CN108877244A - A kind of public transit vehicle intersection operation bottleneck method of discrimination based on dynamic data - Google Patents
A kind of public transit vehicle intersection operation bottleneck method of discrimination based on dynamic data Download PDFInfo
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Abstract
本发明公开了一种基于动态数据的公交车辆交叉口运行瓶颈判别方法。本发明的方法步骤:S1、数据预处理;S2、获取交叉口范围经纬度数据,从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;S3、利用速度——时间积分模型估计公交车辆在交叉口的实际行驶时间,进而计算每辆公交车辆的交叉口延误;S4、计算统计间隔各交叉口的平均公交车辆延误时间均值;S5、利用相交道路的等级判断交叉口类型;S6、分类统计各类型交叉口平均延误的累积频率分布情况,确定瓶颈程度判别阈值,并对各类型交叉口运行瓶颈进行动态识别。本发明能够提高公交车辆在交叉口处的运行效率,普适性高。
The invention discloses a dynamic data-based method for judging bottlenecks in the operation of bus intersections. Method steps of the present invention: S1, data preprocessing; S2, obtain the longitude and latitude data of intersection range, screen out the bus operation database within the intersection range from the bus GPS database; S3, use the speed-time integral model to estimate the bus The actual travel time of the vehicle at the intersection, and then calculate the intersection delay of each bus vehicle; S4, calculate the mean value of the average bus delay time at each intersection in the statistical interval; S5, use the grade of the intersecting road to judge the intersection type; S6, The cumulative frequency distribution of the average delay of each type of intersection is classified and counted, the threshold for determining the degree of bottleneck is determined, and the operational bottleneck of each type of intersection is dynamically identified. The invention can improve the operating efficiency of the public transport vehicle at the intersection, and has high universality.
Description
技术领域:Technical field:
本发明涉及一种基于动态数据的公交车辆交叉口运行瓶颈判别方法,属于智能公交技术、公交大数据和城市公交运行管理领域。The invention relates to a dynamic data-based method for judging bottlenecks in the operation of bus intersections, and belongs to the fields of smart bus technology, bus big data, and urban bus operation management.
背景技术:Background technique:
交叉口是道路的重要组成部分,是城市交通延误产生的高发地点。公交车辆灵活性较差,在交叉口处由于社会车辆影响、信号配置不合理、车道划分不科学、公交路权得不到保障等原因,往往比社会车辆的延误更大,导致公交乘客在交叉口处等待时间过长,影响公交车辆的整体运行效率。因此,有必要面向公交系统,研究公交车辆在运行过程中遇到的交叉口瓶颈。瓶颈由于受到动态交通流的影响,具有时空动态性,而目前大多是基于交叉口的静态设施影响而研究的瓶颈,对交叉口数据的采集也多采用传统的人工调查手段,以此进行的交通分析显露出较大的局限性,不能对交叉口瓶颈产生的时间、空间、程度进行动态的判断,不利于公共交通管理与决策的实时性和科学性。近年来智能公交系统的发展,尤其是车载GPS定位系统,能实时记录公交车辆的时空位置信息,带来了海量的公交车辆运行数据,如何对这些数据进行准确、高效地分析挖掘,快速、精确甄别公交车辆运行过程中的交叉口瓶颈,是解决公交车辆运行与管理问题的关键。本发明提出了一种基于动态数据的公交车辆交叉口运行瓶颈判别方法,充分利用公交车辆的实时GPS数据以及城市道路信息数据,全面分析、把握城市交通系统中各交叉口处的公交车辆运行状态,并动态识别出面向公交车辆运行的交叉口瓶颈出现的时间、空间,并判断瓶颈程度。该方法有助于交通规划部门、交通管理部门、公交管理部门准确把握公交车辆在城市各交叉口的运行状态,通过交叉口的设计优化、管理优化合理配置道路资源,通过公交车辆的调度优化、运营优化合理配置公交资源,从而改善公交车辆的交叉口瓶颈,提高公交车辆在交叉口处的运行效率。Intersections are an important part of roads, and they are high-incidence locations for urban traffic delays. The flexibility of bus vehicles is poor. Due to the influence of social vehicles, unreasonable signal configuration, unscientific lane division, and lack of protection of bus rights of way at intersections, the delays of public vehicles are often greater than that of social vehicles, resulting in public transport. The waiting time at the entrance is too long, which affects the overall operating efficiency of public transport vehicles. Therefore, it is necessary to face the public transport system and study the intersection bottlenecks encountered by public transport vehicles during operation. Due to the influence of dynamic traffic flow, the bottleneck has the characteristics of time and space dynamics. At present, most of the bottlenecks are studied based on the influence of static facilities at intersections. Traditional manual survey methods are often used for the collection of intersection data. The analysis reveals a big limitation. It cannot make a dynamic judgment on the time, space, and degree of intersection bottlenecks, which is not conducive to the real-time and scientific nature of public transportation management and decision-making. In recent years, the development of intelligent public transportation