线路的原始站点s到第i条有效替代公交线路的变迁站点的最短走行时长,其中i=1,2,…,K-1,将其和该站点平均上下车乘客数相乘得到比较数列Di,s,Di,s={D1,s,D2,s,…,DK,s},该站点平均上下车乘客数从公交营运公司的数据库中获取,针对原始公交线路的原始站点s对应的Di,s采用下式归一化:Step 3.5.2: From the Shapefile vector file, output the shortest travel time from the original station s of the original bus line to the change station of the ith effective alternative bus line, where i=1,2,...,K-1, and The average number of passengers getting on and off at this station is multiplied to obtain a comparison series D i,s , D i,s = {D 1,s ,D 2,s ,…,D K,s }, the average number of passengers getting on and off at this station is obtained from the bus Obtained from the database of the operating company, the D i, s corresponding to the original station s of the original bus line is normalized by the following formula:

其中,Δ为所有有效替代公交线路的比较数列中的最小值,为所有有效替代公交线路的比较数列中的最大值,得出第i条有效替代公交线路第s个站点对应关联系数ξi,s如下式:Among them, Δ is the minimum value in the comparison series of all effective alternative bus lines, is the maximum value in the comparison series of all effective alternative bus lines, and the correlation coefficient ξi ,s corresponding to the s-th station of the i-th effective alternative bus line is obtained as follows:

其中,m是分辨系数,为0~1之间的常数;Among them, m is the resolution coefficient, which is a constant between 0 and 1;

步骤3.5.3:将第i条有效替代公交线路的关联度记为ri,i=1,2,…,K-1,ri求解公式如下:Step 3.5.3: Record the correlation degree of the i-th effective alternative bus line as r i , i=1,2,...,K-1, and the solution formula for r i is as follows:

步骤3.5.4:选取有效替代公交线路网络中ri最大的那条有效替代公交线路作为要采用的弹性公交线路。Step 3.5.4: Select the effective alternative bus line with the largest r i in the effective alternative bus line network as the elastic bus line to be adopted.

在弹性公交线路确定好后,通过智能公交系统通过公交车司机按照弹性公交线路运行,并在弹性公交线路不再经过的原始公交线路站点位置,提前一个发车间隔时间由电子显示标志发布公交线路站点变更通知;由此让搭乘相应线路的乘客走到另外的站点乘车,减小对乘客造成的不便。After the elastic bus line is determined, the bus driver will operate according to the elastic bus line through the intelligent bus system, and at the original bus line site where the elastic bus line no longer passes, the bus line site will be announced by the electronic display sign one departure interval in advance Change notification; thus, passengers who take the corresponding line can go to another station to take a bus, reducing the inconvenience caused to passengers.

与现有技术相比,本发明的优点在于综合考虑了路网拓扑、交通控制、道路交通流、择路行为等关乎道路交通系统组成元素(路、车、人)的整体作用,针对相同编号公交线路,在不变更起讫点和大部分行驶路径的前提下,在途中就某些拥堵路段增设车辆变迁站点,得到有效替代公交线路网络,并在有效替代公交线路网络中选择一条最优有效替代公交线作为弹性公交线路来取代原始公交线路,使公交车辆在运营过程中可以自主的避开拥堵路段,减小乘客在公交车内的出行时长并保证乘客最少地面走行增加值,提高了公交运营系统的运行效率和服务水平。Compared with the prior art, the present invention has the advantage of comprehensively considering the overall effect of road network topology, traffic control, road traffic flow, road selection behavior and other elements (roads, vehicles, and people) related to the road traffic system. For bus lines, under the premise of not changing the origin and destination points and most of the driving routes, vehicle change stations are added on some congested road sections on the way to obtain an effective alternative bus line network, and an optimal and effective alternative bus line network is selected in the effective alternative bus line network. The bus line is used as a flexible bus line to replace the original bus line, so that the bus vehicles can autonomously avoid congested roads during operation, reduce the travel time of passengers in the bus and ensure that passengers walk on the ground at least, which improves the bus operation. System operational efficiency and service levels.

附图说明Description of drawings

图1为本发明的一种规避拥堵路段的弹性公交线路设计方法的流程图;Fig. 1 is a kind of flow chart of the elastic public transport route design method of avoiding congested section of the present invention;

图2为VISTA软件获取动态交通分配流量的内部流程图;Fig. 2 obtains the internal flowchart of dynamic traffic distribution flow for VISTA software;

图3为现状交通流量采集的线圈和视频检测图;Fig. 3 is the coil and video detection map of current traffic flow collection;

图4为案例中宁波公交367路的线路走向图;Figure 4 is a route diagram of Ningbo Bus No. 367 in the case;

图5为原始公交线路周边800米范围内备选路网(含路段编号及公交站名);Figure 5 shows the alternative road network within 800 meters around the original bus line (including road section number and bus stop name);

图6为有关公交站点迁移的三种形式的示意图;Figure 6 is a schematic diagram of three forms of bus station relocation;

图7为最优替代公交线路走行及站点布设图;Figure 7 is the optimal alternative bus route and station layout diagram;

图8为案例中惊驾路公交站点的电子信息牌上有关站点迁移信息的发布图。Figure 8 is a release map of the station relocation information on the electronic information board of the Jingjia Road bus station in the case.

具体实施方式detailed description

以下结合附图实施例对本发明作进一步详细描述。The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments.

实施例:如图1所示,一种规避拥堵路段的弹性公交线路设计方法,包括如下步骤:Embodiment: as shown in Figure 1, a kind of elastic public transport line design method of avoiding congested section, comprises the steps:

步骤1:通过OpenStreetMap开源网站下载城市拓扑路网的Shapefile矢量文件;通过视频检测器获取城市各个路段的当前交通流量,路段的当前交通流量指该路段从当前时间开始过去15分钟内的交通流量;从城市规划局获取城市的动态交通需求;将Shapefile矢量文件、各路段的当前交通流量和动态交通需求输入VISTA软件中,运行VISTA软件得到各个路段的未来动态交通分配流量,如公式(1)所示:Step 1: Download the Shapefile vector file of the urban topological road network through the OpenStreetMap open source website; obtain the current traffic flow of each road section in the city through the video detector, and the current traffic flow of the road section refers to the traffic flow of the road section in the past 15 minutes from the current time; Obtain the city's dynamic traffic demand from the Urban Planning Bureau; input the Shapefile vector file, the current traffic flow and dynamic traffic demand of each road section into the VISTA software, and run the VISTA software to obtain the future dynamic traffic distribution flow of each road section, as shown in formula (1). Show:

公式(1)中,将当前时间开始未来每15分钟作为一个时段,ya,t为路段a从当前时间开始未来第1个时段至第t个时段内的动态交通分配流量,xa为路段a的当前交通流量,qω,τ表示未来第τ个时段从起讫点对ω产生的动态交通需求;是组成交通分配矩阵的元素,表示未来第τ个时段从起讫点对ω出发的需求中在未来第t个时段到达路段a的数量,交通分配矩阵表示某个时段路段交通流量来自特定时段起讫点对交通流量的对应矩阵,在VISTA软件内部根据基于逐步迭代平均法(MSA)的路径分流比例优化和基于路段元胞传输模型(LTM)的车流仿真相互迭代原理而推得交通分配矩阵;W表示起讫点对集合,W从城市的动态交通需求中获取;In the formula (1), every 15 minutes starting from the current time is regarded as a time period, y a,t is the dynamic traffic allocation flow of road section a from the current time to the t time period in the future, and x a is the road section The current traffic flow of a, q ω, τ represents the dynamic traffic demand for ω generated from the start and end points in the τth time period in the future; is the element of the traffic distribution matrix, which represents the number of the demand for ω from the starting point to ω in the τth time period in the future. For the corresponding matrix of traffic flow, the traffic allocation matrix is derived in the VISTA software based on the optimization of the route diversion ratio based on the stepwise iterative averaging method (MSA) and the mutual iterative principle of the traffic flow simulation based on the link cell transfer model (LTM); W means A set of origin-destination pairs, W is obtained from the dynamic traffic demand of the city;

步骤2:从城市交通委获取各路段的自由流出行时间、理论通行能力和交叉口信号灯绿信比,计算未来各个时段车辆在各个路段上运行的单位长度出行时间,计算公式采用Akcelik路阻函数(这个路阻函数的优点是能够应对交叉口多种饱和度情形),如公式(2)所示:Step 2: Obtain the free flow travel time, theoretical traffic capacity and green signal ratio of intersection signal lights from the Urban Transportation Commission, and calculate the travel time per unit length of vehicles running on each road segment in each time period in the future. The calculation formula uses the Akcelik road resistance function (The advantage of this road resistance function is that it can cope with various saturation situations at intersections), as shown in formula (2):

公式(2)中,Ta,t为未来第t个时段内路段a上车辆的单位长度出行时间,单位是秒/公里;ua为路段a上的自由流出行时间,单位是秒/公里;j是延误参数,j=p×k,p为延误致因元素的密集度,p在Shapefile矢量文件中获取,k表示车辆到达和服务过程的随机性水平,在非信号交叉口k取值为1,在信号交叉口k取值为0.5;δ为流量分析时间长度,为1小时;为第t个时段路段a上的车流服务水平,Qa是路段a的理论通行能力,以车/小时为单位;λa是路段a的绿信比;ya,t的单位为车/小时; In the formula (2), T a,t is the travel time per unit length of the vehicle on the road section a in the future t-th time period, the unit is second/km; u a is the free flow travel time on the road section a, the unit is second/km ; j is the delay parameter, j=p×k, p is the density of delay-causing elements, p is obtained from the Shapefile vector file, k represents the randomness level of vehicle arrival and service process, and the value of k is taken at non-signalized intersections is 1, and the value of k at signalized intersections is 0.5; δ is the flow analysis time length, which is 1 hour; is the traffic service level of road segment a in the tth time period, Q a is the theoretical traffic capacity of road section a, in car/hour; λ a is the green signal ratio of road section a; the unit of y a,t is car/hour;

步骤3:循环所有原始公交起讫点对,根据步骤2得到的未来各个时段车辆在各个路段上运行的单位长度出行时间,为所有原始公交线路构建替代公交线路,具体过程如下所述:Step 3: Loop all original bus start-destination pairs, and construct alternative bus lines for all original bus lines according to the travel time per unit length of vehicles running on each road segment in each time period in the future obtained in step 2. The specific process is as follows:

步骤3.1:以原始公交线路为基线,选取该原始公交线路两侧垂直距离为v米的区域范围内囊括的道路网络作为备选公交线路的基础网络,将备选公交线路的基础网络称为备选路网,v受制于乘客可接受走行距离和道路网实际密度的约束,500≤v≤1000;Step 3.1: Take the original bus line as the baseline, select the road network included in the area with a vertical distance of v meters on both sides of the original bus line as the basic network of the alternative bus line, and call the basic network of the alternative bus line the backup Road selection network, v is subject to the constraints of the acceptable travel distance of passengers and the actual density of the road network, 500≤v≤1000;

步骤3.2:为了让替代公交线路满足既要途经原始公交线路非拥堵路段又要规避拥堵路段的双重目标,依照拥堵路段惩罚原则修正备选路网中各条备选公交线路含有的所有拥堵路段的单位长度出行时间,具体过程为:Step 3.2: In order to make the alternative bus line meet the dual goals of passing through the non-congested road section of the original bus line and avoiding the congested road section, according to the penalty principle of the congested road section, correct Travel time per unit length, the specific process is:

步骤3.2.1:将拥堵系数记为ρ,ρ为常数且100秒/公里≤ρ≤200秒/公里,如果某一路段的出行时间大于ρ,就判断该条路段为拥堵路段,否则为非拥堵路段;Step 3.2.1: Record the congestion coefficient as ρ, ρ is a constant and 100 seconds/km ≤ ρ ≤ 200 seconds/km, if the travel time of a certain road section is greater than ρ, it is judged that the road section is a congested road section, otherwise it is not Congested road section;

步骤3.2.2:将原始公交线路中含有的所有非拥堵路段的单位长度出行时间设为0;Step 3.2.2: Set the travel time per unit length of all non-congested sections contained in the original bus line to 0;

步骤3.2.3:修正备选路网中备选公交线路含有的所有拥堵路段的单位长度出行时间:将步骤2计算得到的对应拥堵路段的单位长度出行时间的计算值与M相加后的值作为该拥堵路段修正后的单位长度出行时间,M=1000,由此降低拥堵路段被选择进入替代公交线路的概率;Step 3.2.3: Correct the travel time per unit length of all congested road sections contained in the alternative bus lines in the alternative road network: add the calculated value of the travel time per unit length of the corresponding congested road section calculated in step 2 to M As the corrected travel time per unit length of the congested road section, M=1000, thereby reducing the probability that the congested road section is selected to enter an alternative bus route;

