CN108985503A - A kind of bus rapid transit timetable preparation method - Google Patents
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Abstract
The present invention relates to a kind of bus rapid transit timetable preparing methods, have special signal and section to have Exclusive Right of Way in intersection for bus rapid transit；The establishment of bus rapid transit timetable is established in unified Optimized model with integrative design intersection, to keep public bus network operational process controllable, reduces journey time on the basis of ensureing bus rapid transit punctuality rate；It considers and considers integrative design intersection, punctuality rate, the along the line constraint conditions such as each node arrival time estimation, intersection saturation degree, bus carrying number, public bus network operating vehicles and public bus network departure interval, and the fluctuation of public transport time in station and the speed of service is considered, so that optimum results is more met practical operation situation.
Description
Technical field
The present invention relates to when a kind of a kind of traffic management technology, in particular to bus rapid transit for considering integrative design intersection
Carve table preparation method.
Background technique
A kind of city public transportation service system of the bus rapid transit as high-quality, in order to improve its operation service level,
Working out reasonable timetable is the important content in its operational plan.However, current preparation method mainly follows conventional lines
Table preparation method at the time of public transport has special signal and section to have the characteristics of Exclusive Right of Way bus rapid transit in intersection,
Targeted consideration is had no in timetable establishment, and does not also retrieve the patent of invention of such methods.
Through the literature search of existing technologies, in relation to the preparation method of transit scheduling, mainly include the following types:
1, the transit scheduling preparation method based on passenger flow demand and bus operation cost.According to passenger flow need in the design period
Distribution is asked, passenger's arriving amt and route passenger flow volume of the circular flow are specifically included, determines fixed departure frequency."Bus network
Design " a stationery body describes four kinds of methods that departure frequency is determined based on passenger flow demand and bus operation cost.
2, consider the transit scheduling preparation method of passenger satisfaction.Mainly pass through the waiting time of passenger, transfer expense
Timetable is worked out Deng the subjective feeling of quantization bus service object, and as target, to take into account the benefit of passenger and enterprises of public transport
Benefit improves passenger's attraction of public transport.Representative paper is " Locating optimal timetables and vehicle
schedules in a transit line》。
3, consider the transit scheduling preparation method of enchancement factor.In order to adapt to public transit vehicle actual operation process by society
A variety of uncertain factors such as vehicle, road conditions, passenger flow influence, and are increased under study for action to chance event, passenger flow and public transport cabin factor
The considerations of factors such as randomness and time of vehicle operation randomness, so that transit scheduling has stronger applicability.It is representative
Paper includes " Approaching even-load and even-headway transit timetables using
Different bus sizes ", the Random Expected Value Model of optimization " multi-period bus departure interval " etc..
Although above-mentioned 3 kinds of existing timetable preparing methods have carried out timetable optimization according to different target, and in method 3
In consider a variety of uncertain factors such as public vehicles, road conditions, passenger flow during public transit vehicle actual operation and influence, but be all made of
Fixed departure frequency, does not consider integrative design intersection.It is only capable of ensureing which results in public transit vehicle and be sent out at the starting station by timetable
Vehicle, and the arrival time in way station is substantially at runaway condition.
For bus rapid transit, the control of public bus network timetable and signal have it is more close contact, due to bus rapid transit
There is special signal in intersection, there is Exclusive Right of Way on section, provides the foundation item for the controllability of public bus network operational process
Part.But existing timetable preparation method underuses features described above, lack for bus rapid transit it is more scientific and reasonable when
Carve table preparation method.
Summary of the invention
The present invention be directed to the preparation method of transit scheduling there are the problem of, propose a kind of bus rapid transit timetable and compile
Method processed, this method have special signal and section to have the characteristics of Exclusive Right of Way for bus rapid transit in intersection, compile in timetable
Integrative design intersection is considered in system, to keep public bus network operational process controllable, on the basis for ensureing bus rapid transit punctuality rate
Upper reduction journey time.