systems, especially the vehicle-mounted GPS positioning system, can record the space-time location information of public transportation vehicles in real time, bringing a large amount of public transportation vehicle operation data. How to analyze and mine these data accurately and efficiently, quickly and accurately Identifying intersection bottlenecks in the operation of public transport vehicles is the key to solving the problems of public transport vehicle operation and management. The present invention proposes a dynamic data-based method for judging the operating bottleneck of bus intersections, making full use of the real-time GPS data of the bus and urban road information data to comprehensively analyze and grasp the operating status of the bus at each intersection in the urban traffic system , and dynamically identify the time and space where the bottleneck of the intersection facing the operation of public transport vehicles occurs, and judge the degree of the bottleneck. This method helps the traffic planning department, traffic management department, and public transport management department to accurately grasp the operation status of public transport vehicles at each urban intersection, and rationally allocate road resources through the design optimization and management optimization of the intersection. Operation optimization rationally allocates public transport resources, thereby improving the intersection bottleneck of public transport vehicles and improving the operating efficiency of public transport vehicles at the intersection.
发明内容Contents of the invention
本发明的目的是提供一种基于动态数据的公交车辆交叉口运行瓶颈判别方法,能够提高公交车辆在交叉口处的运行效率,普适性高,有较大的推广前景。The purpose of the present invention is to provide a dynamic data-based method for judging bottlenecks in the operation of bus intersections, which can improve the operating efficiency of buses at intersections, has high universality, and has great promotion prospects.
上述的目的通过以下技术方案实现:The above-mentioned purpose is achieved through the following technical solutions:
一种基于动态数据的公交车辆交叉口运行瓶颈判别方法,该方法包括如下步骤:A method for discriminating bottlenecks in the operation of bus intersections based on dynamic data, the method comprising the following steps:
S1、数据预处理,包括异常数据判别、数据清洗、数据融合和交叉口信息补充;S1. Data preprocessing, including abnormal data discrimination, data cleaning, data fusion and intersection information supplementation;
S2、获取交叉口范围经纬度数据,从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;S2. Obtain the longitude and latitude data of the intersection range, and filter out the bus operation database within the intersection range from the bus GPS database;
S3、利用速度——时间积分模型估计公交车辆在交叉口的实际行驶时间,进而计算每辆公交车辆的交叉口延误;S3. Using the speed-time integral model to estimate the actual travel time of the bus at the intersection, and then calculate the intersection delay of each bus;
S4、计算统计间隔各交叉口的平均公交车辆延误时间均值;S4, calculate the mean value of the average delay time of public transport vehicles at each intersection in the statistical interval;
S5、利用相交道路的等级判断交叉口类型;S5, judging the intersection type by using the grade of the intersecting road;
S6、分类统计各类型交叉口平均延误的累积频率分布情况,确定瓶颈程度判别阈值,并对各类型交叉口运行瓶颈进行动态识别。S6. The cumulative frequency distribution of the average delay of each type of intersection is classified and counted, the threshold for determining the degree of bottleneck is determined, and the operational bottleneck of each type of intersection is dynamically identified.
所述的基于动态数据的公交车辆交叉口运行瓶颈判别方法,步骤S1中所述的数据预处理具体包括判断与正常数据存在偏差的异常数据对象并将其进行剔除,同时将公交车辆GPS数据、AVL数据及城市道路交叉口信息进行匹配和融合,补充说明城市道路交叉口是否存在车祸、公交车辆故障、施工信息,并实时进行更新。In the method for judging bottlenecks in the operation of bus intersections based on dynamic data, the data preprocessing described in step S1 specifically includes judging abnormal data objects that deviate from normal data and removing them, and simultaneously bus GPS data, AVL data and urban road intersection information are matched and fused, and whether there are traffic accidents, bus failures, and construction information at urban road intersections are supplemented, and updated in real time.
