CN106530176B - Bus operation bottleneck diagnosis method - Google Patents

Bus operation bottleneck diagnosis method Download PDF

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CN106530176B
CN106530176B CN201610948332.1A CN201610948332A CN106530176B CN 106530176 B CN106530176 B CN 106530176B CN 201610948332 A CN201610948332 A CN 201610948332A CN 106530176 B CN106530176 B CN 106530176B
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王宝杰
王元庆
阮天承
胡晓健
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Jining Siyuan Business Service Co.,Ltd.
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Changan University
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Abstract

The invention discloses a bus operation bottleneck diagnosis method, which can comprehensively diagnose the operation bottleneck of a bus by utilizing real-time data such as the position, the running speed, the number of bus passengers and the like of the bus. Firstly, matching AVL positioning system information and IC card charging system information on line to obtain bus operation and passenger transportation information in real time; secondly, subjective factors such as bus operation benefits and bus trip efficiency are fused with objective bus operation factors to construct a bus operation comprehensive evaluation index; and finally, respectively realizing the diagnosis of the bus operation bottleneck from the bus stop and the bus line level. The method is objective and reliable, is simple and convenient to operate, can effectively diagnose the real-time bottleneck in the bus running process, and has good engineering practical value.

Description

Bus operation bottleneck diagnosis method
Technical Field
The invention relates to the technical field of urban public transportation management, in particular to a public transportation operation bottleneck diagnosis method.
Background
Urban public transport is an important component of urban infrastructure, and has great influence on the development of urban political economy, cultural education, scientific technology and the like. The method improves the public traffic service level and the travel attraction, is not only an effective measure for relieving urban traffic jam, but also an important means for improving urban living environment, improving the utilization rate of traffic resources, relieving traffic jam, reducing traffic pollution and saving land resources and energy, and has very important effects on enhancing urban functions, coordinating urban and rural development and promoting urban and rural joint prosperity.
Urban public transport is a huge urban transport system, and the operation condition of the urban public transport is influenced by various factors such as road facilities, weather conditions, road traffic flow, bus passenger flow and the like. The urban public transport manager is difficult to objectively and comprehensively and clearly master the real-time operation condition of the public transport and quickly find the operation bottleneck of the public transport. According to the method, dynamic public transportation information acquired by common public transportation equipment such as a public transportation vehicle-mounted AVL positioning system and an IC card public transportation charging system is utilized, background static information such as public transportation operation timetables and public transportation historical operation information is combined, and the comprehensive evaluation indexes of the public transportation operation state are respectively constructed from a site level, a line level and a line network level, so that the rapid diagnosis of the operation bottleneck of the urban public transportation can be realized.
Disclosure of Invention
The invention aims to overcome the defects and provide a method for diagnosing the operation bottleneck of the bus, which can diagnose the operation state of the bus in real time and assist management departments to quickly find the operation bottleneck of the bus and make relevant responses in time.
In order to achieve the above object, the present invention comprises the steps of:
acquiring dynamic data of bus position, bus running speed and bus passenger number, and static data of a bus operation schedule and bus historical operation information;
step two, determining real-time information of bus operation and passenger transportation according to the dynamic operation data collected in the step one;
thirdly, according to the real-time information of the bus operation and the passenger transportation determined in the second step, a bus operation state comprehensive evaluation index integrating bus operation benefits, bus passenger travel efficiency and bus objective operation factors is constructed;
step four, outputting a bus operation bottleneck at the bus stop level according to the dynamic operation data collected in the step one and the bus operation state comprehensive evaluation index constructed in the step three;
step five, outputting a bus operation bottleneck at the bus route level according to the dynamic operation data collected in the step one and the bus operation state comprehensive evaluation index constructed in the step three;
and step six, outputting the bus operation bottleneck at the bus net level according to the dynamic operation data collected in the step one, the comprehensive evaluation index of the bus operation state constructed in the step three, the bus operation bottleneck at the bus stop level output in the step four and the bus operation bottleneck at the bus line level output in the step five.
