CN108985503B - Bus rapid transit schedule compiling method - Google Patents

Bus rapid transit schedule compiling method Download PDF

Info

Publication number
CN108985503B
CN108985503B CN201810711088.6A CN201810711088A CN108985503B CN 108985503 B CN108985503 B CN 108985503B CN 201810711088 A CN201810711088 A CN 201810711088A CN 108985503 B CN108985503 B CN 108985503B
Authority
CN
China
Prior art keywords
bus
intersection
formula
time
rapid transit
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201810711088.6A
Other languages
Chinese (zh)
Other versions
CN108985503A (en
Inventor
赵靖
任祎程
韩印
周溪召
高幸
安旭
陆瑶
赵菁
魏允晗
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
University of Shanghai for Science and Technology
Original Assignee
University of Shanghai for Science and Technology
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by University of Shanghai for Science and Technology filed Critical University of Shanghai for Science and Technology
Priority to CN201810711088.6A priority Critical patent/CN108985503B/en
Publication of CN108985503A publication Critical patent/CN108985503A/en
Application granted granted Critical
Publication of CN108985503B publication Critical patent/CN108985503B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry

Landscapes

  • Business, Economics & Management (AREA)
  • Engineering & Computer Science (AREA)
  • Human Resources & Organizations (AREA)
  • Economics (AREA)
  • Strategic Management (AREA)
  • Physics & Mathematics (AREA)
  • Theoretical Computer Science (AREA)
  • Entrepreneurship & Innovation (AREA)
  • Marketing (AREA)
  • General Physics & Mathematics (AREA)
  • General Business, Economics & Management (AREA)
  • Tourism & Hospitality (AREA)
  • Game Theory and Decision Science (AREA)
  • Quality & Reliability (AREA)
  • Operations Research (AREA)
  • Development Economics (AREA)
  • Educational Administration (AREA)
  • Health & Medical Sciences (AREA)
  • General Health & Medical Sciences (AREA)
  • Primary Health Care (AREA)
  • Traffic Control Systems (AREA)

Abstract

The invention relates to a method for compiling a bus rapid transit schedule, which aims at the situation that a bus rapid transit has a special signal at an intersection and a special road right is provided at a road section; the bus rapid transit schedule compiling and intersection signal control are established in a unified optimization model, so that the bus route running process is controllable, and the travel time is reduced on the basis of guaranteeing the bus rapid transit punctuality rate; the method considers the constraint conditions of intersection signal control, punctuation rate, estimation of arrival time of each node along the line, intersection saturation, bus passenger number, bus line operating vehicle number, bus line departure interval and the like, and considers the fluctuation of bus stop time and operation speed, so that the optimization result is more in line with the actual operation condition.