步骤3.3:针对原始公交线路的起讫点,在备选路网上选取所有备选公交线路,计算原始公交线路的出行时间和每条备选公交线路的出行时间,原始公交线路的出行时间等于原始公交线路包含的所有路段的出行时间之和,每条备选公交线路的出行时间等于每条备选公交线路包含的所有路段的出行时间之和,每条路段的出行时间等于该条路段的单位长度出行时间乘以该条路段的长度;将备选路网中所有备选公交线路按照出行时间从小到大进行排序,依次记为第1条备选公交线路、第2条备选公交线路、第3条备选公交线路、……,第G条备选公交线路,其中G为备选公交线路的总数量;Step 3.3: For the starting and ending points of the original bus line, select all the alternative bus lines on the alternative road network, calculate the travel time of the original bus line and each alternative bus line, the travel time of the original bus line is equal to the original bus line The sum of the travel time of all road segments included in the line, the travel time of each alternative bus line is equal to the sum of the travel time of all road segments contained in each alternative bus line, and the travel time of each road segment is equal to the unit length of the road segment Multiply the travel time by the length of the road section; sort all the alternative bus lines in the alternative road network according to the travel time from small to large, and record them as the first alternative bus line, the second alternative bus line, and the second alternative bus line. 3 alternative bus lines, ..., the Gth alternative bus line, where G is the total number of alternative bus lines;

步骤3.4:将排序后的备选路网中的备选公交线路依次与原始公交线路进行比较,确定有效替代公交线路,具体过程为:Step 3.4: Compare the alternative bus lines in the sorted alternative road network with the original bus lines in turn to determine effective alternative bus lines. The specific process is as follows:

步骤3.4.1:针对每个起讫点对,从第1条备选公交线路开始,依次将备选公交线路的出行时间与原始公交线路的出行时间进行比较,如果该条备选公交线路的出行时间小于原始公交线路的出行时间且当前备选公交线路排序数小于J,则进行后一条备选公交线路的出行时间与原始公交线路的出行时间的对比操作,依此类推;当第K条备选公交线路的出行时间大于原始公交线路的出行时间或者第K条备选公交线路的排序数等于J时停止,则停止比较,将第K条备选公交线路之前的K-1条备选公交线路作为有效替代公交线路网络;其中1≤K≤G,J为大于等于3且小于等于7的常数;Step 3.4.1: For each origin-destination point pair, starting from the first alternative bus line, compare the travel time of the alternative bus line with the travel time of the original bus line in turn, if the travel time of the alternative bus line Time is less than the travel time of the original bus line and the current number of candidate bus lines is less than J, then compare the travel time of the latter alternative bus line with the travel time of the original bus line, and so on; Stop when the travel time of the selected bus line is greater than the travel time of the original bus line or the sorting number of the K-th alternative bus line is equal to J, then stop the comparison, and compare the K-1 alternative bus lines before the K-th alternative bus line The line serves as an effective alternative bus line network; where 1≤K≤G, J is a constant greater than or equal to 3 and less than or equal to 7;

步骤3.5:由于公交线路的优化目标并不是为了寻找最短路径,而是兼顾多数乘客出行方便进行布设,因此原始公交线路往往不是起讫点间最短路径,而是综合考虑站点服务覆盖范围和线路服务质量的折中选择;为了与原始公交线路保持一致的走向,通过采用灰色关联分析法,将有效替代公交线路网络中每条有效替代公交线路与原始公交线路分别进行关联分析,择取具有最优关联度的有效替代公交线路作为弹性公交线路,具体步骤如下所述;Step 3.5: Since the optimization goal of bus lines is not to find the shortest route, but to take into account the convenience of the majority of passengers, the original bus line is often not the shortest route between the origin and destination, but comprehensively considers the station service coverage and line service quality In order to maintain the same direction as the original bus line, by using the gray correlation analysis method, each effective alternative bus line in the effective alternative bus line network is associated with the original bus line, and the optimal correlation is selected. To effectively replace the bus line as a flexible bus line, the specific steps are as follows;

步骤3.5.1:针对原始公交线路的原始站点s,s=1,2,3,…,n,其中,n为原始公交线路的站点总数,原始公交线路的原始站点s在有效替代公交线路中都具有对应的变迁站点,通过比较以下三种变迁方案额外产生的乘客走行时间,将最小额外乘客走行时间对应的站点作为最优变迁站点:Step 3.5.1: For the original site s of the original bus line, s=1,2,3,...,n, where n is the total number of sites on the original bus line, and the original site s of the original bus line is in the effective alternative bus line All have corresponding transition stations. By comparing the additional travel time of passengers generated by the following three transition schemes, the station corresponding to the minimum additional passenger travel time is taken as the optimal transition station:

(1)有效替代公交线路上离原始公交线路相应站点走行时间最少的公交站点,(2)有效替代公交线路上离原始公交线路相应站点走行时间最少的交叉口,(3)即属于原始公交线路又属于绕行线路的走行时间最少的公交站点;(1) Effectively replace the bus stop on the bus line with the least walking time from the corresponding stop on the original bus line; (2) Effectively replace the intersection on the bus line with the least walking time from the corresponding stop on the original bus line; (3) belongs to the original bus line It also belongs to the bus stop with the least travel time of the detour route;

步骤3.5.2:从Shapefile矢量文件中输出原始公交线路的原始站点s到第i条有效替代公交线路的变迁站点的最短走行时长,其中i=1,2,…,K-1,将其和该站点平均上下车乘客数相乘得到比较数列Di,s,Di,s={D1,s,D2,s,…,DK,s},该站点平均上下车乘客数从公交营运公司的数据库中获取,针对原始公交线路的原始站点s对应的Di,s采用下式归一化:Step 3.5.2: From the Shapefile vector file, output the shortest travel time from the original station s of the original bus line to the change station of the ith effective alternative bus line, where i=1,2,...,K-1, and The average number of passengers getting on and off at this station is multiplied to obtain a comparison series D i,s , D i,s = {D 1,s ,D 2,s ,…,D K,s }, the average number of passengers getting on and off at this station is obtained from the bus Obtained from the database of the operating company, the D i, s corresponding to the original station s of the original bus line is normalized by the following formula:

其中,Δ为所有有效替代公交线路的比较数列中的最小值,为所有有效替代公交线路的比较数列中的最大值,得出第i条有效替代公交线路第s个站点对应关联系数ξi,s如下式:Among them, Δ is the minimum value in the comparison series of all effective alternative bus lines, is the maximum value in the comparison series of all effective alternative bus lines, and the correlation coefficient ξi ,s corresponding to the s-th station of the i-th effective alternative bus line is obtained as follows:

