CN108985616A - A kind of public transportation lane evaluation of layout method - Google Patents

A kind of public transportation lane evaluation of layout method Download PDF

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CN108985616A
CN108985616A CN201810755060.2A CN201810755060A CN108985616A CN 108985616 A CN108985616 A CN 108985616A CN 201810755060 A CN201810755060 A CN 201810755060A CN 108985616 A CN108985616 A CN 108985616A
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田晟
许凯
张剑锋
冯宇鹏
马美娜
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South China University of Technology SCUT
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Abstract

The invention discloses a kind of public transportation lane evaluation of layout methods, comprising the following steps: travel time reduced rate per capita is calculated after public transportation lane layout in step 1, the travel time per capita that front and back is laid out by public transportation lane；Step 2 establishes the car speed of service and bus running speed before laying public transportation lane；Step 3 establishes the car speed of service and bus running speed after laying public transportation lane；Step 4, the parameter obtained according to step 1- step 3, the comprehensive evaluation model after establishing public transportation lane layout, evaluate the layout of public transportation lane.The method analyzes a series of indexs of public transportation lane setting front and back, finally establishes comprehensive evaluation model and evaluate the setting effect of special lane, have broad prospect of application from travel time per capita, the angle of running velocity.

Description

Bus lane layout evaluation method
Technical Field
The invention relates to the field of traffic, in particular to a bus lane layout evaluation method.
Background
With the continuous increase of the quantity of motor vehicles, traffic jam spreads in most cities, and certain influence is generated on urban traffic development, resident living quality and the like, so that the sustainable development of the cities is limited. The bus has the characteristic of high passenger capacity, and the bus travel is vigorously developed, so that the waste of traffic resources can be reduced to a certain extent, traffic jam is relieved, environmental pollution is reduced, and energy and land resources are saved. In a real traffic network, the large-area popularization of cars becomes an obstacle to the operation of buses in the network, the service level of the buses cannot reach the expectation of travelers, and the attractiveness of the buses is gradually reduced.
Under the above circumstances, a series of "bus priority" strategies are successively introduced to promote the development of public transportation. The urban road resource is limited, and the conditional allocation of the road resource, namely the setting of the bus lane, is one of the important methods for realizing the bus priority. Under the guidance of a 'bus priority' strategy, the mileage number of a bus lane is increased in each large city so as to achieve the effects of forming a network on the bus lane and improving the coverage rate of the bus lane. However, buses exclusively share road resources on the lanes, so that the phenomenon that cars are more congested can be caused to a certain extent, analysis is performed from the perspective of the overall traveling effect of a traffic network, and the setting of the lanes for buses is unlikely to be more beneficial than disadvantageous. The public transport bus way can generate social benefits which cannot be quantified and can not be reflected in a short time, but the social benefits are critical in the long term. It is therefore necessary to evaluate the bus-specific layout.
Disclosure of Invention
The invention aims to provide a bus lane layout evaluation method aiming at the defects of the prior art, which considers a bus lane in a marking isolation mode, analyzes a series of indexes before and after the bus lane is set from the aspects of average travel time and vehicle running speed, and finally establishes a comprehensive evaluation model to evaluate the setting effect of the bus lane.
The purpose of the invention can be realized by the following technical scheme:
a bus lane layout evaluation method comprises the following steps:
step 1, calculating to obtain the reduction rate of the average pedestrian travel time after the bus lane layout through the average pedestrian travel time before and after the bus lane layout;
step 2, determining the running speed of the car and the running speed of the bus before the bus lane is laid;
step 3, determining the running speed of the cars and the running speed of the buses after the bus lanes are laid;