Description

Bus rapid transit schedule compiling method
Technical Field
The invention relates to a traffic management technology, in particular to a bus rapid transit schedule compiling method considering intersection signal control.
Background
The bus rapid transit is taken as a high-quality urban public transport service system, and in order to improve the operation service level of the bus rapid transit, the operation schedule which is reasonably compiled is important content in the operation plan of the bus rapid transit. However, the current compiling method mainly adopts a conventional bus timetable compiling method, and has the characteristics that the bus rapid transit has a special signal at an intersection and a special road right is provided for a road section, no specific consideration is found in the timetable compiling, and no invention patent of the method is searched.
The literature search of the prior art finds that the method for compiling the bus schedule mainly comprises the following steps:
1. a bus schedule compiling method based on passenger flow demands and bus operation cost. And determining fixed departure frequency according to the passenger flow demand distribution in the design time period, wherein the passenger flow demand distribution specifically comprises the arrival number of passengers and the traffic volume of the line passenger flow. The 'Bus network design' literature specifically introduces four methods for determining departure frequency based on passenger flow demand and Bus operation cost.
2. A bus schedule compiling method considering passenger satisfaction. The subjective feeling of the public transportation service object is equalized mainly through the waiting time and the transfer cost of the passenger, and the schedule is compiled by taking the subjective feeling as a target, so that the benefits of the passenger and the public transportation enterprise are considered, and the passenger attraction of the public transportation is improved. A representative article is "Locating optimal timers and vehicle schedules in a transit line".
3. A bus schedule compiling method considering random factors. In order to adapt to the influence of various uncertain factors such as social vehicles, road conditions, passenger flows and the like on the actual operation process of the public transport vehicles, the consideration on factors such as random events, the randomness of the passenger flows and the passenger carrying rate of the public transport, the randomness of the running time of the vehicles and the like is increased in the research, so that the public transport schedule has stronger applicability. Representative papers include "applicable even-load and even-head transit timing using differential bus sizes," random expectation value model for multi-period bus departure interval optimization, "and the like.
Although the schedule is optimized according to different targets in the 3 existing schedule compiling methods, and the influence of various uncertain factors such as social vehicles, road conditions, passenger flows and the like in the actual operation process of the buses is considered in the method 3, the fixed departure frequency is adopted, and the signal control of intersections is not considered. This results in buses that can only ensure departure on a schedule at the origin station, while arrival times at intermediate stations are essentially out of control.
For the bus rapid transit, the bus line timetable is in closer contact with signal control, and the bus rapid transit has a special signal at an intersection and a special right on a road section, so that basic conditions are provided for controllability of the bus line operation process. However, the existing timetable compiling method does not fully utilize the characteristics, and a more scientific and reasonable timetable compiling method aiming at the bus rapid transit is lacked.
Disclosure of Invention
The invention provides a method for compiling a bus rapid transit schedule, which aims at the problems of a method for compiling the bus rapid transit schedule.
The technical scheme of the invention is as follows: a bus rapid transit schedule compiling method is characterized in that aiming at the situation that a bus rapid transit has a special signal at an intersection and a special road right on a road section, the time of each bus arriving at each station along the line is estimated by combining intersection signal control, and an operation schedule is compiled; the compiling method is expressed by a nonlinear programming model, and decision variables of the model comprise a bus schedule and signal timing at intersections along the line; the model aims at minimizing delay of a general intersection; using an intersection signal control, a punctuality rate, estimation of each arrival time along the line, an intersection saturation degree, a bus passenger carrying number, a bus line operation vehicle number and a bus line departure interval constraint condition optimization model, wherein nodes comprise stops and intersections; and solving the optimization model by using an algorithm to obtain a bus rapid transit schedule.
The model takes the minimum delay of the intersection as a target, namely an objective function as follows;
Figure BDA0001716097370000021
in the formula: i is the serial number of the bus shift; i is a set of bus shifts; n is the serial number of each node along the bus line; s is a set of intersections along the line; dinThe delay time of the bus shift i at the node n can be calculated according to the formula (2) in unit of second;
Figure BDA0001716097370000031
in the formula: dbDelay time for starting the bus, unit second; t is tinThe time difference of the bus shift i reaching the node n relative to the red light starting time can be calculated according to the formula (3) in unit seconds;
Figure BDA0001716097370000032
in the formula: mod (.) is a remainder symbol; t isinThe time when the bus shift i reaches the node n in actual operation is unit second; p is the bus rapid transit signal phase;
Figure BDA0001716097370000033
starting the fast bus signal phase p green light at the intersection node n in unit second;
Figure BDA0001716097370000034
the duration of a fast bus signal phase p green light at an intersection node n is unit second; cnThe n-cycle time of the intersection node is unit second.
The intersection signal control constraint is divided into three conditions according to whether the intersection is in a road trunk line coordination control system or not and the relation between the rapid public transport traffic direction and the trunk line coordination control flow direction: the first is that the intersection is not in the road trunk coordination control system; the second type is that the intersection is in a road trunk line coordination control system, and the transit direction of the bus rapid transit is consistent with the trunk line coordination control flow direction; the third is that the intersection is in the road trunk line coordination control system but the rapid bus passing direction is not consistent with the trunk line coordination control flow direction;
the first case controls the constraints: for the situation that the intersection is not in the road trunk line coordination control system, the starting time and the duration of the green light of the phase where the bus rapid transit is located are adjusted, but the relative proportion of the durations of the green lights of the other phases is required to be kept unchanged, as shown in a formula (4);
the second case controls the constraints: for the situation that the intersection is in the road trunk line coordination control system and the passing direction of the bus rapid transit is consistent with the trunk line coordination control flow direction, the green light time of the phase of the bus rapid transit is required to include the time range of the original coordination flow direction to the green light, namely the starting time of the green light of the phase of the bus rapid transit is required to be not later than the starting time of the original coordination flow direction to the green light, the ending time of the green light of the phase of the bus rapid transit is required to be not earlier than the ending time of the original coordination flow direction to the green light, and the relative proportion of the time of the green lights of the rest phases is respectively shown in the formulas (5) and (;