所述的基于动态数据的公交车辆交叉口运行瓶颈判别方法,步骤S3中所述的计算每辆公交车辆的交叉口延误的具体方法是:The described method for judging bottlenecks in the operation of bus intersections based on dynamic data, the specific method for calculating the intersection delay of each bus vehicle described in step S3 is:
S31、根据客流走廊上是否布设具有独立路权的公交车道判断客流走廊类型是常规公交客流走廊或快速公交客流走廊,同时界定常规公交客流走廊的畅行速度为35km/h,对于瞬时速度大于最高值45km/h的数据、赋予最高值45km/h;界定快速公交客流走廊的畅行速度为40km/h,对于瞬时速度大于最高值60km/h的数据赋予最高值60km/h;S31. According to whether there are bus lanes with independent right-of-way arranged on the passenger flow corridor, it is judged that the type of passenger flow corridor is a conventional bus passenger flow corridor or a rapid transit passenger flow corridor. For the data with a value of 45km/h, the highest value is assigned to 45km/h; to define the smooth speed of the BRT passenger flow corridor as 40km/h, for the data whose instantaneous speed is greater than the highest value of 60km/h, the highest value is assigned to 60km/h;
S32、获取交叉口范围经纬度数据,并从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;S32. Obtain the latitude and longitude data of the intersection range, and filter out the bus operation database within the intersection range from the bus GPS database;
S33、计算每辆公交车辆在交叉口的有效行驶距离l:S33. Calculate the effective travel distance l of each bus vehicle at the intersection:
其中,l为公交车辆在交叉口内行驶的有效距离,序列t1→tn和v1→vn分别为第1至n个时间区段有效距离内公交车辆所有的GPS时间序列和瞬时速度序列;Among them, l is the effective distance traveled by the bus in the intersection, and the sequences t 1 → t n and v 1 → v n are the GPS time series and instantaneous speed series of the bus within the effective distance of the first to n time intervals respectively ;
S34、计算公交车辆在交叉口的实际行驶时间T实:S34, calculate the actual travel time T of the bus vehicle at the intersection:
其中,L为交叉口某进口道的公交车辆在交叉口影响范围内应行驶的距离,V为所有公交车辆在该交叉口影响范围内行驶的平均车速。Among them, L is the distance that the public transport vehicles of an entrance road at the intersection should travel within the influence range of the intersection, and V is the average speed of all public transport vehicles traveling within the influence range of the intersection.
S35、计算每辆公交车辆在交叉口的延误Dij(t):S35. Calculate the delay D ij (t) of each bus vehicle at the intersection:
Dij(t)指t时间段通过i交叉口的第j辆公交车辆的延误,T畅指公交车辆在该交叉口的畅行时间,v畅指公交车辆在该交叉口的畅行速度,其中常规公交客流走廊的畅行速度为35km/h,界定快速公交客流走廊的畅行速度为40km/h。D ij (t) refers to the delay of the jth bus vehicle passing through the i intersection in the time period t, T refers to the time for the bus to travel at the intersection, and v refers to the speed of the bus at the intersection, where the regular The unimpeded speed of the bus passenger flow corridor is 35km/h, and the unimpeded speed of the BRT passenger flow corridor is defined as 40km/h.
本发明所产生的有益效果:Beneficial effects produced by the present invention:
本发明为普适性强、实用简便的处理方法,利用基于频率累积的公交车辆动态瓶颈识别方法,能够有效地利用公交大数据优势,充分融合城市道路基础信息,减少调查人员投入,提高数据可靠度,增强适用性。The present invention is a universal, practical and convenient processing method. By using the bus dynamic bottleneck identification method based on frequency accumulation, the advantages of bus big data can be effectively utilized, the basic information of urban roads can be fully integrated, the investment of investigators can be reduced, and data reliability can be improved. Degree, enhance applicability.