In the step one, the acquired dynamic bus data comprises the time T of the bus reaching key nodes of the road section in real timesecTime T of bus arriving at each bus stop in real timestopNumber of times of card swiping of bus on real time by IC card at each bus stopstop(ii) a The collected static data comprises the operation schedule specified time S of the bus reaching the key node of the road sectionsecThe operation schedule of the bus arriving at each bus stop is scheduled time SstopDeparture interval D specified by bus operation scheduleintThe historical average number of passengers on each bus stop of the bus Nstop。
The second step comprises the following steps:
firstly, determining bus running information;
returning the time T of the bus reaching each key node in real time by utilizing the bus-mounted AVL positioning system, the preset key node position of the road section and the preset bus stop point positionsecAnd the time T of the bus arriving at each bus stopstop；
Secondly, determining the transportation information of the passengers in the bus;
when the bus arrives at the station m, the accumulated number of the transported passengers of the bus is
Figure BDA0001141522230000021
Wherein, thetaiAnd (4) average IC card swiping and vehicle taking proportion of the history of the bus passengers at the station i.
The third step comprises the following steps:
firstly, constructing a comprehensive evaluation index of the bus running state at a station level;
Figure BDA0001141522230000031
wherein, Tsec(i +1, j) is the time when the i +1 th bus of the j line reaches the station S; t issec(i, j) is the arrival of the ith bus on the j lineThe time of site S; dint(i, j) is the departure interval of the ith +1 bus and the ith bus of the j line specified by the operation schedule; i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3;
secondly, constructing a comprehensive evaluation index of the bus running state at the line level;
Figure BDA0001141522230000032
Figure BDA0001141522230000033
wherein, Tsec,j(L, i) is the time when the ith bus of the j line reaches the key node L; ssec,j(L) the time of the bus on the j line to reach the key node L specified by the operation schedule, η the bus operation benefit;
Figure BDA0001141522230000034
the number of the passengers transported is the accumulated number of the passengers transported when the ith bus of the j line reaches the key node L;
Figure BDA0001141522230000035
accumulating the number of transport passengers for the history when the bus of the j line arrives at the key node L; m is the accumulated passing station number when the bus of the j line reaches the key node L; (ii) a i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3; k is 1,2,3.. m;
thirdly, constructing a comprehensive evaluation index of the bus running state on the line network level;
Figure BDA0001141522230000036
wherein, p is the total number of bus stops contained in the bus network; q (k) is the total number of bus lines contained in the bus stop k; t is the total number of key nodes of the road section contained in the public traffic network; and r (k) is the total number of bus lines contained in the bus stop k.
The fourth step comprises the following steps:
first, for a bus stop k on a bus line j 1,2,3.. d, if any
Figure BDA0001141522230000041
Figure BDA0001141522230000042
The bus line j has no operation bottleneck on the site level; wherein d is the total number of bus stops of the bus line j, omegaSIs the bus bottleneck judgment standard and omega of the station levelS∈[0,1]；
A second step, if any, of setting 1,2,3.. d for a bus stop k on a bus line j
Figure BDA0001141522230000043
k∈[1,d]Then the bus line j has an operation bottleneck, and the station bottleneck of the output bus line j is station k, k is the [1, d ]]。
The fifth step comprises the following steps:
the first step is that key nodes k on a section of a bus line j are 1,2,3
Figure BDA0001141522230000044
Figure BDA0001141522230000045
The bus line j has no operation bottleneck on the line level; wherein e is the total number of key nodes in the section of the bus line j, omegaLIs the bus bottleneck judgment standard and omega of the line levelL∈[0,1]；
The second step, for the key node k of the road section on the bus line j, 1,2,3
Figure BDA0001141522230000046
k∈[1,e]If so, the bus line j has an operation bottleneck at the line level, and the line bottleneck of the output bus line j is a key node k of the road section, wherein k is an element [1, d ]]。
The sixth step comprises the following steps:
first step, if HRI is presentN≤ΩNAnd TTRN≤Ω′NThe bus net does not have an operation bottleneck on the online net layer surface; wherein omegaNIs the bus bottleneck judgment standard of the line network level and omegaN∈[0,1]；
Second step, if HRI is presentN＞ΩNAnd TTRN＞Ω′NAnd if so, the bus network has an operation bottleneck on the network layer surface of the bus, and the step four and the step five are returned to find the specific bottleneck position.