the third case controls the constraints: for the situation that the intersection is in the road trunk line coordination control system but the passing direction of the bus rapid transit is not consistent with the flow direction of the trunk line coordination control, the starting time and the duration of the green light of the phase where the bus rapid transit is located can be adjusted, but the starting time and the duration of the flow direction of the trunk line coordination control to the green light are required to be kept unchanged, as shown in formulas (7) and (8), respectively, the relative proportion of the duration of the green light of the rest phases is kept unchanged, as shown in formula (I) (II)4) Shown;
Figure BDA0001716097370000041
Figure BDA0001716097370000042
Figure BDA0001716097370000043
Figure BDA0001716097370000044
Figure BDA0001716097370000045
in the formula: j is the intersection signal phase number;
Figure BDA0001716097370000046
and
Figure BDA0001716097370000047
respectively setting the starting time and duration of a green light of a signal phase j of an intersection node n in unit second;
Figure BDA0001716097370000048
the green light duration of the phase j in the original signal timing scheme of the intersection node n is unit second;
Figure BDA0001716097370000049
and
Figure BDA00017160973700000410
respectively setting a green light starting time and a green light duration of a bus rapid transit signal phase p in an original signal timing scheme of an intersection node n in a unit of second; f is a trunk line coordination control phase;
Figure BDA00017160973700000411
and
Figure BDA00017160973700000412
respectively carrying out main line coordination control on a phase f green light starting time and green light duration time in an original signal timing scheme of an intersection node n in a unit of second; alpha is alphanThe proportion of the green light duration of the phases except the phase j of the intersection node n before and after the adjustment。
The punctuation rate constraint requires that the average punctuation rate of the bus is greater than the limit of the minimum punctuation rate, as shown in the formula (9);
Figure BDA00017160973700000413
in the formula: k is a set of bus stops; p is a radical ofminIs a minimum quasi-point rate limit; n is a radical ofIThe total number of shifts in the study period; n is a radical ofKThe number of bus stops; p is a radical ofinDefining the quasi-point coefficient of a bus class i at a node n as 1 when the phase difference between the bus arrival time and a timetable is less than 60s, defining the quasi-point coefficient of the bus arrival time and the timetable as 0 when the phase difference between the bus arrival time and the timetable is more than 180s, and linearly interpolating the quasi-point coefficients of the middle part as shown in a formula (10);
Figure BDA0001716097370000051
in the formula:
Figure BDA0001716097370000052
the scheduled time for the bus shift i to reach the node n in the timetable is unit second.
Estimating constraint of arrival time of each node along the line, and calculating the arrival time of the vehicles at intersections and stations along the line one by one from the starting station, wherein the formula is shown in a formula (11);
Figure BDA0001716097370000053
in the formula: i is1And I2Respectively are the sets of bus ascending and descending shifts; n is a radical ofS1And NS2The number of the total intersections through which the buses pass in an upstream and a downstream manner is respectively; n is a radical ofK1And NK2The total station number of the bus passing through the uplink and the downlink respectively; n is 1 and N is NS1+NK1+1 is the serial numbers of the bus ascending and descending starting stations respectively; n is NS1+NK1And N ═ NS1+NS2+NK1+NK2Respectively numbering the bus uplink and downlink terminal stations; t is ti(n-1)The standing time of the bus at the station (n-1) and the unit second can be calculated according to the formula (12); l isin(n-1)Is the distance from the node (n-1) to the node n, and the unit is meter; v is the bus running speed, m/s, and meets certain distribution;
Figure BDA0001716097370000056
in the formula: u shapeinThe number of guests at the station n for the bus shift i can be calculated according to the formula (13); dinThe number of passengers getting off at the station n for the bus shift i can be calculated according to the formula (14); t is tUAnd tDService time s/person for getting on and getting off a single passenger respectively meets certain distribution;
Figure BDA0001716097370000054
Figure BDA0001716097370000055
in the formula: q. q.snPassenger arrival rate for stop n, people/second; q. q.smnThe proportion of passengers getting on from station m to getting off from station n.
The intersection saturation degree constraint requires that the saturation degree of each phase of the intersection does not exceed the maximum saturation degree limit, and if the current intersection saturation degree exceeds the maximum saturation degree limit, the saturation degree of each phase after signal timing adjustment is not greater than the current value, as shown in a formula (15);
Figure BDA0001716097370000061
in the formula: q. q.snjThe traffic volume is the traffic volume of the signal phase j of the intersection node n, veh/h (vehicle/hour); snjThe saturation flow rate, veh/h (vehicle/hour), for the signal phase j at the intersection node n; dmaxIs a maximum saturation limit.
The number of passengers carried by the buses is constrained to be not more than the maximum number of passengers carried by buses in each shift when the buses pass any stop, as shown in a formula (16);
Figure BDA0001716097370000062
in the formula: o isinThe number of passengers carried by the bus in the bus shift i after passing through the station n can be calculated according to the formula (17); o ismaxLimit for maximum passenger carrying number;
Figure BDA0001716097370000063
the number of the bus line operating vehicles is restricted, and the number of the bus line operating vehicles is required to be not more than the limit of the maximum number of the buses to be allocated, as shown in a formula (18);
H1+H2≤Hmax (18)
in the formula: h1And H2Respectively the number of vehicles which start up and down on the bus; hmaxIs limited by the maximum number of vehicle allocations.
The bus route departure interval constraint requires that departure intervals of all the shifts of the starting station are within the range of the minimum departure interval and the maximum departure interval, as shown in a formula (19); on the other hand, the interval between the departure time of each bus at the departure station according to the schedule and the arrival time of the bus at the departure station is required to be not less than the minimum rest duration limit of the bus at the departure station, as shown in the formula (20) and the formula (21);
Figure BDA0001716097370000064
Figure BDA0001716097370000071
Figure BDA0001716097370000072
in the formula: deltaminAnd ΔmaxRespectively a minimum departure interval and a maximum departure interval, unit seconds; deltaminIs the minimum rest period of the vehicle at the origin station, in seconds.
The invention has the beneficial effects that: the invention provides a bus rapid transit schedule compiling method considering intersection signal control, aiming at the characteristics that bus rapid transit has special signals at an intersection and has special road rights at a road section; the bus rapid transit schedule compiling and intersection signal control are established in a unified optimization model, so that the bus route running process is controllable, and the travel time is reduced on the basis of guaranteeing the bus rapid transit punctuality rate; the method considers the constraint conditions of intersection signal control, punctuation rate, estimation of arrival time of each node along the line, intersection saturation, bus passenger number, bus line operating vehicle number, bus line departure interval and the like, and considers the fluctuation of bus stop time and operation speed, so that the optimization result is more in line with the actual operation condition.
Drawings
FIG. 1 is a schematic diagram of node numbers along a bus route in the bus rapid transit schedule compilation method of the invention;
fig. 2 is a schematic view of node numbering along a bus route in embodiment 1 of the method.
Detailed Description