附图说明Description of drawings
图1为一种基于动态数据的公交车辆交叉口运行瓶颈判别方法的系统框架图;Fig. 1 is a system frame diagram of a method for judging bottlenecks in the operation of bus intersections based on dynamic data;
图2为某市路段A交叉口分布图;Fig. 2 is a distribution diagram of intersection A of road section A in a certain city;
图3为某市路段各A交叉口具体情况图;Fig. 3 is a specific situation diagram of each intersection A of a road section in a certain city;
图4为某市部分公交车辆GPS数据示意图;Fig. 4 is a schematic diagram of GPS data of some public transport vehicles in a certain city;
图5为某市路段A各类型交叉口延误累积分布图;Figure 5 is the cumulative distribution of delays at various types of intersections in section A of a certain city;
图6为某市路段A各类型交叉口运行状态及瓶颈程度判别图;Figure 6 is a discrimination diagram of the operating status and bottleneck degree of various types of intersections in section A of a certain city;
图7为某日某市路段A各交叉口运行状态及瓶颈程度分析图;Figure 7 is an analysis diagram of the operation status and bottleneck degree of each intersection of road section A in a certain city on a certain day;
图8为某市路段B交叉口分布图;Fig. 8 is a distribution diagram of intersection B of road section B in a certain city;
图9为某市路段B各交叉口具体情况图;Fig. 9 is a specific situation diagram of each intersection of road section B in a certain city;
图10为某市路段B各类型交叉口延误累积分布图;Figure 10 is a cumulative distribution diagram of delays at various types of intersections on road section B in a certain city;
图11为某市路段B各类型交叉口运行状态及瓶颈程度判别图;Figure 11 is a discrimination diagram of the operating status and bottleneck degree of various types of intersections in section B of a certain city;
图12为某日某市路段B各交叉口运行状态及瓶颈程度分析图。Fig. 12 is an analysis diagram of the operation status and bottleneck degree of each intersection of road section B in a certain city on a certain day.
具体实施方式Detailed ways
下面结合附图和具体实施例,进一步阐明本发明,应理解这些实施例仅用于说明本发明而不用于限制本发明的范围,在阅读了本发明之后,本领域技术人员对本发明的各种等价形式的修改均落于本申请所附权利要求所限定的范围。Below in conjunction with accompanying drawing and specific embodiment, further illustrate the present invention, should be understood that these embodiments are only for illustrating the present invention and are not intended to limit the scope of the present invention, after having read the present invention, those skilled in the art will understand various aspects of the present invention Modifications in equivalent forms all fall within the scope defined by the appended claims of this application.
如图1所示是一种基于动态数据的公交车辆交叉口运行瓶颈判别方法的系统框架图,主要包括:As shown in Figure 1, it is a system framework diagram of a dynamic data-based bus intersection operation bottleneck discrimination method, which mainly includes:
步骤一、数据预处理,主要对来自公交车辆数据采集系统的数据进行异常数据判断,数据清洗工作,后将公交车辆GPS数据、AVL数据及来自于城市道路信息系统的城市交叉口信息进行匹配和融合;Step 1. Data preprocessing, which mainly judges the abnormal data of the data from the bus data acquisition system, cleans the data, and then matches the bus GPS data, AVL data and urban intersection information from the urban road information system. Fusion;
步骤二、获取交叉口范围经纬度数据,从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;Step 2. Obtain the longitude and latitude data of the intersection range, and filter out the bus operation database within the intersection range from the bus GPS database;
步骤三、利用速度——时间积分模型估计公交车辆在交叉口的实际行驶时间,进而计算每辆公交车辆的交叉口延误,具体步骤如下:Step 3. Use the speed-time integral model to estimate the actual travel time of the bus at the intersection, and then calculate the intersection delay of each bus. The specific steps are as follows:
首先根据客流走廊上是否布设具有独立路权的公交车道判断客流走廊类型——常规公交客流走廊或快速公交客流走廊。客流走廊大多布设在城市主干道上,但是地面公交有常规公交与快速公交之分,造成公交走廊等级不同,导致其在交通设施配置上有较大差别,运行速度也相差较大。因此,界定常规公交客流走廊的畅行速度为35km/h,对于瞬时速度大于最高值45km/h的数据、赋予最高值45km/h;界定快速公交客流走廊的畅行速度为40km/h,对于瞬时速度大于最高值60km/h的数据赋予最高值60km/h;Firstly, according to whether there are bus lanes with independent right-of-way on the passenger flow corridor, the type of passenger flow corridor is judged——conventional bus passenger flow corridor or BRT passenger flow corridor. Passenger flow corridors are mostly arranged on the main roads of the city, but ground buses are divided into conventional buses and rapid transit buses, resulting in different levels of bus corridors, leading to large differences in the configuration of transportation facilities and operating speeds. Therefore, the unimpeded speed of the conventional bus passenger flow corridor is defined as 35km/h, and the highest value of 45km/h is assigned to the data whose instantaneous speed is greater than the highest value of 45km/h; the unimpeded speed of the BRT passenger flow corridor is defined as 40km/h, and for The data greater than the maximum value of 60km/h is given the maximum value of 60km/h;
计算交叉口范围内每辆公交车辆在交叉口的有效行驶距离l:Calculate the effective driving distance l of each bus vehicle at the intersection within the intersection range:
其中,l为车辆在交叉口内行驶的有效距离,序列t1→tn和v1→vn分别为第1至n个时间区段有效距离内公交车辆所有的GPS时间序列和瞬时速度序列。Among them, l is the effective distance traveled by the vehicle in the intersection, and the sequences t 1 →t n and v 1 →v n are the GPS time series and instantaneous speed series of all the buses within the effective distance of the first to n time segments, respectively.