其中,m是分辨系数,为0~1之间的常数;Among them, m is the resolution coefficient, which is a constant between 0 and 1;

步骤3.5.3:将第i条有效替代公交线路的关联度记为ri,i=1,2,…,K-1,ri求解公式如下:Step 3.5.3: Record the correlation degree of the i-th effective alternative bus line as r i , i=1,2,...,K-1, and the solution formula for r i is as follows:

步骤3.5.4:选取有效替代公交线路网络中ri最大的那条有效替代公交线路作为要采用的弹性公交线路;Step 3.5.4: Select the effective alternative bus line with the largest r i in the effective alternative bus line network as the elastic bus line to be adopted;

步骤4:在弹性公交线路确定好后,通过智能公交系统通过公交车司机按照弹性公交线路运行,并在弹性公交线路不再经过的原始公交线路站点位置,提前一个发车间隔时间由电子显示标志发布公交线路站点变更通知。Step 4: After the flexible bus route is determined, the bus driver will run according to the flexible bus route through the intelligent bus system, and at the position of the original bus route stop where the flexible bus route no longer passes, the departure interval will be released by the electronic display sign in advance Notification of bus line stop change.

本发明中,动态交通分配能拟合路网交通流量的实时波动规律,则可以指导日常实时交通管理包括基于智能交通诱导系统的拥堵控制。动态交通分配关注的重点在于结果真实性与求解效率,因为它直接用于指导实时的交通管理,错误的信息和超时的运算都是没有应用市场的。从交通流加载这个核心环节角度来理解主要有两个分支——连续和离散型动态交通分配。前者多数基于控制论的思想建立变分不等式或者不动点方程,求解时仍需要离散化时间以获取状态变量,但是控制参数的确定问题悬而未解,不能总是保证解的收敛性,因此即使在几条路段的组合路网方面也较少看到应用。后者可以说是一个拟动态分配,但并非静态交通分配流量在时间维度上的简单叠加,它实际上也考虑了时间和空间上流量的相互影响,只是增加了时间单位的离散划分以便于变量间的实际关系表达,可以把流量加载时遇到的先到先出规则、能力约束、溢流等问题呈现地更清晰,解决起来更能有的放矢,因此很多动态交通分配软件都是基于离散型分支而开发,普遍兴起于高校与研究院,VISTA就是其中的一款。该软件的求解过程实质是逐步平均迭代(MSA)方法搜索最短出行路径和路段元胞传输模型(LTM)仿真器仿真实际道路流量运行状态不断迭代的过程,过程如图2所示,即针对MSA方法得到的各条路径分流比例,采用LTM仿真器仿真实际道路流量运行状态,继而根据当前仿真得到的道路流量采用MSA方法优化路径分流比例,如此往复直到最终动态交通流量变化满足要求为止(流量差小于决策者给定的ε),输出上述公式所要求的动态交通流量。In the present invention, the dynamic traffic allocation can fit the real-time fluctuation law of the road network traffic flow, and can guide the daily real-time traffic management including the congestion control based on the intelligent traffic guidance system. The focus of dynamic traffic allocation is on the authenticity of results and solution efficiency, because it is directly used to guide real-time traffic management, and there is no application market for wrong information and overtime calculations. From the perspective of the core link of traffic flow loading, there are two main branches—continuous and discrete dynamic traffic allocation. Most of the former set up variational inequalities or fixed-point equations based on cybernetics ideas, and discretization time is still needed to obtain state variables when solving, but the problem of determining the control parameters is still unsolved, and the convergence of the solution cannot always be guaranteed. Therefore, Even in the combined road network of several road sections, there are few applications. The latter can be said to be a quasi-dynamic allocation, but it is not a simple superposition of static traffic allocation flow in the time dimension. It actually also considers the interaction of time and space flow, and only increases the discrete division of time units to facilitate variables. The expression of the actual relationship between them can present the first-come-first-out rules, capacity constraints, overflow and other problems encountered in traffic loading more clearly, and can be solved more targetedly. Therefore, many dynamic traffic allocation software are based on discrete branches. And the development generally rises in universities and research institutes, and VISTA is one of them. The essence of the solution process of the software is the stepwise average iterative (MSA) method to search for the shortest travel path and the link cell transfer model (LTM) simulator to simulate the actual road flow operation status of the continuous iterative process. The process is shown in Figure 2, that is, for MSA The diversion ratio of each path obtained by the method is used to simulate the actual road flow operating state with the LTM simulator, and then the MSA method is used to optimize the diversion ratio of the path according to the current simulated road flow, and so on until the final dynamic traffic flow changes meet the requirements (the flow difference is less than ε given by the decision maker, output the dynamic traffic flow required by the above formula.

本实施例的备选路网道路交通流量来自现状调查,因此备选路网上的时变交通占有量在各个时段都相同。采用图3所示的道路线圈检测器进行当前时间开始过去15分钟内通过各条路段的交通流量:针对备选路网上的任意路段a,其上游的检测线圈或视频检测器对通过的车辆进行检测计数,得到当前时间开始过去15分钟内累计进入路段a的车辆数,最终车流量经单位时间转化后为xa;假设最终获得的未来任意时段的动态交通车流量值如下表格所示,其中,列是路段编号,来自于图5;为了用于后续公式(2)中的Akcelik路阻函数,车流量单位已经转化为车/小时。The road traffic flow of the candidate road network in this embodiment comes from the current situation survey, so the time-varying traffic occupancy on the candidate road network is the same at each time period. The road coil detector shown in Figure 3 is used to measure the traffic flow of each road segment in the past 15 minutes from the current time: for any road segment a on the alternative road network, its upstream detection coil or video detector detects the passing vehicles Detect and count to obtain the number of vehicles that have entered the road section a in the past 15 minutes since the current time, and the final traffic flow is transformed into x a after unit time; assuming that the final dynamic traffic flow value of any time period in the future is as shown in the following table, where , the column is the road section number, from Figure 5; in order to be used in the Akcelik road resistance function in the subsequent formula (2), the unit of traffic flow has been converted to vehicle/hour.