A method for compiling a bus rapid transit schedule considering intersection signal control is characterized in that aiming at the characteristic that a bus rapid transit has a special signal at an intersection and a special road right at a road section, the time when each bus in each shift reaches each station along the line is estimated by combining intersection signal control, so that an operation schedule is compiled, and the travel time is reduced on the basis of ensuring the bus rapid transit punctuality rate; the compilation method is expressed by a nonlinear programming model, aims at minimum delay of a total intersection, and considers constraint conditions such as intersection signal control, punctuation rate, estimation of arrival time of each node (including a station and the intersection) along a line, intersection saturation, bus passenger number, bus line operation vehicle number, bus line departure interval and the like, wherein:
the decision variables of the model include the bus schedule (i.e. the scheduled time in the schedule for bus shift i to reach node n,
Figure BDA0001716097370000073
) When the signal is matched with the signal at the intersection along the line (namely the signal phase j of the intersection node n starts the green light
Figure BDA0001716097370000081
And duration
Figure BDA0001716097370000082
)；
The target function takes the minimum total intersection delay time as an optimization target in order to improve the running efficiency of the bus rapid transit and reduce the travel time, and is shown in a formula (1);
Figure BDA0001716097370000083
in the formula: i is the serial number of the bus shift; i is a set of bus shifts; n is the serial number of each node (including a stop and an intersection) along the bus line; s is a set of intersections along the line; dinThe delay time of the bus shift i at the node n can be calculated according to the formula (2) in unit of second;
Figure BDA0001716097370000084
in the formula: dbDelay time for starting the bus, unit second; t is tinThe time difference of the bus shift i reaching the node n relative to the red light starting time can be calculated according to the formula (3) in unit seconds;
Figure BDA0001716097370000085
in the formula: mod (.) is a remainder symbol; t isinThe time when the bus shift i reaches the node n in actual operation is unit second; p is the bus rapid transit signal phase;
Figure BDA0001716097370000086
starting the fast bus signal phase p green light at the intersection node n in unit second;
Figure BDA0001716097370000087
the duration of a fast bus signal phase p green light at an intersection node n is unit second; cnThe n-cycle time of the intersection node is unit second.
The intersection signal control constraint can be divided into three conditions according to whether the intersection is in a road trunk coordination control system or not and the relation between the rapid public transport traffic direction and the trunk coordination control flow direction: firstly, the intersection is not in the road trunk coordination control system, secondly, the intersection is in the road trunk coordination control system, the rapid bus passing direction is consistent with the trunk coordination control flow direction, and thirdly, the intersection is in the road trunk coordination control system, but the rapid bus passing direction is inconsistent with the trunk coordination control flow direction; for the situation that the intersection is not in the road trunk line coordination control system, the starting time and the duration of the green light of the phase where the bus rapid transit is located can be adjusted, but the relative proportion of the durations of the green lights of the other phases is required to be kept unchanged, as shown in a formula (4); for the situation that the intersection is in the road trunk line coordination control system and the passing direction of the bus rapid transit is consistent with the trunk line coordination control flow direction, the green light time of the phase of the bus rapid transit is required to include the time range of the original coordination flow direction to the green light, namely the starting time of the green light of the phase of the bus rapid transit is required to be not later than the starting time of the original coordination flow direction to the green light, the ending time of the green light of the phase of the bus rapid transit is required to be not earlier than the ending time of the original coordination flow direction to the green light, and the relative proportion of the time of the green lights of the rest phases is respectively shown in the formulas (5) and (; for the situation that the intersection is in the road trunk line coordination control system but the passing direction of the bus rapid transit is not consistent with the flow direction of the trunk line coordination control, the starting time and the duration of the green light of the phase where the bus rapid transit is located can be adjusted, but the starting time and the duration of the flow direction of the trunk line coordination control to the green light are required to be kept unchanged, as shown in the formula (7) and the formula (8), respectively, the relative proportion of the durations of the green lights of the rest phases is kept unchanged, as shown in the formula (4);
Figure BDA0001716097370000091
Figure BDA0001716097370000092
Figure BDA0001716097370000093
Figure BDA0001716097370000094
Figure BDA0001716097370000095
in the formula: j is the intersection signal phase number;
Figure BDA0001716097370000096
and
Figure BDA0001716097370000097
respectively setting the starting time and duration of a green light of a signal phase j of an intersection node n in unit second;
Figure BDA0001716097370000098
the green light duration of the phase j in the original signal timing scheme of the intersection node n is unit second;
Figure BDA0001716097370000099
and
Figure BDA00017160973700000910
bus rapid transit message in original signal timing scheme of intersection node n respectivelyThe signal phase p is the starting time of the green light and the duration of the green light in unit second; f is a trunk line coordination control phase;
Figure BDA00017160973700000911
and
Figure BDA00017160973700000912
respectively carrying out main line coordination control on a phase f green light starting time and green light duration time in an original signal timing scheme of an intersection node n in a unit of second; alpha is alphanAnd adjusting the proportion of the intersection node n to the intersection node n before and after the green light duration of the other phases except the phase j is adjusted.
The punctuation rate constraint requires that the average punctuation rate of the bus is greater than the limit of the minimum punctuation rate, as shown in the formula (9);
Figure BDA00017160973700000913
in the formula: k is a set of bus stops; p is a radical ofminIs a minimum quasi-point rate limit; n is a radical ofIThe total number of shifts in the study period; n is a radical ofKThe number of bus stops; p is a radical ofinDefining the quasi-point coefficient of a bus class i at a node n as 1 when the phase difference between the bus arrival time and a timetable is less than 60s, defining the quasi-point coefficient of the bus arrival time and the timetable as 0 when the phase difference between the bus arrival time and the timetable is more than 180s, and linearly interpolating the quasi-point coefficients of the middle part as shown in a formula (10);
Figure BDA0001716097370000101
in the formula:
Figure BDA0001716097370000102
the scheduled time for the bus shift i to reach the node n in the timetable is unit second.
The arrival time of each node along the line is estimated and constrained, and the arrival time of the bus at the node is required in the intersection delay calculation and the bus arrival punctuality rate calculation, so that the arrival time of the bus at the intersection and the arrival time at the station along the line can be calculated one by one from the starting station, as shown in a formula (11);
Figure BDA0001716097370000103
in the formula: i is1And I2Respectively are the sets of bus ascending and descending shifts; n is a radical ofS1And NS2The number of the total intersections through which the buses pass in an upstream and a downstream manner is respectively; n is a radical ofK1And NK2The total station number of the bus passing through the uplink and the downlink respectively; n is 1 and N is NS1+NK1+1 is the serial numbers of the bus ascending and descending starting stations respectively; n is NS1+NK1And N ═ NS1+NS2+NK1+NK2Respectively numbering the bus uplink and downlink terminal stations; t is ti(n-1)The standing time of the bus at the station (n-1) and the unit second can be calculated according to the formula (12); l isin(n-1)Is the distance from the node (n-1) to the node n, and the unit is meter; v is the bus running speed, m/s, and meets certain distribution;