计算公交车辆在交叉口的实际行驶时间T实:Calculate the actual travel time T of the bus at the intersection:
其中,L为交叉口某进口道的公交车辆在交叉口影响范围内应行驶的距离,为所有公交车辆在该交叉口影响范围内行驶的平均车速。Among them, L is the distance that the public transport vehicles of an entrance road at the intersection should travel within the influence range of the intersection, is the average speed of all public transport vehicles traveling within the influence range of the intersection.
计算每辆公交车辆在交叉口的延误Dij(t):Calculate the delay D ij (t) of each bus at the intersection:
Dij(t)指t时间段通过i交叉口的第j辆公交车辆的延误,T畅指公交车辆在该交叉口的畅行时间,v畅指公交车辆在该交叉口的畅行速度(常规公交客流走廊的畅行速度为35km/h,界定快速公交客流走廊的畅行速度为40km/h)。D ij (t) refers to the delay of the jth bus vehicle passing through the i intersection in the time period t, T refers to the smooth travel time of the bus vehicle at the intersection, and v refers to the smooth travel speed of the bus vehicle at the intersection (regular bus The unimpeded speed of the passenger flow corridor is 35km/h, and the unimpeded speed of the BRT passenger flow corridor is defined as 40km/h).
步骤四、计算统计间隔各交叉口的平均公交车辆延误时间均值;Step 4, calculating the mean value of the average delay time of public transport vehicles at each intersection in the statistical interval;
步骤五、利用相交道路的等级判断交叉口类型,并获取交叉口范围经纬度数据,具体判断方法如下表所示:Step 5. Use the level of intersecting roads to judge the intersection type, and obtain the latitude and longitude data of the intersection range. The specific judgment method is shown in the following table:
步骤六、分类统计各类型交叉口平均延误的累积频率分布情况,确定瓶颈程度判别阈值,并对各类型交叉口运行状态及瓶颈进行动态识别,具体判别方法如下;Step 6. Classify and count the cumulative frequency distribution of the average delay of each type of intersection, determine the threshold for determining the degree of bottleneck, and dynamically identify the operating status and bottleneck of each type of intersection. The specific identification method is as follows;
注:D15、D30、D50、D85分别为不同等级交叉口的第15%位、30%位、50%位、85%位平均延误Note: D 15 , D 30 , D 50 , and D 85 are the average delays of the 15th, 30%, 50%, and 85% intersections of different grades of intersections respectively
下面结合某市实例,从常规公交和快速公交两方面对本发明做进一步分析说明:Below in conjunction with a certain city example, the present invention is further analyzed and explained from two aspects of conventional public transport and rapid transit:
对某市路段A常规公交车辆运行的交叉口运行状态分别进行评估,并识别各类交叉口的运行瓶颈,具体步骤如下:Evaluate the operation status of intersections operated by regular public transport vehicles in section A of a certain city, and identify the operational bottlenecks of various intersections. The specific steps are as follows:
步骤一、数据预处理。GPS数据中最重要的为业务时间、GPS速度、经度、纬度等信息。GPS数据的质量问题判定及清洗、修复方法如下:①对于字段数据完全重复的记录,应剔除;对于部分字段数据重复的记录,应根据具体情况剔除或修复;②以GPS获取频率为10s这一依据,判定数据条是否缺失,若缺失则需对数据进行修复,数据修复的方法主要有历史数据预测法和插值法;③若公交车辆的瞬时速度大于瞬时速度的阈值(常规公交为45km/h,快速公交为60km/h),或公交车辆在该时段内的位移值大于阈值,则判定为错误数据,需对错误数据进行修复,修复方法同②。路段A交叉口布局情况如图2所示,各交叉口具体信息如图3所示,部分公交车辆GPS数据如图4所示。Step 1. Data preprocessing. The most important information in GPS data is business time, GPS speed, longitude, latitude and so on. The quality problem determination, cleaning and repairing methods of GPS data are as follows: ① For records with completely repeated field data, they should be eliminated; for records with partial field data repeated, they should be eliminated or repaired according to the specific situation; ② The GPS acquisition frequency is 10s According to the basis, it is determined whether the data bar is missing. If it is missing, the data needs to be repaired. The methods of data repair mainly include historical data prediction method and interpolation method; , BRT is 60km/h), or the displacement value of the bus vehicle in this period is greater than the threshold, it is judged as wrong data, and the wrong data needs to be repaired, and the repair method is the same as ②. Figure 2 shows the layout of intersections on road section A, Figure 3 shows the specific information of each intersection, and Figure 4 shows the GPS data of some buses.