Compared with the prior art, the method comprises the steps of firstly acquiring bus operation dynamic information and bus background static information, and matching the bus operation dynamic information and the bus background static information to obtain real-time information of bus operation and passenger transportation; then, by fusing bus operation benefits, bus travel efficiency and bus objective operation factors, bus operation comprehensive evaluation indexes are respectively constructed from the levels of stations, lines, line networks and the like; finally, comparing the bus bottleneck judgment standard, and outputting the bus operation bottleneck in real time; the invention only uses the AVL positioning system and the IC card charging system which are commonly matched with the bus as equipment support, and fully considers the multi-party requirements of bus operation benefit, bus trip efficiency, bus objective operation factors and the like; the invention can provide comprehensive and objective evaluation of the bus running state for the bus management department and provide information guidance for the bus manager to deal with various sudden bus running bottlenecks by diagnosing the bus running bottlenecks in real time.
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FIG. 1 is a flow chart of the present invention;
fig. 2 is a schematic diagram of an example of a public transportation network according to an embodiment of the present invention.
Detailed Description
The invention is further illustrated with reference to the following figures and examples.
Referring to fig. 1, the present invention comprises the steps of:
the method comprises the steps of firstly, acquiring dynamic data of bus positions, bus running speeds and bus passenger numbers, and static data of a bus operation schedule and bus historical operation information;
the acquired dynamic data of the bus comprises the time T of the bus to reach key nodes of the road section in real timesecTime T of bus arriving at each bus stop in real timestopNumber of times of card swiping of bus on real time by IC card at each bus stopstop(ii) a The collected static data comprises the operation schedule specified time S of the bus reaching the key node of the road sectionsecThe operation schedule of the bus arriving at each bus stop is scheduled time SstopDeparture interval D specified by bus operation scheduleintThe historical average number of passengers on each bus stop of the bus Nstop。
Secondly, determining bus running information;
returning the time T of the bus reaching each key node in real time by utilizing the bus-mounted AVL positioning system, the preset key node position of the road section and the preset bus stop point positionsecAnd the time T of the bus arriving at each bus stopstop；
Thirdly, determining the transportation information of the passengers in the bus;
when the bus arrives at the station m, the accumulated number of the transported passengers of the bus is
Figure BDA0001141522230000061
Wherein, thetaiAnd (4) average IC card swiping and vehicle taking proportion of the history of the bus passengers at the station i.
Fourthly, constructing a comprehensive evaluation index of the bus running state at the site level;
Figure BDA0001141522230000062
wherein, Tsec(i +1, j) is the time when the i +1 th bus of the j line reaches the station S; t issec(i, j) is the time when the ith bus on the j line reaches the stop S; dint(i, j) is the departure interval of the ith +1 bus and the ith bus of the j line specified by the operation schedule; i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3;
fifthly, constructing a comprehensive evaluation index of the bus running state at the line level;
Figure BDA0001141522230000063
Figure BDA0001141522230000064
wherein, Tsec,j(L, i) is the time when the ith bus of the j line reaches the key node L; ssec,j(L) the time of the bus on the j line to reach the key node L specified by the operation schedule, η the bus operation benefit;
Figure BDA0001141522230000065
the number of the passengers transported is the accumulated number of the passengers transported when the ith bus of the j line reaches the key node L;
Figure BDA0001141522230000066
accumulating the number of transport passengers for the history when the bus of the j line arrives at the key node L; m is the accumulated passing station number when the bus of the j line reaches the key node L; (ii) a i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3; k is 1,2,3.. m;
sixthly, constructing a comprehensive evaluation index of the bus running state on the line network level;
Figure BDA0001141522230000071
wherein, p is the total number of bus stops contained in the bus network; q (k) is the total number of bus lines contained in the bus stop k; t is the total number of key nodes of the road section contained in the public traffic network; and r (k) is the total number of bus lines contained in the bus stop k.