Figure BDA0001716097370000104
in the formula: u shapeinThe number of guests at the station n for the bus shift i can be calculated according to the formula (13); dinThe number of passengers getting off at the station n for the bus shift i can be calculated according to the formula (14); t is tUAnd tDService time s/person for getting on and getting off a single passenger respectively meets certain distribution;
Figure BDA0001716097370000111
Figure BDA0001716097370000112
in the formula: q. q.snPassenger arrival rate for stop n, people/second; q. q.smnFor getting on/off passengers from station m to station nThe passenger ratio of (2).
The intersection saturation degree constraint requires that the saturation degree of each phase of the intersection does not exceed the maximum saturation degree limit, and if the current intersection saturation degree exceeds the maximum saturation degree limit, the saturation degree of each phase after signal timing adjustment is not greater than the current value, as shown in a formula (15);
Figure BDA0001716097370000113
in the formula: q. q.snjThe traffic volume is the traffic volume of the signal phase j of the intersection node n, veh/h (vehicle/hour); snjThe saturation flow rate, veh/h (vehicle/hour), for the signal phase j at the intersection node n; dmaxIs a maximum saturation limit.
The number of passengers carried by the buses is constrained to be not more than the maximum number of passengers carried by buses in each shift when the buses pass any stop, as shown in a formula (16);
Figure BDA0001716097370000114
in the formula: o isinThe number of passengers carried by the bus in the bus shift i after passing through the station n can be calculated according to the formula (17); o ismaxLimit for maximum passenger carrying number;
Figure BDA0001716097370000115
the number of the bus line operating vehicles is restricted, and the number of the bus line operating vehicles is required to be not more than the limit of the maximum number of the buses to be allocated, as shown in a formula (18);
H1+H2≤Hmax (18)
in the formula: h1And H2Respectively the number of vehicles which start up and down on the bus; hmaxIs limited by the maximum number of vehicle allocations.
The bus route departure interval constraint requires that departure intervals of all the shifts of the starting station are within the range of the minimum departure interval and the maximum departure interval, as shown in a formula (19); on the other hand, the interval between the departure time of each bus at the departure station according to the schedule and the arrival time of the bus at the departure station is required to be not less than the minimum rest duration limit of the bus at the departure station, as shown in the formula (20) and the formula (21);
Figure BDA0001716097370000121
Figure BDA0001716097370000122
Figure BDA0001716097370000123
in the formula: deltaminAnd ΔmaxRespectively a minimum departure interval and a maximum departure interval, unit seconds; deltaminIs the minimum rest period of the vehicle at the origin station, in seconds.
A bus rapid transit timetable compiling method considering intersection signal control is characterized in that by solving a nonlinear programming model taking an equation (1) as an objective function and equations (2) - (21) as constraint conditions, the method can simultaneously obtain a bus rapid transit timetable (namely the planning time of a bus shift i in the timetable to reach a node n,
Figure BDA0001716097370000124
) When the signal timing is matched with the signal timing at the intersection along the line (namely the signal phase of the node n at the intersection is the starting time and the duration of the green light,
Figure BDA0001716097370000125
and
Figure BDA0001716097370000126
). The number of the nodes along the bus line is schematically shown in figure 1.
The number of nodes along the line in embodiment 1 of the invention is schematically shown in fig. 2, wherein the number of bus stations is 10, the number of nodes is 1, 4, 5, 7, 9, 10, 12, 14, 15 and 18, the number of intersections is 4, the number of nodes is 2, 3, 6, 8, 11, 13, 16 and 17, and the nodes 2 and 17, 3 and 16, 6 and 13, 8 and 11 are the same intersection; the maximum passenger carrying number of the bus is limited to 80, the maximum distribution number of the bus is limited to 80, the minimum departure interval and the maximum departure interval are 240s and 360s respectively, and the minimum rest time length is 120 s; the bus running speed meets the normal distribution that the mean value is 30km/h and the variance is 0.5; the arrival rate of passengers at each bus stop is 0.05 persons/s, and the proportion of passengers going to each bus stop is equal; the flow direction and the flow of social vehicles at each intersection are 300veh/h, and the saturation flow rate is 1800 veh/h; the service time of getting on a single passenger meets the normal distribution with the mean value of 3.5 s/the human variance of 0.5, and the service time of getting off the passenger meets the normal distribution with the mean value of 2.1 s/the human variance of 0.5; the initial signal timing of each intersection is shown in table 1; the intersection along the line is positioned in a road trunk coordination control system, the coordination control flow direction is east-west straight (phase 2) and is consistent with the passing direction of the rapid buses, and the phase differences of the intersection nodes 2 (or 17), 3 (or 16), 6 (or 13) and 8 (or 11) in the east-west straight direction are respectively 0, 60, 0 and 60; limiting the maximum saturation of each flow direction of the intersection to 0.9; the analysis time was 1 hour.
TABLE 1
Phase position Flow direction of Cycle duration(s) Duration of green light(s)
Phase 1 East-west left turn 120 27
Phase 2 East-west straight going 120 27
Phase 3 Left turn from north to south 120 27
Phase 4 Straight-going north-south 120 27
The specific process is briefly described as follows:
step 1: and substituting the input parameters into a nonlinear programming model which is established by the invention and takes the formula (1) as an objective function and the formulas (2) to (21) as constraint conditions.
Step 2: the model is a nonlinear programming model, and a genetic algorithm is adopted for solving. The bus timetable and the signal timing optimization results at intersections along the line are shown in tables 2 and 3 respectively.
TABLE 2
Figure BDA0001716097370000131
Figure BDA0001716097370000141
TABLE 3
Figure BDA0001716097370000142
And step 3: and evaluating a design scheme. And comparing the traditional schedule compiling scheme with the improved scheme of the invention by taking the total delay and the standard point rate as evaluation indexes. The conventional scheme employs a 5 minute (300s) departure interval, consistent with the average departure interval of the inventive scheme. 1000 scenes are randomly generated according to the distribution of the input parameters, the average value of each scene is taken for comparison, and the result is shown in table 4. According to the method, the bus schedule and the signal timing at the intersection along the line are optimized, so that the total delay is reduced by 32.7% and the punctuality rate is improved by 3.1% under the condition that the total number of departure shifts of the line is not changed, and the passing efficiency and the service level of the rapid transit are obviously improved.
TABLE 4
Figure BDA0001716097370000143
Figure BDA0001716097370000151
The embodiments described above are intended to facilitate one of ordinary skill in the art in understanding and using the present invention. It will be readily apparent to those skilled in the art that various modifications to this embodiment can be readily made, and the generic principles described herein may be applied to other embodiments without the use of the inventive faculty. Therefore, the present invention is not limited to the embodiments described herein, and those skilled in the art should make improvements and modifications within the scope of the present invention based on the disclosure of the present invention.