The technical solution of the present invention is as follows: a kind of bus rapid transit timetable preparation method, has for bus rapid transit in intersection
There is Exclusive Right of Way in special signal and section, in conjunction with integrative design intersection, estimate each website along each shift public transit vehicle arrival
At the time of, work out running schedule；Preparing method is stated with Nonlinear programming Model, and the decision variable of model includes the public transport moment
Table and along the line intersection signal timing；Model is with the minimum target of total intersection delay；Using integrative design intersection, on schedule
Rate, along the line each arrival time estimation, intersection saturation degree, bus carrying number, public bus network operating vehicles and public bus network
Departure interval constraint condition Optimized model, node include website and intersection；Algorithms of Selecting is solved to obtain to Optimized model
Bus rapid transit timetable.
The model is with the minimum target of total intersection delay, i.e. objective function；
In formula: i is public transport shift number；I is the set of public transport shift；N is each node serial number along public bus network；S is
The set of intersection along the line；dinDelay duration for public transport shift i in node n, unit second can be calculated by formula (2)；
In formula: dbFor bus start-up lost time duration, unit second；tinRelative to red light when reaching node n for public transport shift i
The time difference of start time, unit second can be calculated by formula (3)；
In formula: mod () is remainder symbol；TinAt the time of reaching node n for public transport shift i in actual motion, the unit second；p
For bus rapid transit signal phase；For intersection node n bus rapid transit signal phase p green light start time, unit second；
For intersection node n bus rapid transit signal phase p green light duration, unit second；CnIt is single for intersection node n cycle duration
Bps.
The integrative design intersection constraint, it is whether in road Arterial Coordination Control system and quick according to intersection
The relationship in public transport current direction and Arterial Coordination Control flow direction, be divided into three kinds of situation controls: the first is intersection not in road
In Arterial Coordination Control system；Be for second intersection in road Arterial Coordination Control system and the current direction of bus rapid transit with
Arterial Coordination Control flow direction is consistent；The third is intersection in road Arterial Coordination Control system but the current direction of bus rapid transit
It is flowed to Arterial Coordination Control inconsistent；
The first situation control constraints: in the case of intersection is not in road Arterial Coordination Control system, adjustment is fast
Phase green light start time and duration where fast public transport, but remaining phase long green light time relative scale is required to remain unchanged,
As shown in formula (4)；
Second situation control constraints: for intersection in road Arterial Coordination Control system and bus rapid transit passage side
Unanimous circumstances are flowed to Arterial Coordination Control, it is desirable that phase green time where bus rapid transit includes that former coordination flows to green light
Time range requires phase green light start time where bus rapid transit that must not be later than former coordination and flows to green light start time, fastly
Phase green light finish time where fast public transport must not flow to green light finish time earlier than original coordination, respectively such as formula (5) and formula (6) institute
Show, remaining phase long green light time relative scale remains unchanged, as shown in formula (4)；
The third situation control constraints: for intersection in road Arterial Coordination Control system but bus rapid transit passage side
Flow to inconsistent situation to Arterial Coordination Control, can adjust bus rapid transit where phase green light start time and it is lasting when
It is long, but require Arterial Coordination Control to flow to green light and start to remain unchanged with duration, respectively as shown in formula (7) and formula (8),
Remaining phase long green light time relative scale remains unchanged, as formula (4) shown in；
In formula: j is intersection signal phase bit number；WithRespectively intersection node n signal phase j green light starts
Moment and duration, unit second；For phase j green light duration in intersection node n original signal timing scheme, unit
Second；WithRespectively in intersection node n original signal timing scheme bus rapid transit signal phase p green light start time and
Green light duration, unit second；F is Arterial Coordination Control phase；WithRespectively intersection node n original signal timing
Arterial Coordination Control phase f green light start time and green light duration, unit second in scheme；αnFor intersection node n in addition to
The ratio of remaining phase green light duration of phase j adjustment front and back.
The punctuality rate constraint, it is desirable that public transport is averaged punctuality rate greater than minimum punctuality rate limitation, as shown in formula (9)；
In formula: K is the set of bus station；pminFor the limitation of minimum punctuality rate；NIFor shift number total in the research period；NKFor
Bus station quantity；pinIt is public transport shift i in the coefficient on schedule of node n, definition public transport arrival time is differed with timetable to be less than
Coefficient is 1 on schedule when 60s, and coefficient is 0 on schedule when public transport arrival time and timetable differ by more than 180s, and middle section is on schedule
Number takes linear interpolation, as shown in formula (10)；
In formula:The plan moment of node n, unit second are reached for public transport shift i in timetable.