The seventh step, if the bus stop k on the bus line j exists, the bus stop k is 1,2,3
Figure BDA0001141522230000072
Figure BDA0001141522230000073
The bus line j has no operation bottleneck on the site level; wherein d is the total number of bus stops of the bus line j, omegaSIs the bus bottleneck judgment standard and omega of the station levelS∈[0,1]；
The eighth step, if the bus stop k on the bus line j is 1,2,3
Figure BDA0001141522230000074
k∈[1,d]Then the bus line j has an operation bottleneck, and the station bottleneck of the output bus line j is station k, k is the [1, d ]]。
The ninth step, if the key node k on the bus line j is 1,2,3
Figure BDA0001141522230000075
Figure BDA0001141522230000076
The bus line j has no operation bottleneck on the line level; wherein e is the total number of key nodes in the section of the bus line j, omegaLIs the bus bottleneck judgment standard and omega of the line levelL∈[0,1]；
The tenth step, aiming at key nodes k of the road sections on the bus line j, namely 1,2,3
Figure BDA0001141522230000077
k∈[1,e]If so, the bus line j has an operation bottleneck at the line level, and the line bottleneck of the output bus line j is a key node k of the road section, wherein k is an element [1, d ]]。
Eleventh step, if HRI is presentN≤ΩNAnd TTRN≤Ω′NThe bus net does not have an operation bottleneck on the online net layer surface; wherein omegaNIs the bus bottleneck judgment standard of the line network level and omegaN∈[0,1]；
Twelfth, if HRI is presentN＞ΩNAnd TTRN＞Ω′NIf the bus network runs on the network layerAnd (5) the bottleneck is searched for the specific bottleneck position by returning to the step four and the step five.
Referring to fig. 2, example:
the method comprises the steps of firstly, acquiring dynamic data of bus positions, bus running speeds and bus passenger numbers, and static data of a bus operation schedule and bus historical operation information.
In the step, the acquired dynamic bus data comprises the time T of the bus reaching the key node of the road section in real timesecTime T of bus arriving at each bus stop in real timestopNumber of times of card swiping of bus on real time by IC card at each bus stopstop(ii) a The collected static data comprises the operation schedule specified time S of the bus reaching the key node of the road sectionsecThe operation schedule of the bus arriving at each bus stop is scheduled time SstopDeparture interval D specified by bus operation scheduleintThe historical average number of passengers on each bus stop of the bus Nstop。
In this example, the time T of the bus reaching the key node of the road section in real timesecAnd the time T of the bus arriving at each bus stop in real timestopThe real-time bus running information is obtained through a bus-mounted AVL positioning system; IC card real-time getting-on and card-swiping times O of bus at each bus stopstopThe real-time operation information of the buses is obtained through a bus-mounted IC card charging system; operation schedule setting time S for bus to reach key node of road sectionsecThe operation schedule of the bus arriving at each bus stop is scheduled time SstopDeparture interval D specified by bus operation scheduleintThe static information of the bus background can be obtained by inquiring a bus operation schedule; historical average number of passengers on each bus stop for bus NstopAnd the static information of the bus background can be obtained by inquiring the historical operation data of the bus.
Step two, determining real-time information of bus operation and passenger transportation according to the dynamic operation data collected in the step one, wherein the specific method comprises the following steps:
step one, determining real-time information of bus operation;
returning the time T of the bus reaching each key node in real time by utilizing the bus-mounted AVL positioning system, the preset key node position of the road section and the preset bus stop point positionsecAnd the time T of the bus arriving at each bus stopstop。
In this example, a schematic diagram of an example of a bus network is shown in fig. 2, and a time T of a bus returning in real time when the bus arrives at a key node of each road sectionsecAnd the time T of the bus arriving at each bus stopsecAs shown in table 1.