Claims (8)

1. A bus rapid transit schedule compiling method is characterized in that aiming at the situation that a bus rapid transit has a special signal at an intersection and a special road right at a road section, the time of each bus arriving at each station along the line is estimated by combining intersection signal control, and an operation schedule is compiled; the compiling method is expressed by a nonlinear programming model, and decision variables of the model comprise a bus schedule and signal timing at intersections along the line; the model aims at minimizing delay of a general intersection; using an intersection signal control, a punctuality rate, estimation of each arrival time along the line, an intersection saturation degree, a bus passenger carrying number, a bus line operation vehicle number and a bus line departure interval constraint condition optimization model, wherein nodes comprise stops and intersections; solving the optimization model by using a selection algorithm to obtain a bus rapid transit timetable;
the model takes the minimum delay of the intersection as a target, namely an objective function as follows;
Figure FDA0003025991200000011
in the formula: i is the serial number of the bus shift; i is a set of bus shifts; n is the serial number of each node along the bus line; s is a set of intersections along the line; dinThe delay time of the bus shift i at the node n can be calculated according to the formula (2) in unit of second;
Figure FDA0003025991200000012
in the formula: dbDelay time for starting the bus, unit second; t is tinThe time difference of the bus shift i reaching the node n relative to the red light starting time can be calculated according to the formula (3) in unit seconds;
Figure FDA0003025991200000013
in the formula: mod (.) is a remainder symbol; t isinThe time when the bus shift i reaches the node n in actual operation is unit second; p is the bus rapid transit signal phase;
Figure FDA0003025991200000014
starting the fast bus signal phase p green light at the intersection node n in unit second;
Figure FDA0003025991200000015
the duration of a fast bus signal phase p green light at an intersection node n is unit second; cnThe n-cycle time of the intersection node is unit second.
2. The bus rapid transit schedule compilation method according to claim 1, characterized in that the intersection signal control constraints are controlled in three situations according to whether the intersection is in a road trunk coordination control system or not and the relationship between the bus rapid transit passing direction and the trunk coordination control flow direction: the first is that the intersection is not in the road trunk coordination control system; the second type is that the intersection is in a road trunk line coordination control system, and the transit direction of the bus rapid transit is consistent with the trunk line coordination control flow direction; the third is that the intersection is in the road trunk line coordination control system but the rapid bus passing direction is not consistent with the trunk line coordination control flow direction;
the first case controls the constraints: for the situation that the intersection is not in the road trunk line coordination control system, the starting time and the duration of the green light of the phase where the bus rapid transit is located are adjusted, but the relative proportion of the durations of the green lights of the other phases is required to be kept unchanged, as shown in a formula (4);
the second case controls the constraints: for the situation that the intersection is in the road trunk line coordination control system and the passing direction of the bus rapid transit is consistent with the trunk line coordination control flow direction, the green light time of the phase of the bus rapid transit is required to include the time range of the original coordination flow direction to the green light, namely the starting time of the green light of the phase of the bus rapid transit is required to be not later than the starting time of the original coordination flow direction to the green light, the ending time of the green light of the phase of the bus rapid transit is required to be not earlier than the ending time of the original coordination flow direction to the green light, and the relative proportion of the time of the green lights of the rest phases is respectively shown in the formulas (5) and (;
the third case controls the constraints: for the situation that the intersection is in the road trunk line coordination control system but the passing direction of the bus rapid transit is not consistent with the flow direction of the trunk line coordination control, the starting time and the duration of the green light of the phase where the bus rapid transit is located can be adjusted, but the starting time and the duration of the flow direction of the trunk line coordination control to the green light are required to be kept unchanged, as shown in the formula (7) and the formula (8), respectively, the relative proportion of the durations of the green lights of the rest phases is kept unchanged, as shown in the formula (4);
Figure FDA0003025991200000021
Figure FDA0003025991200000022
Figure FDA0003025991200000023
Figure FDA0003025991200000024
Figure FDA0003025991200000025
in the formula: j is the intersection signal phase number;
Figure FDA0003025991200000026
and
Figure FDA0003025991200000027
respectively setting the starting time and duration of a green light of a signal phase j of an intersection node n in unit second;
Figure FDA0003025991200000028
the green light duration of the phase j in the original signal timing scheme of the intersection node n is unit second;
Figure FDA0003025991200000029
and
Figure FDA00030259912000000210
are respectively an intersection sectionN, in the original signal timing scheme, the bus rapid transit signal phase p is the starting time of the green light and the duration of the green light in unit second; f is a trunk line coordination control phase;
Figure FDA0003025991200000031
and
Figure FDA0003025991200000032