路段road section 11 22 33 44 55 66 77 88 车流量traffic flow 532532 463463 478478 696696 15821582 657657 544544 735735 路段road section 99 1010 1111 1212 1313 1414 1515 1616 车流量traffic flow 668668 306306 387387 14341434 564564 679679 688688 644644 路段road section 1717 1818 1919 2020 21twenty one 22twenty two 23twenty three 24twenty four 车流量traffic flow 337337 750750 794794 651651 14021402 583583 429429 441441 路段road section 2525 2626 2727 2828 2929 3030 3131 3232 车流量traffic flow 675675 532532 435435 431431 664664 739739 323323 399399

根据得到的每条路段的绿信比、通行能力,结合上述路段车流量,使用Akcelik路阻函数公式得到各个时段各条路段的单位里程出行时间,与真实路段长度相乘后,出行时间结果(单位是秒)如下表所示。According to the obtained green signal ratio and traffic capacity of each road section, combined with the traffic flow of the above road section, the Akcelik road resistance function formula is used to obtain the unit mileage travel time of each road section in each time period, and after multiplying by the actual road section length, the travel time result ( The unit is seconds) as shown in the table below.

路段road section 11 22 33 44 55 66 77 88 出行时间travel time 118118 113113 151151 154154 453453 9393 123123 119119 路段road section 99 1010 1111 1212 1313 1414 1515 1616 出行时间travel time 470470 139139 145145 371371 150150 102102 142142 273273 路段road section 1717 1818 1919 2020 21twenty one 22twenty two 23twenty three 24twenty four 出行时间travel time 140140 275275 9191 301301 441441 8686 124124 170170 路段road section 2525 2626 2727 2828 2929 3030 3131 3232 出行时间travel time 109109 133133 9797 150150 100100 301301 125125 144144

本实施例中,采用图4所示的宁波市某公交线路367作为案例。接近起始位置和接近终点位置的部分线路不做线路变更优化,原因有三:(1)这些路段高峰时段拥堵较少出现,相应的公交早到或迟到站点的现象不多,保证了较高的公交准点率和顾客服务水平;(2)周边近距离处难以找到替代路径。此处仅对通过江东区核心位置的部分线路进行高峰时段线路绕行,待调整的部分公交线路用粗线条标出如图5所示。图5没有涂色的路网可作备选路网,它在公交线路周边800米(v=800米)范围内,路段旁用数字标示了路段编号,公交站点及其名称也在原始线路上给出了标注。将ρ取作100秒/公里,以每条备选公交线路的路段单位里程出行时间来计,拥堵的路段其编号有:5,9,12,16,18,20,21,30。In this embodiment, a certain bus line 367 in Ningbo City shown in FIG. 4 is used as an example. Some lines close to the starting position and the end position are not optimized for line changes. There are three reasons: (1) There is less congestion in these road sections during peak hours, and the corresponding buses arrive early or late at the station. Bus punctuality rate and customer service level; (2) It is difficult to find alternative routes in the short distance around. Here, only some lines that pass through the core of Jiangdong District are detoured during peak hours, and some bus lines to be adjusted are marked with thick lines, as shown in Figure 5. The road network without coloring in Figure 5 can be used as an alternative road network. It is within 800 meters (v=800 meters) around the bus line. The number of the road section is marked with numbers beside the road section. The bus stop and its name are also on the original line Labels are given. Taking ρ as 100 seconds/km, it is calculated by the unit mileage travel time of each alternative bus line. The numbers of the congested road sections are: 5, 9, 12, 16, 18, 20, 21, 30.

在步骤3.4中,此处的K取作4,最终生成的3条最短路径如下表所示;由于各个时段出行时长相等,所以没有分时段表示。In step 3.4, K here is taken as 4, and the three shortest paths finally generated are shown in the following table; since the travel time of each time period is equal, there is no time-period representation.

公交线路bus routes 路段编号section number 出行时间(秒)Travel time (seconds) 11 1,2,6,13,17,14,11,15,22,27,28,29,31,321,2,6,13,17,14,11,15,22,27,28,29,31,32 485485 22 1,2,3,7,11,15,22,27,28,29,31,321,2,3,7,11,15,22,27,28,29,31,32 519519 33 1,2,6,10,11,15,22,27,28,29,31,321,2,6,10,11,15,22,27,28,29,31,32 526526

本实施例中,几种类型的原始公交线路对应的公交站点迁移效果如图6所示,第一幅子图对应最近交叉口作为临时公交站点的类型,第二幅子图对应其他线路公交站点作为临时公交站点的类型,第三幅子图对应原始公交线路上相邻公交站点作为临时公交站点的类型。取分辨系数m=0.5,得各条备选替代公交线路上站点的关联系数如下表所示。In this embodiment, the migration effects of bus stops corresponding to several types of original bus lines are shown in Figure 6. The first sub-graph corresponds to the nearest intersection as the type of temporary bus stop, and the second sub-graph corresponds to bus stops on other lines As the type of temporary bus stops, the third sub-graph corresponds to the type of adjacent bus stops on the original bus line as temporary bus stops. Taking the resolution coefficient m=0.5, the correlation coefficients of the stations on each alternative bus line are shown in the table below.

受影响站点Affected site 东海花园East China Sea Garden 锦怨小区Jinyuan District 锦苑东巷Jinyuan East Lane 锦苑西巷Jinyuan West Lane 惊驾路startled road 甬港新村Yonggang New Village 线路1line 1 0.590.59 11 11 11 0.690.69 0.610.61 线路2line 2 0.330.33 0.370.37 0.330.33 0.450.45 0.380.38 0.610.61 线路3line 3 0.590.59 0.710.71 0.450.45 0.450.45 0.380.38 0.610.61

各条备选替代公交线路的关联系数平均值如下表所示:The average correlation coefficient of each alternative alternative bus line is shown in the table below:

线路line 11 22 33 关联系数平均值average correlation coefficient 0.820.82 0.410.41 0.530.53

从以上关联度中选取最关联的线路1作为当时发车的线路,走行路径和站点布设如图7所示。以惊驾路原公交站点为例,改线时发布内容如图8所示。信息一般有三句话组成,分别表达播报线路的走行情况、站点迁移情况、到达时间预测;其中,根据公交系统是否有智能预测技术,选择是否显示第三句内容。Select the most relevant route 1 from the above correlation degrees as the departure route at that time, and the travel route and station layout are shown in Figure 7. Taking the original bus stop on Jingjia Road as an example, the published content when the route is changed is shown in Figure 8. The information generally consists of three sentences, respectively expressing the travel situation of the broadcast line, the station migration situation, and the arrival time prediction; among them, according to whether the bus system has intelligent prediction technology, choose whether to display the content of the third sentence.