步骤二、根据交叉口具体信息和GPS数据,获取路段A各交叉口范围的经纬度数据,然后从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;Step 2, according to intersection specific information and GPS data, obtain the longitude and latitude data of each intersection range of road section A, then filter out the bus operation database within the intersection range from the bus GPS database;
步骤三、利用速度——时间积分模型估计公交车辆在交叉口的实际行驶时间,进而计算每辆公交车辆在交叉口产生的延误;Step 3. Use the speed-time integral model to estimate the actual travel time of the bus at the intersection, and then calculate the delay caused by each bus at the intersection;
步骤四、计算统计间隔(本发明设定统计间隔为15分钟)各交叉口的平均公交车辆延误时间均值;Step 4, calculate statistical interval (the present invention sets statistical interval to be 15 minutes) the average bus delay time mean value of each crossing;
步骤五、利用相交道路的等级判断交叉口类型。路段A主要为常规公交运行路段,由于相交路段C、D为次干道,相交路段E、路段F和路段B为主干道,判断交叉口①、④为常C类,交叉口②、③、⑤为常B类。Step five, judge the type of intersection by using the level of the intersecting road. Road section A is mainly a regular bus operation section. Since the intersecting road sections C and D are secondary arterial roads, and the intersecting road sections E, road section F and road section B are main roads, it is judged that intersections ① and ④ are normal class C, and intersections ②, ③, ⑤ For the normal B category.
步骤六、分类统计各类型交叉口平均延误的累积频率分布情况,如图5所示,同时根据累积百分比确定各类交叉口瓶颈阈值。与主干道相交(常B类交叉口),当交叉口延误低于24s时,公交车辆运行顺畅;当交叉口延误介于24s~33s时,为基本顺畅;当交叉口延误介于33s~48s时,为轻度瓶颈;当交叉口延误介于48s~77s时,为中度瓶颈;当交叉口延误超过77s时,为严重瓶颈。与次干道/支路相交(常C类交叉口),当交叉口延误低于25s时,公交车辆运行顺畅;当交叉口延误介于25s~34s时,为基本顺畅;当交叉口延误介于34s~44s时,为轻度瓶颈;当交叉口延误介于44s~68s时,为中度瓶颈;当交叉口延误超过68s时,为严重瓶颈,具体如图6所示。同时动态识别各类型交叉口运行瓶颈。具体分析2017年5月30日路段A各类型交叉口各时段的瓶颈状态,以不同颜色代表不同瓶颈程度,具体如图7所示;Step 6: Classify and count the cumulative frequency distribution of the average delay at each type of intersection, as shown in Figure 5, and determine the bottleneck threshold of each type of intersection based on the cumulative percentage. When intersecting with the main road (usually B type intersection), when the intersection delay is less than 24s, the bus runs smoothly; when the intersection delay is between 24s and 33s, it is basically smooth; when the intersection delay is between 33s and 48s When the intersection delay is between 48s and 77s, it is a moderate bottleneck; when the intersection delay exceeds 77s, it is a severe bottleneck. When intersecting with secondary arterial roads/branch roads (usually C-type intersections), when the intersection delay is less than 25s, the bus runs smoothly; when the intersection delay is between 25s and 34s, it is basically smooth; when the intersection delay is between When the intersection delay is between 34s and 44s, it is a mild bottleneck; when the intersection delay is between 44s and 68s, it is a moderate bottleneck; when the intersection delay exceeds 68s, it is a severe bottleneck, as shown in Figure 6. At the same time, it can dynamically identify the operational bottlenecks of various types of intersections. Specifically analyze the bottleneck status of each type of intersection at each time period on section A on May 30, 2017, and use different colors to represent different bottleneck levels, as shown in Figure 7;