respectively carrying out main line coordination control on a phase f green light starting time and green light duration time in an original signal timing scheme of an intersection node n in a unit of second; alpha is alphanAnd adjusting the proportion of the intersection node n to the intersection node n before and after the green light duration of the other phases except the phase j is adjusted.
3. The bus rapid transit schedule compilation method of claim 2, wherein the punctuation rate constraint requires that the average punctuation rate of the bus is greater than a minimum punctuation rate limit, as shown in equation (9);
Figure FDA0003025991200000033
in the formula: k is a set of bus stops; p is a radical ofminIs a minimum quasi-point rate limit; n is a radical ofIThe total number of shifts in the study period; n is a radical ofKThe number of bus stops; p is a radical ofinDefining the quasi-point coefficient of a bus class i at a node n as 1 when the phase difference between the bus arrival time and a timetable is less than 60s, defining the quasi-point coefficient of the bus arrival time and the timetable as 0 when the phase difference between the bus arrival time and the timetable is more than 180s, and linearly interpolating the quasi-point coefficients of the middle part as shown in a formula (10);
Figure FDA0003025991200000034
in the formula:
Figure FDA0003025991200000035
the scheduled time of the bus shift i to reach the node n in the timetable is the unit second。
4. The bus rapid transit schedule compilation method according to claim 2, wherein the arrival time estimation constraints of the nodes along the route are calculated one by one from the origin station for the arrival times of the vehicles at the intersections and stations along the route as shown in formula (11);
Figure FDA0003025991200000036
in the formula: i is1And I2Respectively are the sets of bus ascending and descending shifts; n is a radical ofS1And NS2The number of the total intersections through which the buses pass in an upstream and a downstream manner is respectively; n is a radical ofK1And NK2The total station number of the bus passing through the uplink and the downlink respectively; n is 1 and N is NS1+NK1+1 is the serial numbers of the bus ascending and descending starting stations respectively; n is NS1+NK1And N ═ NS1+NS2+NK1+NK2Respectively numbering the bus uplink and downlink terminal stations; t is ti(n-1)The standing time of the bus at the station (n-1) and the unit second can be calculated according to the formula (12); l isin(n-1)Is the distance from the node (n-1) to the node n, and the unit is meter; v is the bus running speed, m/s, and meets certain distribution;
Figure FDA0003025991200000041
in the formula: u shapeinThe number of guests at the station n for the bus shift i can be calculated according to the formula (13); dinThe number of passengers getting off at the station n for the bus shift i can be calculated according to the formula (14); t is tUAnd tDService time s/person for getting on and getting off a single passenger respectively meets certain distribution;
Figure FDA0003025991200000042
Figure FDA0003025991200000043
in the formula: q. q.snPassenger arrival rate for stop n, people/second; q. q.smnThe proportion of passengers getting on from station m to getting off from station n.
5. The bus rapid transit schedule compilation method according to claim 2, characterized in that the intersection saturation constraint requires that the intersection saturation of each phase does not exceed a maximum saturation limit, and if the current intersection saturation exceeds the maximum saturation limit, the phase saturation after signal timing adjustment is not greater than the current value, as shown in equation (15);
Figure FDA0003025991200000044
in the formula: q. q.snjThe traffic volume is the traffic volume of the signal phase j of the intersection node n, veh/h (vehicle/hour); snjThe saturation flow rate, veh/h (vehicle/hour), for the signal phase j at the intersection node n; dmaxIs a maximum saturation limit.
6. The bus rapid transit schedule compilation method of claim 2, wherein the bus passenger number constraint requires that the passenger number of each bus shift does not exceed a maximum passenger number limit when passing any stop, as shown in equation (16);
Figure FDA0003025991200000051
in the formula: o isinThe number of passengers carried by the bus in the bus shift i after passing through the station n can be calculated according to the formula (17); o ismaxLimit for maximum passenger carrying number;
Figure FDA0003025991200000052
7. the bus rapid transit schedule compilation method of claim 2, wherein the number of bus route operating vehicles is constrained to require that the number of route operating vehicles is not greater than a maximum number of vehicle assignments limit, as shown in equation (18);
H1+H2≤Hmax (18)
in the formula: h1And H2Respectively the number of vehicles which start up and down on the bus; hmaxIs limited by the maximum number of vehicle allocations.
8. The bus rapid transit schedule compilation method according to claim 2, wherein the bus route departure interval constraints require that, on the one hand, departure intervals of each shift at the departure station are within a minimum departure interval and a maximum departure interval, as shown in formula (19); on the other hand, the interval between the departure time of each bus at the departure station according to the schedule and the arrival time of the bus at the departure station is required to be not less than the minimum rest duration limit of the bus at the departure station, as shown in the formula (20) and the formula (21);
Figure FDA0003025991200000053
Figure FDA0003025991200000054
Figure FDA0003025991200000055
in the formula: deltaminAnd ΔmaxRespectively a minimum departure interval and a maximum departure interval, unit seconds; deltaminIs the minimum rest period of the vehicle at the origin station, in seconds.
CN201810711088.6A 2018-07-02 2018-07-02 Bus rapid transit schedule compiling method Active CN108985503B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201810711088.6A CN108985503B (en) 2018-07-02 2018-07-02 Bus rapid transit schedule compiling method