Claims (2)

1.一种规避拥堵路段的弹性公交线路设计方法,其特征在于包括如下步骤:1. A method for designing flexible public transport routes for avoiding congested road sections, is characterized in that comprising the steps: 步骤1:通过OpenStreetMap开源网站下载城市拓扑路网的Shapefile矢量文件;通过视频检测器获取城市各个路段的当前交通流量,路段的当前交通流量指该路段从当前时间开始过去15分钟内的交通流量;从城市规划局获取城市的动态交通需求;将Shapefile矢量文件、各路段的当前交通流量和动态交通需求输入VISTA软件中,运行VISTA软件得到各个路段的未来动态交通分配流量,如公式(1)所示:Step 1: Download the Shapefile vector file of the urban topological road network through the OpenStreetMap open source website; obtain the current traffic flow of each road section in the city through the video detector, and the current traffic flow of the road section refers to the traffic flow of the road section in the past 15 minutes from the current time; Obtain the city's dynamic traffic demand from the Urban Planning Bureau; input the Shapefile vector file, the current traffic flow and dynamic traffic demand of each road section into the VISTA software, and run the VISTA software to obtain the future dynamic traffic distribution flow of each road section, as shown in formula (1). Show: 公式(1)中,将当前时间开始未来每15分钟作为一个时段,ya,t为路段a从当前时间开始未来第1个时段至第t个时段内的动态交通分配流量,xa为路段a的当前交通流量,qω,τ表示未来第τ个时段从起讫点对ω产生的动态交通需求;是组成交通分配矩阵的元素,表示未来第τ个时段从起讫点对ω出发的需求中在未来第t个时段到达路段a的数量,交通分配矩阵表示某个时段路段交通流量来自特定时段起讫点对交通流量的对应矩阵,由VISTA软件运行得到;W表示起讫点对集合,W从城市的动态交通需求中获取;In the formula (1), every 15 minutes starting from the current time is regarded as a time period, y a,t is the dynamic traffic allocation flow of road section a from the current time to the t time period in the future, and x a is the road section The current traffic flow of a, q ω, τ represents the dynamic traffic demand for ω generated from the start and end points in the τth time period in the future; is the element of the traffic distribution matrix, which represents the number of the demand for ω from the starting point to ω in the τth time period in the future. The corresponding matrix of traffic flow is obtained by running the VISTA software; W represents the set of origin-destination pairs, and W is obtained from the dynamic traffic demand of the city; 步骤2:从城市交通委获取各路段的自由流出行时间、理论通行能力和交叉口信号灯绿信比,计算未来各个时段车辆在各个路段上运行的单位长度出行时间,计算公式如公式(2)所示:Step 2: Obtain the free flow travel time, theoretical traffic capacity and green signal ratio of intersection signal lights from the Urban Transportation Commission, and calculate the travel time per unit length of vehicles running on each road segment at each time period in the future. The calculation formula is as in formula (2) Shown: 公式(2)中,Ta,t为未来第t个时段内路段a上车辆的单位长度出行时间,单位是秒/公里;ua为路段a上的自由流出行时间,单位是秒/公里;j是延误参数,j=p×k,p为延误致因元素的密集度,p在Shapefile矢量文件中获取,k表示车辆到达和服务过程的随机性水平,在非信号交叉口k取值为1,在信号交叉口k取值为0.5;δ为流量分析时间长度,为1小时;为第t个时段路段a上的车流服务水平, Qa是路段a的理论通行能力,以车/小时为单位;λa是路段a的绿信比;ya,t的单位为车/小时; In the formula (2), T a,t is the travel time per unit length of the vehicle on the road section a in the future t-th time period, the unit is second/km; u a is the free flow travel time on the road section a, the unit is second/km ; j is the delay parameter, j=p×k, p is the density of delay-causing elements, p is obtained from the Shapefile vector file, k represents the randomness level of vehicle arrival and service process, and the value of k is taken at non-signalized intersections is 1, and the value of k at signalized intersections is 0.5; δ is the flow analysis time length, which is 1 hour; is the traffic service level of road segment a in the tth time period, Q a is the theoretical traffic capacity of road section a, in car/hour; λ a is the green signal ratio of road section a; the unit of y a,t is car/hour; 步骤3:循环所有原始公交起讫点对,根据步骤2得到的未来各个时段车辆在各个路段上运行的单位长度出行时间,为所有原始公交线路构建替代公交线路,具体过程如下所述:Step 3: Loop all original bus start-destination pairs, and construct alternative bus lines for all original bus lines according to the travel time per unit length of vehicles running on each road segment in each time period in the future obtained in step 2. The specific process is as follows: 步骤3.1:以原始公交线路为基线,选取该原始公交线路两侧垂直距离为v米的区域范围内囊括的道路网络作为备选公交线路的基础网络,将备选公交线路的基础网络称为备选路网,500≤v≤1000;Step 3.1: Take the original bus line as the baseline, select the road network included in the area with a vertical distance of v meters on both sides of the original bus line as the basic network of the alternative bus line, and call the basic network of the alternative bus line the backup Route selection network, 500≤v≤1000; 步骤3.2:依照拥堵路段惩罚原则修正备选路网中各条备选公交线路含有的所有拥堵路段的单位长度出行时间,具体过程为:Step 3.2: Correct the travel time per unit length of all congested road sections contained in each alternative bus route in the alternative road network according to the principle of penalty for congested road sections. The specific process is as follows: 步骤3.2.1:将拥堵系数记为ρ,ρ为常数且100秒/公里≤ρ≤200秒/公里,如果某一路段的出行时间大于ρ,就判断该条路段为拥堵路段,否则为非拥堵路段;Step 3.2.1: Record the congestion coefficient as ρ, ρ is a constant and 100 seconds/km ≤ ρ ≤ 200 seconds/km, if the travel time of a certain road section is greater than ρ, it is judged that the road section is a congested road section, otherwise it is not Congested road section; 步骤3.2.2:将原始公交线路中含有的所有非拥堵路段的单位长度出行时间设为0;Step 3.2.2: Set the travel time per unit length of all non-congested sections contained in the original bus line to 0; 步骤3.2.3:修正备选路网中备选公交线路含有的所有拥堵路段的单位长度出行时间:将步骤2计算得到的对应拥堵路段的单位长度出行时间的计算值与M相加后的值作为该拥堵路段修正后的单位长度出行时间,M=1000;Step 3.2.3: Correct the travel time per unit length of all congested road sections contained in the alternative bus lines in the alternative road network: add the calculated value of the travel time per unit length of the corresponding congested road section calculated in step 2 to M As the travel time per unit length after correction of the congested section, M=1000; 步骤3.3:针对原始公交线路的起讫点,在备选路网上选取所有备选公交线路,计算原始公交线路的出行时间和每条备选公交线路的出行时间,原始公交线路的出行时间等于原始公交线路包含的所有路段的出行时间之和,每条备选公交线路的出行时间等于每条备选公交线路包含的所有路段的出行时间之和,每条路段的出行时间等于该条路段的单位长度出行时间乘以该条路段的长度;将备选路网中所有备选公交线路按照出行时间从小到大进行排序,依次记为第1条备选公交线路、第2条备选公交线路、第3条备选公交线路、……,第G条备选公交线路,其中G为备选公交线路的总数量;Step 3.3: For the starting and ending points of the original bus line, select all the alternative bus lines on the alternative road network, calculate the travel time of the original bus line and each alternative bus line, the travel time of the original bus line is equal to the original bus line The sum of the travel time of all road segments