Each node arrival time estimation constraint along described, by calculating intersection along vehicle arrival one by one from the starting station
At the time of with website, as shown in formula (11)；
In formula: I1And I2The respectively set of public transport uplink and downlink shift；NS1And NS2Respectively public transport uplink and downlink
The total intersection quantity passed through；NK1And NK2Respectively master station's point quantity of public transport uplink and downlink process；N=1 and n=NS1+NK1
+ 1 is respectively public transport uplink and downlink starting station number；N=NS1+NK1And n=NS1+NS2+NK1+NK2Respectively public transport uplink is under
Row terminus number；ti(n-1)Duration in station for public transport in website (n-1), unit second can be calculated by formula (12)；Lin(n-1)For
Distance of the node (n-1) to node n, unit rice；V is bus travel speed, and m/s meets certain distribution；
In formula: UinIt is public transport shift i in upper guest's number of website n, can be calculated by formula (13)；DinIt is standing for public transport shift i
Lower guest's number of point n can be calculated by formula (14)；tUAnd tDRespectively single passenger loading and the service time got off, s/ people are full
The certain distribution of foot；
In formula: qnFor website n Passenger arrival rate, people/second；qmnIt gets on the bus the passenger to be got off in passenger to website n for slave site m
Ratio.
The intersection saturation degree constraint, it is desirable that each phase saturation degree in intersection is limited no more than maximum saturation, if existing
Shape intersection saturation degree has been more than maximum saturation limitation, then each phase saturation degree is not more than current value after signal timing dial adjustment,
As shown in formula (15)；
In formula: qnjFor the volume of traffic of intersection node n signal phase j, veh/h (/ hour)；SnjFor intersection node n
The saturation volume rate of signal phase j, veh/h (/ hour)；dmaxFor maximum saturation limitation.
The bus carrying number constraint, it is desirable that each shift public transport carrying number when by any website is no more than maximum carry
Objective number limitation, as shown in formula (16)；
In formula: OinThe carrying number for being public transport shift i after website n, can be calculated by formula (17)；OmaxFor maximum carrying number
Limitation；
The public bus network operating vehicles constraint, it is desirable that railroad embankment vehicle number is not more than maximum fitted out vehicles limitation, such as
Shown in formula (18)；
H1+H2≤Hmax (18)
In formula: H1And H2The respectively vehicle number that originates of public transport uplink and downlink；HmaxFor the limitation of maximum fitted out vehicles.
The public bus network departure interval constraint, on the one hand requires the starting station each shift departure interval in the minimum departure interval
Within the maximum departure interval, as shown in formula (19)；On the other hand each bus is required to send out at the starting station by timetable
The interval that vehicle moment and the vehicle reach the starting station moment should be not less than minimum rest and reorganization duration of the vehicle at the starting station and limit, such as formula
(20) and shown in formula (21)；
In formula: ΔminAnd ΔmaxRespectively minimum departure interval and maximum departure interval, unit second；δminBeginning for vehicle
Send out the minimum rest and reorganization duration at station, unit second.
The beneficial effects of the present invention are: bus rapid transit timetable preparation method of the present invention is being intersected for bus rapid transit
Mouth has special signal and section to have the characteristics of Exclusive Right of Way, provides a kind of bus rapid transit moment for considering integrative design intersection
Table preparation method；The establishment of bus rapid transit timetable is established in unified Optimized model with integrative design intersection, to make
Public bus network operational process is controllable, reduces journey time on the basis of ensureing bus rapid transit punctuality rate；Consideration is considered to intersect
Message number control, punctuality rate, along the line each node arrival time estimation, intersection saturation degree, bus carrying number, public bus network fortune
The constraint conditions such as vehicle number and public bus network departure interval are sought, and consider the fluctuation of public transport time in station and the speed of service,
Optimum results are made more to meet practical operation situation.