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201810711088.6A CN108985503B (en) 2018-07-02 2018-07-02 Bus rapid transit schedule compiling method

Publications (2)

Publication Number Publication Date
CN108985503A CN108985503A (en) 2018-12-11
CN108985503B true CN108985503B (en) 2021-07-09

Family

ID=64539829

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201810711088.6A Active CN108985503B (en) 2018-07-02 2018-07-02 Bus rapid transit schedule compiling method

Country Status (1)

Country Link
CN (1) CN108985503B (en)

Families Citing this family (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110782694B (en) * 2019-10-31 2021-10-08 同济大学 Internet bus arrival and stop management optimization method
CN111223300A (en) * 2020-01-21 2020-06-02 爱易成技术(天津)有限公司 Method for guiding speed of public transport section
CN111429731B (en) * 2020-03-12 2022-11-01 上海理工大学 Bus multi-mode scheduling and intersection signal timing collaborative optimization method along line
CN117576929B (en) * 2024-01-19 2024-04-02 山东科技大学 Vehicle speed and signal collaborative optimization method considering intersection of different public transport planes

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101556740A (en) * 2009-04-30 2009-10-14 吉林大学 Bus priority signal timing method based on running schedule
CN104239484A (en) * 2014-09-05 2014-12-24 浙江工业大学 Multi-mode bus combinatorial dispatch-based schedule making method
CN104504638A (en) * 2014-12-18 2015-04-08 南京信息工程大学 Bus departure time table making method
CN105046379A (en) * 2015-09-09 2015-11-11 东南大学 City bus departure timetable optimization method
KR20160115757A (en) * 2015-03-26 2016-10-06 삼성에스디에스 주식회사 System and method for providing logistics service information
CN106297335A (en) * 2016-11-09 2017-01-04 河海大学 A kind of public traffic in priority green extension optimization method under the bus stop interaction environment of downstream, crossing
CN106355911A (en) * 2016-10-26 2017-01-25 长安大学 Prior control method for bus rapid transit signal during traffic peak duration
CN107945511A (en) * 2017-11-20 2018-04-20 中兴软创科技股份有限公司 A kind of computational methods of intersection delay time
CN108171979A (en) * 2018-01-05 2018-06-15 同济大学 A kind of tramcar whole day runs time optimization method and system

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101556740A (en) * 2009-04-30 2009-10-14 吉林大学 Bus priority signal timing method based on running schedule
CN104239484A (en) * 2014-09-05 2014-12-24 浙江工业大学 Multi-mode bus combinatorial dispatch-based schedule making method
CN104504638A (en) * 2014-12-18 2015-04-08 南京信息工程大学 Bus departure time table making method
KR20160115757A (en) * 2015-03-26 2016-10-06 삼성에스디에스 주식회사 System and method for providing logistics service information
CN105046379A (en) * 2015-09-09 2015-11-11 东南大学 City bus departure timetable optimization method
CN106355911A (en) * 2016-10-26 2017-01-25 长安大学 Prior control method for bus rapid transit signal during traffic peak duration
CN106297335A (en) * 2016-11-09 2017-01-04 河海大学 A kind of public traffic in priority green extension optimization method under the bus stop interaction environment of downstream, crossing
CN107945511A (en) * 2017-11-20 2018-04-20 中兴软创科技股份有限公司 A kind of computational methods of intersection delay time
CN108171979A (en) * 2018-01-05 2018-06-15 同济大学 A kind of tramcar whole day runs time optimization method and system

Non-Patent Citations (2)

* Cited by examiner, † Cited by third party
Title
A multi-objective model for regional bus timetable based on NSGA-II;Yue Song .etc;《2012 IEEE International Conference on Computer Science and Automation Engineering (CSAE)》;20120820;全文 *
提升快速公交系统服务水平的时刻表设计模型与方法研究;吴家庆;《博士学位论文（电子期刊）工程科技Ⅱ辑》;20170228;第75页第1段-第97页最后1段 *

Also Published As

Publication number Publication date
CN108985503A (en) 2018-12-11

Similar Documents

Publication Publication Date Title
CN108985503B (en) Bus rapid transit schedule compiling method
CN107730922B (en) Unidirectional trunk line green wave coordination control self-adaptive adjustment method
CN104504229B (en) A kind of intelligent public transportation dispatching method based on hybrid metaheuristics
Ma et al. Development and evaluation of a coordinated and conditional bus priority approach
CN105788301B (en) The pre- stop line in piggybacking left-hand rotation intersection and pre-signal method to set up
CN104866931B (en) A kind of metro passenger flow method for organizing based on major station parking and multistation collaboration current limliting
CN109448403B (en) Bus signal priority necessity analysis method under trunk line coordination control
CN108281026A (en) Intersection no signal lamp vehicle dispatching method under a kind of automatic Pilot environment
CN111899534A (en) Traffic light intelligent control method based on road real-time capacity
CN106297335B (en) A kind of public traffic in priority green extension optimization method that intersection-downstream bus stop interacts under environment
CN111340406A (en) Method and system for realizing bus dynamic arrangement model based on OD passenger flow
CN114155724B (en) Intersection traffic signal control method in Internet of vehicles environment
CN104064041A (en) Traffic signal lamp adjusting system and method based on public transport motorcade priority
CN111429721A (en) Intersection traffic signal scheme optimization method based on queuing dissipation time
CN104499393A (en) Bus transit lane planning method for balancing trip cost of bus passengers and private cars
CN110796877A (en) Traffic signal control and bus dispatching cooperative control method facing one-way bus line
CN106355905A (en) Control method for overhead signal based on checkpoint data
CN108171979A (en) A kind of tramcar whole day runs time optimization method and system
CN109191835A (en) A kind of control method and system of tramcar operation
CN110509959A (en) The energy conservation optimizing method of urban railway transit train line-timing operation
CN112053580A (en) Intersection bus signal priority control optimization method
CN109872531A (en) Road traffic signal controls system-wide net optimized control objective function construction method
Li et al. Regional coordinated bus priority signal control considering pedestrian and vehicle delays at urban intersections
CN114842642B (en) Combined type intercommunication main line advanced lane changing and inlet multi-turn lane linkage control system and method
CN103021194A (en) Method for setting inter-station unidirectional sectioned green wave signals for long-spacing buses

Legal Events

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