对某时段某市路段B快速公交车辆运行的交叉口运行状态进行评估,并识别运行瓶颈;Evaluate the operation status of the intersection of BRT vehicles in a certain city section B during a certain period of time, and identify the operation bottleneck;
步骤一、数据预处理,同路段A处理方法。图8所示为路段B交叉口布局情况,图9为各交叉口具体情况;Step 1, data preprocessing, same as section A processing method. Figure 8 shows the layout of the section B intersection, and Figure 9 shows the specific situation of each intersection;
步骤二、获取路段B各交叉口范围经纬度数据,从公交车辆GPS数据库中筛选出交叉口范围内的公交车辆运行数据库;Step 2. Obtain the longitude and latitude data of each intersection range of road section B, and filter out the bus operation database within the intersection range from the bus GPS database;
步骤三、利用速度——时间积分模型估计公交车辆在交叉口的实际行驶时间,进而计算每辆公交车辆的交叉口延误;Step 3. Use the speed-time integral model to estimate the actual travel time of the bus at the intersection, and then calculate the intersection delay of each bus;
步骤四、计算统计间隔(本发明设定统计间隔为15分钟)各交叉口的平均公交车辆延误时间均值;Step 4, calculate statistical interval (the present invention sets statistical interval to be 15 minutes) the average bus delay time mean value of each crossing;
步骤五、利用相交道路的等级判断交叉口类型。路段B主要为快速公交车辆运行路段,由于相交路段G为次干道,路段A、路段H为主干道,判断交叉口②为快C类,交叉口①、③为快B类;Step five, judge the type of intersection by using the level of the intersecting road. Road section B is mainly a road section for BRT vehicles. Since the intersecting road section G is a secondary trunk road, and road sections A and H are main roads, it is judged that intersection ② is express category C, and intersections ① and ③ are express category B;
步骤六、分类统计各类型交叉口平均延误的累积频率分布情况,如图10所示,同时根据累积百分比确定各类交叉口瓶颈阈值。与主干道相交(快B类交叉口),当交叉口延误低于8s时,公交车辆运行顺畅;当交叉口延误介于8s~14s时,为基本顺畅;当交叉口延误介于14s~23s时,为轻度瓶颈;当交叉口延误介于23s~50s时,为中度瓶颈;当交叉口延误超过50s时,为严重瓶颈。与次干道/支路相交(快C类交叉口),当交叉口延误低于4s时,公交车辆运行顺畅;当交叉口延误介于4s~8s时,为基本顺畅;当交叉口延误介于8s~12s时,为轻度瓶颈;当交叉口延误介于12s~28s时,为中度瓶颈;当交叉口延误超过28s时,为严重瓶颈,具体如图11所示。同时动态识别各类型交叉口运行瓶颈。具体分析2017年5月30日某路段B各类型BRT交叉口各时段的瓶颈状态,以不同颜色代表不同瓶颈程度,具体如图12所示。Step 6: Classify and count the cumulative frequency distribution of the average delay at each type of intersection, as shown in Figure 10, and determine the bottleneck threshold of each type of intersection based on the cumulative percentage. When intersecting with the main road (fast type B intersection), when the intersection delay is less than 8s, the bus runs smoothly; when the intersection delay is between 8s and 14s, it is basically smooth; when the intersection delay is between 14s and 23s When the intersection delay is between 23s and 50s, it is a moderate bottleneck; when the intersection delay exceeds 50s, it is a severe bottleneck. When intersecting with secondary arterial roads/branch roads (fast C-type intersections), when the intersection delay is less than 4s, the bus runs smoothly; when the intersection delay is between 4s and 8s, it is basically smooth; when the intersection delay is between When the intersection delay is between 12s and 28s, it is a moderate bottleneck; when the intersection delay exceeds 28s, it is a severe bottleneck, as shown in Figure 11. At the same time, it can dynamically identify the operational bottlenecks of various types of intersections. Specifically analyze the bottleneck status of various types of BRT intersections in a section B on May 30, 2017, and use different colors to represent different bottleneck levels, as shown in Figure 12.
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