included in the line, the travel time of each alternative bus line is equal to the sum of the travel time of all road segments contained in each alternative bus line, and the travel time of each road segment is equal to the unit length of the road segment Multiply the travel time by the length of the road section; sort all the alternative bus lines in the alternative road network according to the travel time from small to large, and record them as the first alternative bus line, the second alternative bus line, and the second alternative bus line. 3 alternative bus lines, ..., the Gth alternative bus line, where G is the total number of alternative bus lines; 步骤3.4:将排序后的备选路网中的备选公交线路依次与原始公交线路进行比较,确定有效替代公交线路,具体过程为:Step 3.4: Compare the alternative bus lines in the sorted alternative road network with the original bus lines in turn to determine effective alternative bus lines. The specific process is as follows: 步骤3.4.1:针对每个起讫点对,从第1条备选公交线路开始,依次将备选公交线路的出行时间与原始公交线路的出行时间进行比较,如果该条备选公交线路的出行时间小于原始公交线路的出行时间且当前备选公交线路排序数小于J,则进行后一条备选公交 线路的出行时间与原始公交线路的出行时间的对比操作,依此类推;当第K条备选公交线路的出行时间大于原始公交线路的出行时间或者第K条备选公交线路的排序数等于J时停止,则停止比较,将第K条备选公交线路之前的K-1条备选公交线路作为有效替代公交线路网络;其中1≤K≤G,J为大于等于3且小于等于7的常数;Step 3.4.1: For each origin-destination point pair, starting from the first alternative bus line, compare the travel time of the alternative bus line with the travel time of the original bus line in turn, if the travel time of the alternative bus line Time is less than the travel time of the original bus line and the current number of candidate bus lines is less than J, then compare the travel time of the latter alternative bus line with the travel time of the original bus line, and so on; Stop when the travel time of the selected bus line is greater than the travel time of the original bus line or the sorting number of the K-th alternative bus line is equal to J, then stop the comparison, and compare the K-1 alternative bus lines before the K-th alternative bus line The line serves as an effective alternative bus line network; where 1≤K≤G, J is a constant greater than or equal to 3 and less than or equal to 7; 步骤3.5:将有效替代公交线路网络中每条有效替代公交线路与原始公交线路分别进行关联分析,择取具有最优关联度的有效替代公交线路作为弹性公交线路,具体步骤如下所述;Step 3.5: Perform correlation analysis on each effective alternative bus line in the effective alternative bus line network and the original bus line, and select the effective alternative bus line with the optimal correlation degree as the elastic bus line. The specific steps are as follows; 步骤3.5.1:针对原始公交线路的原始站点s,s=1,2,3,…,n,其中,n为原始公交线路的站点总数,原始公交线路的原始站点s在有效替代公交线路中都具有对应的变迁站点,通过比较以下三种变迁方案额外产生的乘客走行时间,将最小额外乘客走行时间对应的站点作为最优变迁站点:Step 3.5.1: For the original site s of the original bus line, s=1,2,3,...,n, where n is the total number of sites on the original bus line, and the original site s of the original bus line is in the effective alternative bus line All have corresponding transition stations. By comparing the additional travel time of passengers generated by the following three transition schemes, the station corresponding to the minimum additional passenger travel time is taken as the optimal transition station: (1)有效替代公交线路上离原始公交线路相应站点走行时间最少的公交站点,(2)有效替代公交线路上离原始公交线路相应站点走行时间最少的交叉口,(3)既属于原始公交线路又属于绕行线路的走行时间最少的公交站点;(1) effectively replace the bus stop on the bus line with the least walking time from the corresponding stop on the original bus line, (2) effectively replace the intersection on the bus line with the least walking time from the corresponding stop on the original bus line, (3) belong to the original bus line It also belongs to the bus stop with the least travel time of the detour route; 步骤3.5.2:从Shapefile矢量文件中输出原始公交线路的原始站点s到第i条有效替代公交线路的变迁站点的最短走行时长,其中i=1,2,…,K-1,将其和该站点平均上下车乘客数相乘得到比较数列Di,s,Di,s={D1,s,D2,s,…,DK,s},该站点平均上下车乘客数从公交营运公司的数据库中获取,针对原始公交线路的原始站点s对应的Di,s采用下式归一化:Step 3.5.2: From the Shapefile vector file, output the shortest travel time from the original station s of the original bus line to the change station of the ith effective alternative bus line, where i=1,2,...,K-1, and The average number of passengers getting on and off at this station is multiplied to obtain a comparison series D i,s , D i,s = {D 1,s ,D 2,s ,…,D K,s }, the average number of passengers getting on and off at this station is obtained from the bus Obtained from the database of the operating company, the D i, s corresponding to the original station s of the original bus line is normalized by the following formula: 其中,Δ为所有有效替代公交线路的比较数列中的最小值,为所有有效替代公交线路的比较数列中的最大值,得出第i条有效替代公交线路第s个站点对应关联系数ξi,s如下式:Among them, Δ is the minimum value in the comparison series of all effective alternative bus lines, is the maximum value in the comparison series of all effective alternative bus lines, and the correlation coefficient ξi ,s corresponding to the s-th station of the i-th effective alternative bus line is obtained as follows: 其中,m是分辨系数,为0~1之间的常数;Among them, m is the resolution coefficient, which is a constant between 0 and 1; 步骤3.5.3:将第i条有效替代公交线路的关联度记为ri,i=1,2,…,K-1,ri求解公式如下:Step 3.5.3: Record the correlation degree of the i-th effective alternative bus line as r i , i=1,2,...,K-1, and the solution formula for r i is as follows: 步骤3.5.4:选取有效替代公交线路网络中ri最大的那条有效替代公交线路作为要采用的弹性公交线路。Step 3.5.4: Select the effective alternative bus line with the largest r i in the effective alternative bus line network as the elastic bus line to be adopted. 2.根据权利要求1所述的一种规避拥堵路段的弹性公交线路设计方法,其特征在于在弹性公交线路确定好后,通过智能公交系统通过公交车司机按照弹性公交线路运行,并在弹性公交线路不再经过的原始公交线路站点位置,提前一个发车间隔时间由电子显示标志发布公交线路站点变更通知。2. a kind of flexible bus line design method for avoiding congested sections according to claim 1 is characterized in that after the elastic bus line is determined, the bus driver operates according to the elastic bus line by the intelligent public transport system, and the flexible bus line For the location of the original bus line stop where the line no longer passes, the change notice of the bus line stop will be issued by the electronic display sign one time in advance of the departure interval.
CN201410723005.7A 2014-12-03 2014-12-03 A Design Method for Elastic Bus Routes Avoiding Congested Sections Active CN104484514B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201410723005.7A CN104484514B (en) 2014-12-03 2014-12-03 A Design Method for Elastic Bus Routes Avoiding Congested Sections