TABLE 1 time of bus to reach each section of road key node and each bus stop
Figure BDA0001141522230000091
Figure BDA0001141522230000101
Second, determining real-time information of public transport passenger transportation
When the bus arrives at the station m, the accumulated number of the transported passengers of the bus is
Figure BDA0001141522230000102
Wherein, thetaiAnd (4) average IC card swiping and vehicle taking proportion of the history of the bus passengers at the station i.
In this example, the bus passenger information at each stop is shown in table 2.
TABLE 2 bus passenger real-time information at each stop
Figure BDA0001141522230000103
Figure BDA0001141522230000111
And step three, according to the real-time information of the bus operation and the passenger transportation determined in the step two, a comprehensive evaluation index of the bus operation state, which integrates the bus operation benefit, the bus passenger trip efficiency and the bus objective operation factors, is constructed.
Firstly, constructing a comprehensive evaluation index of the bus running state at a station level;
Figure BDA0001141522230000112
wherein, Tsec(i +1, j) is the time when the i +1 th bus of the j line reaches the station S; t issec(i, j) is the time when the ith bus on the j line reaches the stop S; dint(i, j) is the departure interval of the ith +1 bus and the ith bus of the j line specified by the operation schedule; i is a bus shift number and i is 1,2, 3.; j is the bus route number and j 1,2,3.
In this example, the bus operation comprehensive evaluation index at the station level is shown in table 3.
TABLE 3 station level comprehensive evaluation index for bus operation
Figure BDA0001141522230000121
Secondly, constructing a comprehensive evaluation index of the bus running state at the line level;
Figure BDA0001141522230000122
Figure BDA0001141522230000123
wherein, Tsec,j(L, i) is the time when the ith bus of the j line reaches the key node L; ssec,j(L) the time of the bus on the j line to reach the key node L specified by the operation schedule, η the bus operation benefit;
Figure BDA0001141522230000131
the number of the passengers transported is the accumulated number of the passengers transported when the ith bus of the j line reaches the key node L;
Figure BDA0001141522230000132
accumulating the number of transport passengers for the history when the bus of the j line arrives at the key node L; m is the accumulated passing station number when the bus of the j line reaches the key node L; (ii) a i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3; k is 1,2,3.
In this example, the bus operation comprehensive evaluation index at the line level is shown in table 4.
Table 4 bus running comprehensive evaluation index of line level
Figure BDA0001141522230000133
Thirdly, constructing a comprehensive evaluation index of the bus running state on the line network level;
Figure BDA0001141522230000134
wherein, p is the total number of bus stops contained in the bus network; q (k) is the total number of bus lines contained in the bus stop k; t is the total number of key nodes of the road section contained in the public traffic network; and r (k) is the total number of bus lines contained in the bus stop k.
In this example, HRIN＝0.71，TTRN＝0.96。
And step four, outputting the bus operation bottleneck at the bus stop level according to the dynamic operation data collected in the step one and the bus operation state comprehensive evaluation index constructed in the step three.
First, for a bus stop k on a bus line j 1,2,3.. d, if any
Figure BDA0001141522230000141
Figure BDA0001141522230000142
The bus line j has no operation bottleneck at the site level. Wherein d is the total number of bus stops of the bus line j, omegaSIs the bus bottleneck judgment standard and omega of the station levelS∈[0,1]。
A second step, if any, of setting 1,2,3.. d for a bus stop k on a bus line j
Figure BDA0001141522230000143
k∈[1,d]Then the bus line j has an operation bottleneck, and the station bottleneck of the output bus line j is station k, k is the [1, d ]]。
In this example, ΩS0.6. The bus bottleneck diagnosis at the station level is shown in table 5.