and 4, establishing a comprehensive evaluation model after the bus lane layout according to the parameters obtained in the steps 1 to 3, and evaluating the bus lane layout.
Compared with the prior art, the invention has the following advantages and beneficial effects:
the invention evaluates the special lanes by selecting a plurality of specific indexes of the reduction rate of the per-capita travel time, the average running speed of the cars and buses before the arrangement of the special lanes and the average running speed of the cars and buses after the arrangement of the special lanes, more comprehensively reflects the performance of the roads, provides a reasonable basic data source for a comprehensive evaluation model, establishes the comprehensive evaluation model on the basis of the specific indexes, evaluates the effect of the special lanes from the overall perspective, can reflect whether the arrangement of the special lanes is scientific and provides reference for whether similar roads are used for constructing the special lanes of the buses.
Drawings
Fig. 1 is a flowchart of a bus lane layout evaluation method according to an embodiment of the present invention.
Detailed Description
The present invention will be described in further detail with reference to examples and drawings, but the present invention is not limited thereto.
Example (b):
the embodiment provides a bus lane layout evaluation method, and the flow chart of the method is shown in fig. 1, and the method comprises the following steps:
step 1, calculating to obtain the reduction rate of the average pedestrian travel time after the bus lane layout through the average pedestrian travel time before and after the bus lane layout; the calculation formula of the average travel time of people is as follows:
wherein,representing the number of travelers on the section a who travel using cars,representing the travel time of using the car;representing the number of travelers on the road segment a who travel using the bus,representing the travel time of using the bus for travel;
the calculation formula of the reduction rate of the average human-out line time after the layout of the special lane is as follows:
wherein, T'ARepresents the average time of travel, T, before the bus lane is laidAAnd the average trip time of people after the bus lane is laid is shown.
Step 2, determining the running speed of the car and the running speed of the bus before the bus lane is laid; the formula of the running speed of the car before the bus lane is laid is as follows:
wherein,representing the average running speed of the car in the mixed running process;representing the free flow speed of the car, the value is related to the road grade and the number of lanes;the flow value of the car on the road section a is represented;representing the flow value of the bus on the road section a;representing the number of travelers on the section a who use cars to travel;representing the number of travelers on the road section a using the bus to travel, etacrepresenting the flow conversion coefficient of the car [. eta. ]bRepresenting a flow conversion coefficient of the bus; c. CsThe actual traffic capacity of the road section is represented by correcting the theoretical traffic capacity, and the correction formula is that c is r1×r2×r3X C, C represents the theoretical traffic capacity of a single lane, r1Indicates a lane width correction coefficient, r2Represents a lane number correction coefficient; r is3Representing road section street correction coefficients;
the bus running speed formula before the bus lane is laid is as follows:
wherein,representing the average running speed of the bus during mixed running;the free flow speed of the bus is represented, and the value is related to the road grade and the number of lanes.
Step 3, determining the running speed of the cars and the running speed of the buses after the bus lanes are laid;
experimental data shows, after having set up the bus lane, if the saturation of bus is less than 0.3, the operation of bus can not cause the interference to the car, and the car speed of traveling can not reduce because of the saturation increase of bus, consequently:
after the bus lane is laid, if the saturation of the bus is not more than 0.3, the running speed formula of the car is as follows:
wherein,represents the average running speed of the cars after the bus lane is laid,representing the traffic capacity of the cars on the section a;