Detailed description of the invention
Fig. 1 is node serial number schematic diagram along public bus network in bus rapid transit timetable preparation method of the present invention；
Fig. 2 is node serial number schematic diagram along 1 public bus network of embodiment of the present invention method.
Specific embodiment
A kind of bus rapid transit timetable preparation method considering integrative design intersection, has for bus rapid transit in intersection
There is the characteristics of Exclusive Right of Way in special signal and section, in conjunction with integrative design intersection, estimate along each shift public transit vehicle arrival
At the time of each website, to work out running schedule, journey time is reduced on the basis of ensureing bus rapid transit punctuality rate；The volume
Method processed is stated with Nonlinear programming Model, with the minimum target of total intersection delay, considers integrative design intersection, on schedule
Rate, along the line each node (including website and intersection) arrival time estimation, intersection saturation degree, bus carrying number, public transport line
The constraint conditions such as road operating vehicles and public bus network departure interval, in which:
The decision variable of the model includes transit scheduling (when public transport shift i reaches the plan of node n i.e. in timetable
It carves,) and (the i.e. intersection node n signal phase j green light start time of intersection signal timing along the lineAnd duration)；
The objective function reduces journey time, in order to improve the operational efficiency of bus rapid transit to minimize total intersection
Delay time at stop as optimization aim, as shown in formula (1)；
In formula: i is public transport shift number；I is the set of public transport shift；N is (including the website of each node along public bus network
And intersection) number；S is the set of intersection along the line；dinIt is public transport shift i in the delay duration of node n, the unit second can press
Formula (2) calculates；
In formula: dbFor bus start-up lost time duration, unit second；tinRelative to red light when reaching node n for public transport shift i
The time difference of start time, unit second can be calculated by formula (3)；
In formula: mod () is remainder symbol；TinAt the time of reaching node n for public transport shift i in actual motion, the unit second；p
For bus rapid transit signal phase；For intersection node n bus rapid transit signal phase p green light start time, unit second；
For intersection node n bus rapid transit signal phase p green light duration, unit second；CnIt is single for intersection node n cycle duration
Bps.
The integrative design intersection constraint, it is whether in road Arterial Coordination Control system and quick according to intersection
The relationship in public transport current direction and Arterial Coordination Control flow direction, can be divided into three kinds of situations: first is that intersection is not assisted in road main line
Adjust in control system, second is that intersection in road Arterial Coordination Control system and the current direction of bus rapid transit and Trunk Road Coordination control
System flow direction is consistent, third is that intersection in road Arterial Coordination Control system but the current direction of bus rapid transit and Arterial Coordination Control
It flows to inconsistent；In the case of intersection is not in road Arterial Coordination Control system, phase where bus rapid transit can adjust
Green light start time and duration, but remaining phase long green light time relative scale is required to remain unchanged, as shown in formula (4)；It is right
In intersection in road Arterial Coordination Control system and the current direction of bus rapid transit and Arterial Coordination Control flow to consistent feelings
Condition, it is desirable that phase green time where bus rapid transit includes that former coordination flows to green time range, that is, requires bus rapid transit place
Phase green light start time must not be later than former coordination and flow to green light start time, and phase green light finish time where bus rapid transit is not
It obtains and flows to green light finish time earlier than original coordination, respectively as shown in formula (5) and formula (6), remaining phase long green light time relative scale
It remains unchanged, as shown in formula (4)；For intersection in road Arterial Coordination Control system but the current direction of bus rapid transit and dry
Signal coordination control flows to inconsistent situation, phase green light start time and duration where can adjust bus rapid transit, but wants
It asks Arterial Coordination Control to flow to green light to start to remain unchanged with duration, respectively as shown in formula (7) and formula (8), remaining phase
Long green light time relative scale remains unchanged, as shown in formula (4)；
In formula: j is intersection signal phase bit number；WithRespectively intersection node n signal phase j green light starts
Moment and duration, unit second；For phase j green light duration in intersection node n original signal timing scheme, unit
Second；WithRespectively in intersection node n original signal timing scheme bus rapid transit signal phase p green light start time and
Green light duration, unit second；F is Arterial Coordination Control phase；WithRespectively intersection node n original signal timing
Arterial Coordination Control phase f green light start time and green light duration, unit second in scheme；αnFor intersection node n in addition to
The ratio of remaining phase green light duration of phase j adjustment front and back.