TABLE 5 bus bottleneck diagnostic at site level
Figure BDA0001141522230000144
And fifthly, outputting the bus operation bottleneck at the bus route level according to the dynamic operation data collected in the first step and the bus operation state comprehensive evaluation index constructed in the third step.
The first step is that key nodes k on a section of a bus line j are 1,2,3
Figure BDA0001141522230000145
Figure BDA0001141522230000146
The bus line j has no operation bottleneck at the line level. Wherein e is the total number of key nodes in the section of the bus line j, omegaLIs the bus bottleneck judgment standard and omega of the line levelL∈[0,1]。
The second step, for the key node k of the road section on the bus line j, 1,2,3
Figure BDA0001141522230000151
k∈[1,e]If so, the bus line j has an operation bottleneck at the line level, and the line bottleneck of the output bus line j is a key node k of the road section, wherein k is an element [1, d ]]。
In this example, ΩL0.8. Bus bottleneck diagnosis conditions at line level are shown in table 6As shown.
Table 6 bus bottleneck diagnostic situation at line level
Figure BDA0001141522230000152
And step six, outputting the bus operation bottleneck at the bus net level according to the dynamic operation data collected in the step one, the comprehensive evaluation index of the bus operation state constructed in the step three, the bus operation bottleneck at the bus stop level output in the step four and the bus operation bottleneck at the bus line level output in the step five.
First step, if HRI is presentN≤ΩNAnd TTRN≤Ω′NAnd the bus network does not have an operation bottleneck at the network level. Wherein omegaNIs the bus bottleneck judgment standard of the line network level and omegaN∈[0,1]。
Second step, if HRI is presentN＞ΩNAnd TTRN＞Ω′NAnd if so, the bus network has an operation bottleneck on the network layer surface of the bus, and the step four and the step five are returned to find the specific bottleneck position.
In this example, ΩN＝0.6，Ω′N0.8. The bus bottleneck diagnosis at the net level is shown in table 7.
Bus bottleneck diagnosis condition of table 7 wire net layer
Figure BDA0001141522230000161
By returning to the fourth step and the fifth step, Stop 1, Stop 2 and Stop 3 of which the bottlenecks of the public transport stations are Line 1 can be diagnosed; the bottleneck of the key nodes of the road section is Site 1 and Site 2 of Line 3.

Claims (1)

1. A bus operation bottleneck diagnosis method is characterized by comprising the following steps:
acquiring dynamic data of bus position, bus running speed and bus passenger number, and static data of a bus operation schedule and bus historical operation information;
secondly, determining real-time information of bus operation and passenger transportation according to the dynamic data acquired in the first step;
thirdly, according to the real-time information of the bus operation and the passenger transportation determined in the second step, a bus operation state comprehensive evaluation index integrating bus operation benefits, bus passenger travel efficiency and bus objective operation factors is constructed;
step four, outputting a bus operation bottleneck at the bus stop level according to the dynamic data acquired in the step one and the bus operation state comprehensive evaluation index constructed in the step three;
step five, outputting a bus operation bottleneck at the line level according to the dynamic data collected in the step one and the bus operation state comprehensive evaluation index constructed in the step three;
step six, outputting the bus operation bottleneck at the bus net level according to the dynamic data collected in the step one, the bus operation state comprehensive evaluation index constructed in the step three, the bus operation bottleneck at the bus stop level output in the step four and the bus operation bottleneck at the bus line level output in the step five;
in the step one, the collected dynamic data comprises the time T of the bus reaching key nodes of the road section in real timesecTime T of bus arriving at each station in real timestop，TsecAnd TstopObtaining the data through a bus-mounted AVL positioning system; IC card real-time getting-on and card-swiping times O of bus at each stationstopObtaining the information through a bus-mounted IC card charging system; the collected static data comprises the operation schedule specified time S of the bus reaching the key node of the road sectionsecThe operation schedule of the bus arriving at each station is set for time SstopDeparture interval D specified by bus operation scheduleint，Ssec、SstopAnd DintThe method comprises the steps of obtaining the bus running time table through inquiry; historical average number of passengers on each bus station NstopThe method comprises the steps of obtaining through inquiring public transit historical operation data;