if the saturation of bus on highway section is greater than 0.3, when the functioning speed of operation place ahead bus is slower, the bus just can select to occupy ordinary lane under the condition that needs the overtaking, influences the operation of car, under the great condition of the saturation of bus, receives the influence of driver psychological factor, the functioning speed of car not only is relevant with self saturation still relevant with the saturation of bus under this condition, consequently:
after the bus lane is laid, if the saturation of the bus is greater than 0.3, the car running speed formula is as follows:
wherein, the saturation of the bus
The actual data shows that if the saturation of the car is lower than 0.5, the operation of the bus is hardly affected by the car, so that:
after the bus lane is laid, if the saturation of the car is not more than 0.5, the bus running speed formula is as follows:
wherein,the average running speed of the bus after the bus lane is laid is represented;
if the saturation of the car on the road section is higher than 0.5, the increase of the saturation of the car can reduce the calculated running speed of the bus to a certain extent, in this case, the running speed of the bus is not only related to the saturation of the bus, but also related to the saturation of the car, so that:
after the bus lane is laid, if the saturation of the car is greater than 0.5, the bus running speed formula is as follows:
wherein the saturation of the car Representing the capacity of the bus on the road segment a.
And 4, establishing a comprehensive evaluation model after the bus lane layout according to the parameters obtained in the steps 1 to 3, and evaluating the bus lane layout.
When a comprehensive evaluation model is established, an index system is set to be X, and any Xi、xjE.g. X, if XiAnd xjCorrelation, then x is illustratediCan be xjExplained, the higher the degree of correlation, xiIs x byjThe more interpretations, xiThe worse the independence of (A), the smaller the effect in the index system, and assuming that n sequences and p indexes exist in the index system X, then xij is the j index of the ith sequence, and the following evaluation indexes are used in the comprehensive evaluation model: the reduction rate delta T of the time of all people going out and the average running speed of the cars during mixed running before the arrangement of the bus laneAverage running speed of bus during mixed running before bus lane layingAverage running speed of cars after bus lane layingAverage running speed of bus after bus lane layoutI.e., p is 5, the sequence number n is the number of segments,is provided withThe steps of determining the weight by the correlation coefficient method are as follows:
a. and (3) performing homotrending transformation on indexes: when the forward index and the reverse index coexist, the reverse index should be forward-converted, and the forward-conversion method of the reverse index is as follows:
wherein i is 1,2, …, n, j is 1,2, …, p;
b. nondimensionalization of indexes: different evaluation indexes often have different dimensions and dimension units, and in order to eliminate the influence, each evaluation index is subjected to non-dimensionalization processing by using an averaging method as follows:
the mean value of each index after the averaging is 1, and the variance is as follows:
that is, the variance of each index after the averaging is the coefficient of variation of each indexThe square of (2), which retains the information of the degree of variation of each index;
c. calculation of correlation coefficient: the calculation formula of the correlation coefficient among the indexes in the index system is as follows:
wherein L isiiIndicates the correlation between index i and index i, LjjIndicates the correlation between the index j and the index j, LijIndicates the correlation between index i and index j, rijRepresents the correlation coefficient, y, of the index i normalized to the index jiIndicates a dimensionless value of the index i, yjRepresenting a dimensionless value of the index j;
d. calculating the index xjMean of the degree of correlation with other indices:
e. the average degree of correlation is inverted:
f. calculating the index xjThe weight of (c):
g. calculating a comprehensive score: using the weight omegajWeighting and summing the dimensionless indexes to obtain a comprehensive evaluation value DiThe calculation formula is as follows:
the above description is only for the preferred embodiments of the present invention, but the protection scope of the present invention is not limited thereto, and any person skilled in the art can substitute or change the technical solution of the present invention and the inventive concept within the scope of the present invention, which is disclosed by the present invention, and the equivalent or change thereof belongs to the protection scope of the present invention.