The punctuality rate constraint, it is desirable that public transport is averaged punctuality rate greater than minimum punctuality rate limitation, as shown in formula (9)；
In formula: K is the set of bus station；pminFor the limitation of minimum punctuality rate；NIFor shift number total in the research period；NKFor
Bus station quantity；pinIt is public transport shift i in the coefficient on schedule of node n, definition public transport arrival time is differed with timetable to be less than
Coefficient is 1 on schedule when 60s, and coefficient is 0 on schedule when public transport arrival time and timetable differ by more than 180s, and middle section is on schedule
Number takes linear interpolation, as shown in formula (10)；
In formula:The plan moment of node n, unit second are reached for public transport shift i in timetable.
Each node arrival time estimation constraint along described, since above-mentioned public transit vehicle is in intersection delay calculating and public transport
At the time of requiring public transport arrival node in the punctuality rate that arrives at a station calculating, friendship along the line can be reached by calculating vehicle one by one from the starting station
At the time of prong and website, as shown in formula (11)；
In formula: I1And I2The respectively set of public transport uplink and downlink shift；NS1And NS2Respectively public transport uplink and downlink
The total intersection quantity passed through；NK1And NK2Respectively master station's point quantity of public transport uplink and downlink process；N=1 and n=NS1+NK1
+ 1 is respectively public transport uplink and downlink starting station number；N=NS1+NK1And n=NS1+NS2+NK1+NK2Respectively public transport uplink is under
Row terminus number；ti(n-1)Duration in station for public transport in website (n-1), unit second can be calculated by formula (12)；Lin(n-1)For
Distance of the node (n-1) to node n, unit rice；V is bus travel speed, and m/s meets certain distribution；
In formula: UinIt is public transport shift i in upper guest's number of website n, can be calculated by formula (13)；DinIt is standing for public transport shift i
Lower guest's number of point n can be calculated by formula (14)；tUAnd tDRespectively single passenger loading and the service time got off, s/ people are full
The certain distribution of foot；
In formula: qnFor website n Passenger arrival rate, people/second；qmnIt gets on the bus the passenger to be got off in passenger to website n for slave site m
Ratio.
The intersection saturation degree constraint, it is desirable that each phase saturation degree in intersection is limited no more than maximum saturation, if existing
Shape intersection saturation degree has been more than maximum saturation limitation, then each phase saturation degree is not more than current value after signal timing dial adjustment,
As shown in formula (15)；
In formula: qnjFor the volume of traffic of intersection node n signal phase j, veh/h (/ hour)；SnjFor intersection node n
The saturation volume rate of signal phase j, veh/h (/ hour)；dmaxFor maximum saturation limitation.
The bus carrying number constraint, it is desirable that each shift public transport carrying number when by any website is no more than maximum carry
Objective number limitation, as shown in formula (16)；
In formula: OinThe carrying number for being public transport shift i after website n, can be calculated by formula (17)；OmaxFor maximum carrying number
Limitation；
The public bus network operating vehicles constraint, it is desirable that railroad embankment vehicle number is not more than maximum fitted out vehicles limitation, such as
Shown in formula (18)；
H1+H2≤Hmax (18)
In formula: H1And H2The respectively vehicle number that originates of public transport uplink and downlink；HmaxFor the limitation of maximum fitted out vehicles.
The public bus network departure interval constraint, on the one hand requires the starting station each shift departure interval in the minimum departure interval
Within the maximum departure interval, as shown in formula (19)；On the other hand each bus is required to send out at the starting station by timetable
The interval that vehicle moment and the vehicle reach the starting station moment should be not less than minimum rest and reorganization duration of the vehicle at the starting station and limit, such as formula
(20) and shown in formula (21)；
In formula: ΔminAnd ΔmaxRespectively minimum departure interval and maximum departure interval, unit second；δminBeginning for vehicle
Send out the minimum rest and reorganization duration at station, unit second.
A kind of bus rapid transit timetable preparation method considering integrative design intersection, by solving with formula (1) as target
Function, take formula (2)-(21) as the Nonlinear programming Model of constraint condition, and this method can simultaneously obtain bus rapid transit timetable (i.e.
Public transport shift i reaches the plan moment of node n in timetable,) and (the i.e. intersection node n letter of intersection signal timing along the line
Number phase green light start time and duration,With).Node serial number signal is as shown in Figure 1 along public bus network.
Node serial number signal is as shown in Fig. 2, wherein bus station totally 10, node serial number are along the embodiment of the present invention 1
1,4,5,7,9,10,12,14,15 and 18, intersection totally 4, node serial number 2,3,6,8,11,13,16 and 17, node 2 with
17,3 and 16,6 and 13,8 and 11 be the same intersection；Bus maximum carrying number is limited to 80 people, maximum fitted out vehicles limitation
For 80 people, the minimum and maximum departure interval is respectively 240s and 360s, minimum a length of 120s when resting and reorganizing；Bus travel speed meets
Mean value is the normal distribution that 30km/h variance is 0.5；Each bus station Passenger arrival rate is 0.05 people/s, and is gone to each later
That stands is in equal proportions；It is 300veh/h that each intersection public vehicles, which respectively flow to flow, and saturation volume rate is 1800veh/h；It is single
It is the normal distribution that 3.5s/ people's variance is 0.5 that the service time of a passenger loading, which meets mean value, and the service time got off meets equal
Value is the normal distribution that 2.1s/ people's variance is 0.5；Each intersection initial signal timing is as shown in table 1；Along the line intersection in
In road Arterial Coordination Control system, coordinated control flow direction is that thing is kept straight on (phase 2), consistent with the current direction of bus rapid transit,
Intersection node 2 (or 17), 3 (or 16), 6 (or 13), 8 (or 11) things straight trip direction phase difference be respectively 0,60,0 and
60；Intersection respectively flows to maximum saturation and is limited to 0.9；Analysis duration 1 hour.
Table 1
| Phase | Flow direction | Cycle duration (s) | Green light duration (s) |
| Phase 1 | Thing turns left | 120 | 27 |
| Phase 2 | Thing straight trip | 120 | 27 |
| Phase 3 | Turn left in north and south | 120 | 27 |
| Phase 4 | North and south straight trip | 120 | 27 |
Detailed process is summarized as follows:
Step 1: what above-mentioned input parameter was substituted into that the present invention establishes be objective function with formula (1) with formula (2)-(21) is about
The Nonlinear programming Model of beam condition.
Step 2: above-mentioned model is Nonlinear programming Model, is solved using genetic algorithm.Transit scheduling and along the line
Intersection signal timing designing result is respectively as shown in table 2 and table 3.
Table 2
Table 3
Step 3: design research.Using total delay and punctuality rate as evaluation index, to traditional timetable drawing up a plan
It is compared with improvement project of the present invention.Traditional scheme uses 5 minutes (300s) departure intervals, the average hair with the present invention program
Workshop is every consistent.1000 scenes are generated at random according to input parameter distribution, take each scene mean value to compare, as a result such as table 4
It is shown.By the method for the present invention, transit scheduling is optimized with intersection signal timing along the line, the present embodiment can be made online
Road is always dispatched a car in the case that shift number remains unchanged, and total delay reduces 32.7%, and punctuality rate improves 3.1%, makes bus rapid transit
Traffic efficiency and service level are significantly improved.
Table 4
This hair can be understood and applied the above description of the embodiments is intended to facilitate those skilled in the art
It is bright.Person skilled in the art obviously easily can make various modifications to this embodiment, and described herein
General Principle is applied in other embodiments without having to go through creative labor.Therefore, the present invention is not limited to implementations here
Example, those skilled in the art's announcement according to the present invention, improvement and modification made without departing from the scope of the present invention all should be
Within protection scope of the present invention.
Claims (9)
1. a kind of bus rapid transit timetable preparation method, which is characterized in that for bus rapid transit intersection have special signal and
There is Exclusive Right of Way in section, in conjunction with integrative design intersection, at the time of estimating each website along each shift public transit vehicle arrival, establishment
Running schedule；Preparing method is stated with Nonlinear programming Model, and the decision variable of model includes transit scheduling and hands over along the line
Prong signal timing dial；Model is with the minimum target of total intersection delay；Using integrative design intersection, punctuality rate, along the line respectively arrive
It is constrained up to moment estimation, intersection saturation degree, bus carrying number, public bus network operating vehicles and public bus network departure interval
Condition optimizing model, node include website and intersection；Algorithms of Selecting solves Optimized model to obtain the bus rapid transit moment
Table.
2. bus rapid transit timetable preparation method according to claim 1, which is characterized in that the model is prolonged with total intersection
Accidentally minimum target, i.e. objective function are；
In formula: i is public transport shift number；I is the set of public transport shift；N is each node serial number along public bus network；Along S is
The set of intersection；dinDelay duration for public transport shift i in node n, unit second can be calculated by formula (2)；
In formula: dbFor bus start-up lost time duration, unit second；tinStart when reaching node n for public transport shift i relative to red light
The time difference at moment, unit second can be calculated by formula (3)；
In formula: mod () is remainder symbol；TinAt the time of reaching node n for public transport shift i in actual motion, the unit second；P is fast
Fast bus signals phase；For intersection node n bus rapid transit signal phase p green light start time, unit second；To hand over
Prong node n bus rapid transit signal phase p green light duration, unit second；CnFor intersection node n cycle duration, unit second.
3. bus rapid transit timetable preparation method according to claim 1 or claim 2, which is characterized in that the intersection signal control
Beam is restricted, according to intersection whether in road Arterial Coordination Control system and the current direction of bus rapid transit and Trunk Road Coordination control
The relationship for making flow direction, be divided into three kinds of situation controls: the first is intersection not in road Arterial Coordination Control system；Second
It is intersection in road Arterial Coordination Control system and the current direction of bus rapid transit and Arterial Coordination Control flow direction is consistent；Third
Kind be intersection in road Arterial Coordination Control system but the current direction of bus rapid transit flowed to Arterial Coordination Control it is inconsistent；
The first situation control constraints: it in the case of intersection is not in road Arterial Coordination Control system, adjusts quickly public
Phase green light start time and duration where handing over, but remaining phase long green light time relative scale is required to remain unchanged, such as formula
(4) shown in；
Second situation control constraints: for intersection in road Arterial Coordination Control system and the current direction of bus rapid transit with
Arterial Coordination Control flows to unanimous circumstances, it is desirable that phase green time where bus rapid transit includes that former coordination flows to green time
Range requires phase green light start time where bus rapid transit that must not be later than former coordination and flows to green light start time, quickly public
Phase green light finish time where handing over must not flow to green light finish time earlier than original coordination, respectively as shown in formula (5) and formula (6),
Remaining phase long green light time relative scale remains unchanged, as shown in formula (4)；
The third situation control constraints: for intersection in road Arterial Coordination Control system but the current direction of bus rapid transit with
Arterial Coordination Control flows to inconsistent situation, phase green light start time and duration where can adjust bus rapid transit, but
Start to remain unchanged with duration it is required that Arterial Coordination Control flows to green light, respectively as shown in formula (7) and formula (8), remaining phase
Position long green light time relative scale remains unchanged, as shown in formula (4)；
In formula: j is intersection signal phase bit number；WithRespectively intersection node n signal phase j green light start time
And duration, the unit second；For phase j green light duration in intersection node n original signal timing scheme, unit second；WithBus rapid transit signal phase p green light start time and green respectively in intersection node n original signal timing scheme
Lamp duration, unit second；F is Arterial Coordination Control phase；WithRespectively intersection node n original signal timing side
Arterial Coordination Control phase f green light start time and green light duration, unit second in case；αnIt is intersection node n in addition to phase
The ratio of position remaining phase green light duration of j adjustment front and back.
4. bus rapid transit timetable preparation method according to claim 3, which is characterized in that the punctuality rate constraint, it is desirable that
Public transport is averaged punctuality rate greater than minimum punctuality rate limitation, as shown in formula (9)；
In formula: K is the set of bus station；pminFor the limitation of minimum punctuality rate；NIFor shift number total in the research period；NKFor public transport
Website quantity；pinFor public transport shift i node n coefficient on schedule, when defining public transport arrival time and differed with timetable less than 60s
Coefficient is 1 on schedule, and coefficient is 0 on schedule when public transport arrival time and timetable differ by more than 180s, and coefficient takes on schedule for middle section
Linear interpolation, as shown in formula (10)；
In formula:The plan moment of node n, unit second are reached for public transport shift i in timetable.
5. bus rapid transit timetable preparation method according to claim 3, which is characterized in that when each node reaches along described
Carve estimation constraint, by calculated one by one from the starting station vehicle reach along intersection and at the time of website, as shown in formula (11)；
In formula: I1And I2The respectively set of public transport uplink and downlink shift；NS1And NS2Respectively public transport uplink and downlink are passed through
Total intersection quantity；NK1And NK2Respectively master station's point quantity of public transport uplink and downlink process；N=1 and n=NS1+NK1+ 1 point
It Wei not public transport uplink and downlink starting station number；N=NS1+NK1And n=NS1+NS2+NK1+NK2Respectively public transport uplink and downlink are whole
Point station number；ti(n-1)Duration in station for public transport in website (n-1), unit second can be calculated by formula (12)；Lin(n-1)For node
The distance of (n-1) to node n, unit rice；V is bus travel speed, and m/s meets certain distribution；
In formula: UinIt is public transport shift i in upper guest's number of website n, can be calculated by formula (13)；DinIt is public transport shift i website n's
Lower guest's number can be calculated by formula (14)；tUAnd tDRespectively single passenger loading and the service time got off, s/ people meet certain
Distribution；
In formula: qnFor website n Passenger arrival rate, people/second；qmnIt gets on the bus the passenger's ratio got off in passenger to website n for slave site m
Example.
6. bus rapid transit timetable preparation method according to claim 3, which is characterized in that the intersection saturation degree is about
Beam, it is desirable that each phase saturation degree in intersection is limited no more than maximum saturation, if status intersection saturation degree has been more than maximum full
It is limited with degree, then each phase saturation degree is not more than current value after signal timing dial adjustment, as shown in formula (15)；
In formula: qnjFor the volume of traffic of intersection node n signal phase j, veh/h (/ hour)；SnjFor intersection node n signal
The saturation volume rate of phase j, veh/h (/ hour)；dmaxFor maximum saturation limitation.
7. bus rapid transit timetable preparation method according to claim 3, which is characterized in that the bus carrying number is about
Beam, it is desirable that each shift public transport carrying number when by any website is no more than maximum carrying number limitation, as shown in formula (16)；
In formula: OinThe carrying number for being public transport shift i after website n, can be calculated by formula (17)；OmaxFor the limitation of maximum carrying number；
8. bus rapid transit timetable preparation method according to claim 3, which is characterized in that the public bus network vehicle in use
Number constraint, it is desirable that railroad embankment vehicle number is not more than maximum fitted out vehicles limitation, as shown in formula (18)；
H1+H2≤Hmax (18)
In formula: H1And H2The respectively vehicle number that originates of public transport uplink and downlink；HmaxFor the limitation of maximum fitted out vehicles.
9. bus rapid transit timetable preparation method according to claim 3, which is characterized in that the public bus network departure interval
On the one hand constraint requires the starting station each shift departure interval within minimum departure interval and maximum departure interval, such as formula
(19) shown in；On the other hand each bus is required to reach the starting station moment by timetable frequency and the vehicle at the starting station
Interval should not less than vehicle the starting station minimum rest and reorganization duration limit, as shown in formula (20) and formula (21)；
In formula: ΔminAnd ΔmaxRespectively minimum departure interval and maximum departure interval, unit second；δminIt is vehicle at the starting station
Minimum rest and reorganization duration, the unit second.
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