the second step comprises the following steps:
firstly, determining bus running information;
returning the time T of the bus reaching each key node in real time by utilizing the bus-mounted AVL positioning system and the preset key node position and station position of the road sectionsecAnd the time T of arrival of the bus at each stationstop；
Secondly, determining the transportation information of the passengers in the bus;
when the bus arrives at the key node L and passes through m stations in an accumulated way, the accumulated number of the transported passengers of the bus is
Figure FDA0002397652520000021
Wherein, thetakThe historical average IC card swiping proportion of the bus passengers at the k station;
the third step comprises the following steps:
firstly, constructing a comprehensive evaluation index of the bus running state at a station level;
Figure FDA0002397652520000022
wherein, Tstop(i +1, j) is the time when the i +1 th bus of the j line reaches the station S; t isstop(i, j) is the time when the ith bus on the j line reaches the stop S; dint(i, j) is the departure interval of the ith +1 bus and the ith bus of the j line specified by the operation schedule; i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3;
secondly, constructing a comprehensive evaluation index of the bus running state at the line level;
Figure FDA0002397652520000023
Figure FDA0002397652520000024
wherein, Tsec,j(L, i) is the time when the ith bus of the j line reaches the key node L; ssec,j(L) the time of the bus on the j line to reach the key node L specified by the operation schedule, η the bus operation benefit;
Figure FDA0002397652520000025
the number of the passengers transported is the accumulated number of the passengers transported when the ith bus of the j line reaches the key node L;
Figure FDA0002397652520000026
accumulating the number of transport passengers for the history when the bus of the j line arrives at the key node L; m is the accumulated passing station number when the bus of the j line reaches the key node L; i is a bus shift number and i is 1,2, 3.; j is a bus route number and j is 1,2, 3; k is 1,2,3.. m;
thirdly, constructing a comprehensive evaluation index of the bus running state on the line network level;
Figure FDA0002397652520000031
wherein, p is the total number of stations contained in the public traffic network; q (k) is the total number of bus lines contained in the station k; t is the total number of key nodes of the road section contained in the public traffic network; r (k) is the total number of bus lines contained in the station k;
the fourth step comprises the following steps:
first, for a stop L on a bus line j, 1,2,3.. d, if any
Figure FDA0002397652520000032
The bus line j has no operation bottleneck on the site level; wherein d is the total station number of the bus line j, omegaSIs the bus bottleneck judgment standard and omega of the station levelS∈[0,1]；
A second step, if any, of setting 1,2,3.. d for a stop k on the bus line j
Figure FDA0002397652520000033
The bus line j has an operation bottleneck, and the station bottleneck of the output bus line j is station k, k belongs to [1, d ]]；
The fifth step comprises the following steps:
the first step is that key nodes L on the bus line j are 1,2,3
Figure FDA0002397652520000034
The bus line j has no operation bottleneck on the line level; wherein e is the total number of key nodes in the section of the bus line j, omegaLIs the bus bottleneck judgment standard and omega of the line levelL∈[0,1]；
The second step, for a key node L of a road segment on a bus line j, 1,2,3
Figure FDA0002397652520000035
Then the bus line j has an operation bottleneck at the line level, and the line bottleneck of the output bus line j is a key node L of the road section, L is E [1, e ]]；
The sixth step comprises the following steps:
first step, if HRI is presentN≤ΩNAnd TTRN≤Ω′NThe bus net does not have an operation bottleneck on the online net layer surface;
wherein omegaNIs the bus bottleneck judgment standard of the line network level and omegaN∈[0,1]；
Second step, if HRI is presentN＞ΩNAnd TTRN＞Ω′NAnd if so, the bus network has an operation bottleneck on the network layer surface of the bus, and the step four and the step five are returned to find the specific bottleneck position.
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