Claims (5)

1. A bus lane layout evaluation method is characterized by comprising the following steps:
step 1, calculating to obtain the reduction rate of the average pedestrian travel time after the bus lane layout through the average pedestrian travel time before and after the bus lane layout;
step 2, determining the running speed of the car and the running speed of the bus before the bus lane is laid;
step 3, determining the running speed of the cars and the running speed of the buses after the bus lanes are laid;
and 4, establishing a comprehensive evaluation model after the bus lane layout according to the parameters obtained in the steps 1 to 3, and evaluating the bus lane layout.
2. The method for evaluating the layout of the bus lanes according to claim 1, wherein the calculation formula of the average time of travel of people in step 1 is as follows:
wherein,representing the number of travelers on the section a who travel using cars,representing the travel time of using the car;representing the number of travelers on the road segment a who travel using the bus,representing the travel time of using the bus for travel;
the calculation formula of the reduction rate of the average human-out line time after the layout of the special lane is as follows:
wherein, T'ARepresents the average time of travel, T, before the bus lane is laidAAnd the average trip time of people after the bus lane is laid is shown.
3. The bus lane layout evaluation method according to claim 1, characterized in that: in step 2, the formula of the running speed of the car before the bus lane is laid is as follows:
wherein,representing the average running speed of the car in the mixed running process;representing the free flow speed of the car, the value is related to the road grade and the number of lanes;the flow value of the car on the road section a is represented;representing the flow value of the bus on the road section a;representing the number of travelers on the section a who use cars to travel;representing the number of travelers on the road section a using the bus to travel, etacrepresenting the flow conversion coefficient of the car [. eta. ]bRepresenting a flow conversion coefficient of the bus; c. CsThe actual traffic capacity of the road section is represented by correcting the theoretical traffic capacity, and the correction formula is that c is r1×r2×r3X C, C represents the theoretical traffic capacity of a single lane, r1Indicates a lane width correction coefficient, r2Represents a lane number correction coefficient; r is3Representing road section street correction coefficients;
the bus running speed formula before the bus lane is laid is as follows:
wherein,representing the average running speed of the bus during mixed running;the free flow speed of the bus is represented, and the value is related to the road grade and the number of lanes.
4. The method for evaluating the layout of the bus lanes as claimed in claim 1, wherein in step 3, after the bus lanes are laid, if the saturation of the bus is not more than 0.3, the formula of the running speed of the car is as follows:
wherein,represents the average running speed of the cars after the bus lane is laid,representing the traffic capacity of the cars on the section a;
after the bus lane is laid, if the saturation of the bus is greater than 0.3, the car running speed formula is as follows:
wherein, the saturation of the bus
After the bus lane is laid, if the saturation of the car is not more than 0.5, the bus running speed formula is as follows:
wherein,the average running speed of the bus after the bus lane is laid is represented;
after the bus lane is laid, if the saturation of the car is greater than 0.5, the bus running speed formula is as follows:
wherein the saturation of the car Representing the capacity of the bus on the road segment a.
5. The method for evaluating the layout of public transport lanes as claimed in any one of claims 1 to 4, wherein in the step 4, when the comprehensive evaluation model is established, the index system is set to X, and any X is seti、xjE.g. X, if XiAnd xjCorrelation, then x is illustratediCan be xjExplained, the higher the degree of correlation, xiIs x byjThe more interpretations, xiThe less independent, the less effective the index system, assuming n sequences, p indices are present in index system X, then XijThat is, the j index of the i sequence, the following evaluation indexes are used in the comprehensive evaluation model: the reduction rate delta T of the time of all people going out and the average running speed of the cars during mixed running before the arrangement of the bus laneAverage running speed of bus during mixed running before bus lane layingAverage running speed of cars after bus lane layingAverage running speed of bus after bus lane layoutThat is, p is 5, and the number of sequences n is the number of links, thereThe steps of determining the weight by the correlation coefficient method are as follows:
a. and (3) performing homotrending transformation on indexes: when the forward index and the reverse index coexist, the reverse index should be forward-converted, and the forward-conversion method of the reverse index is as follows:
wherein i is 1,2, …, n, j is 1,2, …, p;
b. nondimensionalization of indexes: different evaluation indexes often have different dimensions and dimension units, and in order to eliminate the influence, each evaluation index is subjected to non-dimensionalization processing by using an averaging method as follows:
the mean value of each index after the averaging is 1, and the variance is as follows:
that is, the variance of each index after the averaging is the coefficient of variation of each indexThe square of (2), which retains the information of the degree of variation of each index;
c. calculation of correlation coefficient: the calculation formula of the correlation coefficient among the indexes in the index system is as follows:
wherein L isiiIndicates the correlation between index i and index i, LjjIndicates the correlation between the index j and the index j, LijIndicates the correlation between index i and index j, rijRepresents the correlation coefficient, y, of the index i normalized to the index jiIndicates a dimensionless value of the index i, yjRepresenting a dimensionless value of the index j;
d. calculating the index xjMean of the degree of correlation with other indices:
e. the average degree of correlation is inverted:
f. computingIndex xjThe weight of (c):
g. calculating a comprehensive score: using the weight omegajWeighting and summing the dimensionless indexes to obtain a comprehensive evaluation value DiThe calculation formula is as follows:
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CN112885076A (en) * 2020-12-30 2021-06-01 北京交通大学 Method for analyzing influence range of overflow traffic flow after setting bus lane
CN114255587A (en) * 2021-11-12 2022-03-29 银江技术股份有限公司 Method and system for automatically optimizing bus lane layout under open strategy
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Publication number Priority date Publication date Assignee Title
CN110363990A (en) * 2019-07-15 2019-10-22 广东工业大学 A kind of public transport is passed unimpeded index acquisition methods, system and device
CN112885076A (en) * 2020-12-30 2021-06-01 北京交通大学 Method for analyzing influence range of overflow traffic flow after setting bus lane
CN114255587A (en) * 2021-11-12 2022-03-29 银江技术股份有限公司 Method and system for automatically optimizing bus lane layout under open strategy
CN114255586A (en) * 2021-11-12 2022-03-29 浙江银江智慧交通工程技术研究院有限公司 Method and system for optimizing multi-mode network traffic distribution under open strategy
CN114255587B (en) * 2021-11-12 2023-11-14 银江技术股份有限公司 Method and system for optimizing layout of automatic bus lane under open strategy
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