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201410723005.7A CN104484514B (en) 2014-12-03 2014-12-03 A Design Method for Elastic Bus Routes Avoiding Congested Sections

Publications (2)

Publication Number Publication Date
CN104484514A CN104484514A (en) 2015-04-01
CN104484514B true CN104484514B (en) 2017-06-27

Family

ID=52759055

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201410723005.7A Active CN104484514B (en) 2014-12-03 2014-12-03 A Design Method for Elastic Bus Routes Avoiding Congested Sections

Country Status (1)

Country Link
CN (1) CN104484514B (en)

Families Citing this family (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN105159907B (en) * 2015-06-18 2019-05-24 百度在线网络技术(北京)有限公司 The transmission method and device of data
CN105280009B (en) * 2015-10-14 2017-10-24 合肥工业大学 A kind of bus changes its course the vehicle-mounted prompt system of information temporarily
CN107402934B (en) * 2016-05-20 2020-01-03 高德信息技术有限公司 Bus route recommendation method and device
CN107666656B (en) * 2016-07-29 2020-12-29 阿里巴巴(中国)有限公司 Method and device for determining change of driving route of public transport means
CN106991804B (en) * 2017-04-26 2020-09-22 长安大学 A method for constructing urban public transport conditions based on multi-line coupling
CN107421553A (en) * 2017-06-23 2017-12-01 深圳市盛路物联通讯技术有限公司 A kind of intelligent recommendation method and system of traffic path
CN108986460B (en) * 2018-07-11 2020-07-28 华南理工大学 Flexible bus stop dynamic classification method
JP7147489B2 (en) * 2018-11-06 2022-10-05 トヨタ自動車株式会社 Operation control device and operation control method
CN109781132B (en) * 2019-03-14 2020-12-01 北京百度网讯科技有限公司 Experience route replacing method and device, electronic equipment and storage medium
CN112581776B (en) * 2020-12-09 2022-07-05 中铁建网络信息科技有限公司 Intelligent traffic scheduling method and device and scheduling center
CN112466122B (en) * 2021-01-28 2021-06-15 深圳市城市交通规划设计研究中心股份有限公司 Method and device for generating alternative line set and planning line of public traffic line network
CN118629198B (en) * 2024-05-16 2024-11-19 盐城旷盈信息科技有限公司 Smart city data processing method and system based on digital twin

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101520946A (en) * 2008-02-29 2009-09-02 厦门雅迅网络股份有限公司 Method for planning dynamic lines of urban public transport
CN202534161U (en) * 2011-11-18 2012-11-14 厦门市鼎朔信息技术有限公司 System for optimizing bus route to solve traffic jam
CN103325257A (en) * 2013-07-16 2013-09-25 许若言 High-efficiency bus scheduling method and device

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20110301997A1 (en) * 2010-06-04 2011-12-08 Ecology & Environment, Inc. System and method for managing fleet vehicles or employee owned vehicles

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101520946A (en) * 2008-02-29 2009-09-02 厦门雅迅网络股份有限公司 Method for planning dynamic lines of urban public transport
CN202534161U (en) * 2011-11-18 2012-11-14 厦门市鼎朔信息技术有限公司 System for optimizing bus route to solve traffic jam
CN103325257A (en) * 2013-07-16 2013-09-25 许若言 High-efficiency bus scheduling method and device

Also Published As

Publication number Publication date
CN104484514A (en) 2015-04-01

Similar Documents

Publication Publication Date Title
CN104484514B (en) A Design Method for Elastic Bus Routes Avoiding Congested Sections
CN114463977A (en) Path planning method based on vehicle-road collaborative multi-source data fusion traffic flow prediction
CN112150207B (en) Online ride-hailing order demand prediction method based on spatiotemporal contextual attention network
CN105096643B (en) Real-time public transport arrival time Forecasting Methodology based on multi-line front truck service data
CN114117700B (en) Research method of urban public transportation network optimization based on complex network theory
Liu et al. Probability-based bridge network performance evaluation
Khoo et al. A bi-objective optimization approach for exclusive bus lane selection and scheduling design
CN102169524A (en) Staged multi-path model algorithm of urban rail transit network passenger flow distribution
CN112216130B (en) An emergency vehicle induction method in a vehicle-road coordination environment
CN109612488B (en) Big data micro-service-based mixed travel mode path planning system and method
CN103000027A (en) Intelligent traffic guidance method based on floating car under congestion condition
CN113763741B (en) A traffic guidance method for arterial highways in the environment of the Internet of Vehicles
He et al. Congestion avoidance routing based on large-scale social signals
CN105427001A (en) Optimal route of school bus of regional middle and primary school
CN105787586A (en) Bus line station optimal arrangement method maximizing space-time reachability
CN104616076A (en) Method and system for optimizing multi-line collaborative operation scheme of urban rail transit
CN103761589A (en) Distribution method for urban rail transit
CN104637328A (en) RSU (Roadside Unit)-based distributed real-time navigation method in vehicular ad hoc network
Kubíková et al. Microscopic simulation of optimal use of communication network
Wei et al. A Two‐Layer Network Dynamic Congestion Pricing Based on Macroscopic Fundamental Diagram
Tavassoli et al. Calibrating a transit assignment model using smart card data in a large-scale multi-modal transit network
CN103310120B (en) A kind of method determining section congestion-pricing rate based on level of service
Yao et al. Bibliometric analysis and systematic literature review of the traffic paradoxes (1968–2022)
Liu et al. Planning bike lanes with data: Ridership, congestion, and path selection
CN110674990B (en) Method and system for instant delivery route selection with sliding window update mechanism

Legal Events

Date Code Title Description
C06 Publication
PB01 Publication
C10 Entry into substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant