CN109584546B - Method for determining departure flow threshold of quick-conventional bus sharing lane - Google Patents

Method for determining departure flow threshold of quick-conventional bus sharing lane Download PDF

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CN109584546B
CN109584546B CN201810721982.1A CN201810721982A CN109584546B CN 109584546 B CN109584546 B CN 109584546B CN 201810721982 A CN201810721982 A CN 201810721982A CN 109584546 B CN109584546 B CN 109584546B
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departure
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CN109584546A (en
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陈峻
岳一帆
杨琦
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Southeast University
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
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Abstract

The invention discloses a method for determining a departure flow threshold of a conventional-bus rapid transit shared lane, which comprises the steps of firstly taking a collinear road of a rapid bus and a conventional bus as a research object, taking the departure amount of the conventional bus under a specific departure frequency of the rapid bus as a control index of the threshold, further researching a constraint condition of the shared threshold of the bus rapid transit lane, then respectively providing an operation time constraint condition, a stop queuing probability constraint condition and a road section operation efficiency as three types of constraint conditions by analyzing several types of key indexes, and finally summarizing and summarizing the method for determining the threshold condition of the conventional-bus rapid transit shared lane by calculating threshold ranges under different traffic conditions. The method aims to explore the quantification condition of the conventional-bus rapid transit special lane sharing setting, can provide an optimization method support for the special lane sharing setting, and furthest exerts the advantages of the existing road traffic resources on the basis of ensuring the public transit operation efficiency of the special lane and the overall operation benefit of the road section.

Description

Method for determining departure flow threshold of quick-conventional bus sharing lane
Technical Field
The invention relates to the field of urban traffic planning and management, in particular to a method for determining a traffic flow threshold value of a quick-conventional bus shared lane.
Background
With the rapid development of economy in China, the process of urbanization and motorization is increasingly accelerated, the gap between the growth speed of most urban cars and the growth speed of road traffic facilities in China is increasingly expanded, and the traffic problem is increasingly prominent. For most cities, the traffic problems such as congestion and the like of urban traffic can be fundamentally relieved only by developing public traffic and implementing a public transport priority policy and building the public traffic as the main power of the urban traffic.
The rapid public transportation system is a novel public transportation mode, has the advantages of conventional public transportation and rail transit, is large in transportation volume, high in average transportation speed, good in flexibility, small in environmental pollution, relatively low in construction cost and increasingly popularized and applied. In addition, the bus rapid transit is used as a backbone of urban traffic, and generally a conventional bus is required to be supplemented. Conventional public transit and bus rapid transit exist in urban public transport system, have a large amount of collinear circumstances, and on the other hand, independent operating space is the basic prerequisite of guaranteeing the high-efficient operation of bus rapid transit, and bus rapid transit route generally all has the exclusive lane of independent right of way, because the frequency of departure is lower, therefore independent highway section bus rapid transit exclusive lane is generally the utilization ratio lower, has great wasting of resources.
Therefore, on the premise of ensuring that the running of the bus rapid transit is not greatly influenced, the bus rapid transit lane can be shared on the road with the bus rapid transit and the conventional bus in the same line, and the bus rapid transit lane is provided for the conventional bus on the ground for use. On one hand, the utilization efficiency of the bus rapid transit bus lane can be improved, the configuration of road resources is optimized, on the other hand, the operation efficiency of the common bus can be improved, and delay is reduced. Currently, there is a similar practice for sharing a bus rapid transit lane with a conventional bus, that is, a bus rapid transit line form of a so-called combined line, which is essentially assisted by a branch line as a main line similar to the conventional bus. However, the practice does not consider setting according to a quantitative setting standard, and if the ground conventional bus departure quantity sharing a special lane is too large, the overall service level is seriously influenced. Therefore, the method has important practical significance for quantitatively judging the lower limit and the upper limit of the departure amount shared by the quick-conventional bus lane.
Disclosure of Invention
In order to solve the problems, the invention provides a method for determining a departure flow threshold of a fast-conventional bus shared lane, which aims to coordinate efficient operation of two traffic modes of a fast bus and a conventional bus and improve the utilization efficiency of urban road resources, takes a common line segment of the fast bus and the conventional bus as a research object, researches a method for determining a threshold condition for independent or shared lane of the fast bus and the conventional bus under a specific traffic condition, can provide reference for shared setting of the fast bus dedicated lane and the conventional bus, and comprises the following steps:
step 1, acquiring data of relevant factor parameters: the method comprises the steps of obtaining the departure quantity of the rapid bus route, the average intersection distance and the station distance, the service time of stations, the social traffic flow, the platform form and the berth number, the arrival rule of the station buses, the length of collinear segments, the number of lanes of roads, the green-letter ratio of intersections and relevant factor data;
step 2, judging a constraint condition of the road section operation efficiency, enabling the departure quantity of a conventional bus line to be 0/h, solving the per-capita travel time before and after sharing, judging whether the constraint condition of the road section is satisfied, if not, continuously increasing the departure quantity of the conventional bus, and finally enabling the departure quantity of the conventional bus meeting the constraint condition to be the lower limit constraint value of the departure quantity of the conventional bus determined by the condition;
step 3, judging queuing probability constraint conditions, namely firstly setting the departure amount of the conventional bus as a higher initial value, taking 200 vehicles/h, then calculating the queuing probability by using a corresponding model according to the arrival rule and the station berth form of the station bus, judging whether the queuing probability condition is met, if not, reducing the departure amount of the conventional bus until the condition is met, and continuously adjusting the upper limit value meeting the constraint condition, namely the departure amount upper limit constraint value of the conventional bus determined by the condition;
step 4, judging the running time constraint condition, setting the conventional bus departure amount to be a higher initial value of 200 vehicles/h, calculating the time spent on the road section and the intersection according to a road section speed-flow model and an intersection delay model, calculating queuing delay according to a station bus arrival analysis model, judging whether the total running time condition is met, if not, reducing the conventional bus departure amount until the total running time condition is met, wherein the conventional bus departure amount when the bus arrival analysis model is met is an upper limit value limited by the running time constraint condition;
step 5, determining a threshold interval, and determining the interval as a lower limit constraint value of the threshold according to the conventional bus departure amount determined in the step 2; comparing the conventional bus departure amount determined in the step 3 with that determined in the step 4, and selecting a smaller upper limit constraint value as a threshold value, so that the value range of the threshold value can be obtained.
As a further improvement of the present invention, the road physical factor data in the relevant factor data required for the threshold determination in step 1 includes: the length of the collinear segment, the number of lanes, the distance between intersections, the distance between stations and the number of berths; the traffic control factor data includes: green letter ratio at the intersection and bus rapid departure amount; the traffic condition factor data includes: social traffic flow, station service time and station bus arrival rule during peak period; the threshold discrimination indicator includes: the efficiency priority factor and the queuing probability allow upper limit values.
As a further improvement of the present invention, the operating efficiency conditions of the dedicated road section shared by the dedicated roads with the average pedestrian travel time as the index in step 2 are as follows:
t′avg<ξtavg
in the formula: xi is an efficiency priority coefficient, t'avgFor sharing the post-human average journey time, tavgSharing the average journey time of the previous person;
the calculation formulas of the average travel time of the cross sections before and after sharing are respectively as follows:
Figure GDA0002993127620000031
in the formula: q. q.sBRTIs bus rapid transit flow (pcu/h); q. q.scgIs the conventional bus flow (pcu/h); q. q.sshSocial vehicle traffic (pcu/h); t is tzSharing the travel time (h) of the vehicle on the front dedicated lane; t is thxSharing the vehicle travel time (h) on the front social lane; p is a radical ofBRTCarrying passengers (people/vehicles) for the bus rapid transit; p is a radical ofcgCarrying passengers (people/vehicles) for conventional public transportation; p is a radical ofshNumber of passengers (people/vehicle) for social vehicles;
Figure GDA0002993127620000032
in the formula: t'zThe shared travel time (h) of the vehicles on the special lane; t'hxThe travel time (h) of the vehicle on the shared social lane is determined; the other symbols are as before;
and determining the road section speed model as follows according to the improved BPR model:
Figure GDA0002993127620000033
in the formula: v. of0Is fromFrom the flow velocity (km/h); q is the flow (pcu/h); c is road traffic capacity (pcu/h);
therefore, the travel time t of the vehicle on the front exclusive lane is sharedzAnd the travel time t of the vehicle on the social lanehxCan be expressed as:
Figure GDA0002993127620000034
Figure GDA0002993127620000035
in the formula: l is the length of the shared segment; v. ofzThe running speed (km/h) of the vehicles on the special road before sharing; v. ofhxThe running speed (km/h) of the vehicle on the social lane before sharing; the other symbols are as before;
therefore, the travel time t 'of the vehicle on the rear special road is shared in the shared rear section per-person travel time calculation formula'zAnd vehicle travel time t 'on social lane'hxCan be expressed as:
Figure GDA0002993127620000036
Figure GDA0002993127620000037
in the formula: v. ofz' is the running speed (km/h) of the vehicle on the shared special road; v. ofhx' is the vehicle running speed (km/h) on the shared social lane; the rest symbols are as before.
As a further improvement of the present invention, the constraint condition using the queuing probability as an index in step 3 specifically includes:
P≤Ppermit
in the formula: p is the queuing probability (km) of the bus rapid transit and the conventional bus; ppermitIs the upper limit of the allowable queuing probability. The allowable upper limit of the queuing probability is selected according to the requirements of specific engineering, and 10% >, E25％；
In the above equation, the queuing probability P can be calculated by using the formula of the waiting M/n queuing system, as follows:
Figure GDA0002993127620000041
in the formula: p0Is the probability that the berth is free; s is the berth number of the hybrid docking station; rho is the service strength of the system; wherein:
Figure GDA0002993127620000042
Figure GDA0002993127620000043
λ＝λA+λB
Figure GDA0002993127620000044
Figure GDA0002993127620000045
in the formula: lambda [ alpha ]A、λBThe arrival rates (vehicle/h) of the rapid bus and the conventional bus are respectively; t is tA、tBThe average service time(s) of the bus rapid transit and the conventional bus respectively. λ is the arrival rate (vehicle/h) of the equivalent bus flow; t is the average service time(s) of the equivalent bus flow; u is the service rate (vehicles/h) of the equivalent bus flow.
As a further improvement of the present invention, the constraint condition using the site running time as an index in step 4 specifically includes:
Figure GDA0002993127620000046
Figure GDA0002993127620000047
Figure GDA0002993127620000048
Figure GDA0002993127620000049
in the formula: l is the length (km) of the shared segment; t isgzDelaying time for all stations on the shared dedicated lane; t isgjDelaying time for all intersections on the shared special lane; t isglRunning time for the shared dedicated road section; t is tgzDelaying the time of the average single station on the shared dedicated channel; n iszThe number of stations; n isjThe number of the intersections is; t is tgjDelaying the time for averaging a single intersection on the shared special lane; v. ofglThe running speed of the shared special road section is obtained; v. ofyThe lower limit of the transport speed of the rapid public transport system at the lowest level; g is the effective green time(s) of the lane group; c is the signal period length(s); x is the v/c ratio of the lane group; the rest symbols are as before.
Compared with the prior art, the method for quickly determining the departure flow threshold of the conventional bus sharing lane has the following beneficial effects:
according to the method, a rapid bus and a conventional bus collinear road are taken as research objects, and a quantitative model and a calculation method related to the departure quantity are respectively established corresponding to the influence of multiple factors such as shared road sections, intersections, stops and the like; meanwhile, based on multi-factor analysis, constraint conditions of upper and lower limit threshold intervals of the conventional bus departure amount are determined under different physical conditions, and actual sharing operation is guided; in addition, in practical application, according to different physical conditions, the threshold interval is influenced by different factors, the method can help find out a restriction bottleneck, make up for the defects of the existing quantitative setting method for the shared conditions of the special roads, and has a good complementary effect on the optimized design, so that the optimized configuration of the road section resources is further realized, and the running efficiency of the comprehensive traffic of the roads is improved.
Drawings
FIG. 1 is a flow chart of the present invention;
FIG. 2 is a schematic diagram of the per-capita time consumption in a different conventional bus departure volume section according to the present invention;
FIG. 3 is a schematic diagram of queuing probabilities of departure stops of different conventional buses according to the present invention;
fig. 4 shows the departure amount running time of different conventional buses according to the present invention.
Detailed Description
The invention is described in further detail below with reference to the following detailed description and accompanying drawings:
the invention provides a method for determining a departure flow threshold of a shared lane of a fast bus and a conventional bus, which aims to coordinate efficient operation of two traffic modes of the fast bus and the conventional bus and improve the utilization efficiency of urban road resources, takes a common line segment of the fast bus and the conventional bus as a research object, researches a method for determining a threshold condition for independent or shared lane of the fast bus and the conventional bus under a specific traffic condition, and can provide reference for shared setting of the fast bus lane and the conventional bus.
The invention is further described by using the method of the invention and combining with specific examples. A method for determining an departure flow threshold of a quick-conventional bus sharing lane comprises the following steps:
step 1, acquiring data of relevant factor parameters: the method comprises the steps of the departure amount of the rapid bus route, the average intersection distance and the station distance, the service time of stations, the social traffic flow, the platform form and the berth number, the arrival rule of the station buses, the length of collinear segments, the number of lanes of roads and the related data of the green ratio of intersections.
TABLE 1 data of correlation factors required for threshold determination
Figure GDA0002993127620000061
According to the investigation and engineering requirements, the relevant parameter data in the present example are determined as shown in the following table:
table 2 example correlation parameter values
Figure GDA0002993127620000062
And 2, judging a constraint condition of the road section operation efficiency, enabling the departure quantity of the conventional bus line to be 0/h, solving the per-capita travel time before and after sharing, judging whether the constraint condition of the road section is satisfied, if not, continuously increasing the departure quantity of the conventional bus, and finally enabling the departure quantity of the conventional bus meeting the constraint condition to be the lower limit constraint value of the departure quantity of the conventional bus determined by the condition.
The shared road section operation efficiency condition of the special road with the average pedestrian travel time as the index is as follows:
t′avg<ξtavg
in the formula: xi is an efficiency priority coefficient, t'avgFor sharing the post-human average journey time, tavgTo share the average travel time of the previous person.
The calculation formulas of the average travel time of the cross sections before and after sharing are respectively as follows:
Figure GDA0002993127620000071
in the formula: q. q.sBRTIs bus rapid transit flow (pcu/h); q. q.scgIs the conventional bus flow (pcu/h); q. q.sshSocial vehicle traffic (pcu/h); t is tzSharing the travel time (h) of the vehicle on the front dedicated lane; t is thxSharing the vehicle travel time (h) on the front social lane; p is a radical ofBRTCarrying passengers (people/vehicles) for the bus rapid transit; p is a radical ofcgCarrying passengers (people/vehicles) for conventional public transportation; p is a radical ofshThe number of passengers (people/vehicles) is carried for the social vehicle.
Figure GDA0002993127620000072
In the formula: t'zThe shared travel time (h) of the vehicles on the special lane; t'hxThe travel time (h) of the vehicle on the shared social lane is determined; the rest symbols are as before.
And determining the road section speed model as follows according to the improved BPR model:
Figure GDA0002993127620000073
in the formula: v. of0Is the free stream velocity (km/h); q is the flow (pcu/h); and c is road traffic capacity (pcu/h).
Therefore, the travel time t of the vehicle on the front exclusive lane is sharedzAnd the travel time t of the vehicle on the social lanehxCan be expressed as:
Figure GDA0002993127620000074
Figure GDA0002993127620000075
in the formula: l is the length (km) of the shared segment; v. ofzThe running speed (km/h) of the vehicles on the special road before sharing; v. ofhxThe running speed (km/h) of the vehicle on the social lane before sharing; the rest symbols are as before.
Therefore, the vehicle travel time t 'on the rear dedicated lane is shared'zAnd vehicle travel time t 'on social lane'hxCan be expressed as:
Figure GDA0002993127620000076
Figure GDA0002993127620000077
in the formula: v. ofz' is the running speed (km/h) of the vehicle on the shared special road; v. ofhxIs after being sharedThe vehicle running speed (km/h) on the social lane; the rest symbols are as before.
According to the solving formula in the step 2, the time consumption per capita before and after sharing under different conventional bus departure quantity levels can be obtained. The relationship between the per-capita time consumption before sharing (after multiplying by the efficiency priority coefficient) and the per-capita time consumption after sharing and the change along with the departure amount of the conventional bus is obtained by calculation and is shown in fig. 2.
It is observed that when the conventional bus departure amount is 16/h, the average time consumption of shared people is less than that of shared people, so the lower limit of the conventional bus departure amount meeting the priority condition of the road section efficiency in the present example is y116 pieces/h.
And 3, judging queuing probability constraint conditions, namely firstly setting the departure amount of the conventional bus as a higher initial value, taking 200 vehicles/h, then calculating the queuing probability by using a corresponding model according to the arrival rule and the station berth form of the station bus, judging whether the queuing probability condition is met, if not, reducing the departure amount of the conventional bus until the condition is met, and continuously adjusting the upper limit value meeting the constraint condition, namely the departure amount upper limit constraint value of the conventional bus determined by the condition.
The constraint condition using the queuing probability as an index is specifically as follows:
P≤Ppermit
in the formula: p is the queuing probability of the bus rapid transit and the conventional bus; ppermitIs the upper limit of the allowable queuing probability. The allowable upper limit of the queuing probability is selected according to the requirements of specific projects, and 10-25% is recommended.
In the above equation, the queuing probability P can be calculated by using the formula of the waiting M/n queuing system, as follows:
Figure GDA0002993127620000081
in the formula: p0Is the probability that the berth is free; s is the berth number of the hybrid docking station; ρ is the service strength of the system.
Wherein:
Figure GDA0002993127620000082
Figure GDA0002993127620000083
λ＝λA+λB
Figure GDA0002993127620000084
Figure GDA0002993127620000085
in the formula: lambda [ alpha ]A、λBThe arrival rates (vehicle/h) of the rapid bus and the conventional bus are respectively; t is tA、tBThe average service time(s) of the bus rapid transit and the conventional bus respectively. λ is the arrival rate (vehicle/h) of the equivalent bus flow; t is the average service time(s) of the equivalent bus flow; u is the service rate (vehicles/h) of the equivalent bus flow.
By the calculation formula in the step 3, the queuing probability under different conventional bus departure amounts in the present example can be calculated, as shown in fig. 3. The upper limit of the allowable queuing probability is 20%, so that the upper limit of the conventional bus departure amount determined by the condition is y256 pieces/h.
And 4, judging the running time constraint condition, setting the conventional bus departure amount to be a higher initial value of 200 vehicles/h, calculating the time spent on the road section and the intersection according to the road section speed-flow model and the intersection delay model, calculating the queuing delay according to the station bus arrival analysis model, judging whether the total running time condition is met, if not, reducing the conventional bus departure amount until the total running time condition is met, wherein the conventional bus departure amount when the total running time condition is met is the upper limit value limited by the running time constraint condition.
The constraint condition using the site running time as an index specifically includes:
Figure GDA0002993127620000091
Figure GDA0002993127620000092
Figure GDA0002993127620000093
Figure GDA0002993127620000094
in the formula: l is the length (km) of the shared segment; t isgzDelaying time for all stations on the shared dedicated lane; t isgjDelaying time for all intersections on the shared special lane; t isglRunning time for the shared dedicated road section; t is tgzDelaying the time of the average single station on the shared dedicated channel; n iszThe number of stations; n isjThe number of the intersections is; t is tgjDelaying the time for averaging a single intersection on the shared special lane; v. ofglThe running speed of the shared special road section is obtained; v. ofyThe lower limit of the transport speed of the rapid public transport system at the lowest level is 20 km/h; g is the effective green time(s) of the lane group; c is the signal period length(s); x is the v/c ratio of the lane group; the rest symbols are as before.
According to the calculation formula in the step 4, the average stop time of the buses arriving at the station under different conventional bus departure amounts can be calculated in the example. The total running time of the shared segment under different conventional bus departure amounts can be obtained by combining the results of the model calculation, as shown in fig. 4.
The lower limit of the transport speed is 20km/h, the running time of a road section with the length of 10km cannot exceed 30min, and the upper limit constraint value of the conventional bus departure amount, which can be obtained from the figure and corresponds to the constraint limit of the running time under the transport speed in the embodiment of the invention, is y372 pieces/h.
Step 5, determining a threshold interval, and determining the interval as a lower limit constraint value of the threshold according to the conventional bus departure amount determined in the step 2; comparing the conventional bus departure amount determined in the step 3 with that determined in the step 4, and selecting a smaller upper limit constraint value as a threshold value, so that the value range of the threshold value can be obtained.
By combining the steps, the conventional bus departure amount S epsilon (y) suitable for introducing the bus rapid transit lane and sharing the bus rapid transit can be finally determined1,min(y2,y3) (16, min (56,72)) ═ 16,56), that is, the threshold interval is 16/h to 56/h. That is, under the traffic conditions of the example, the number of the common buses shared with the bus rapid transit on the bus-only way ranges from 16 buses/h to 56 buses/h.
The above description is only a preferred embodiment of the present invention, and is not intended to limit the present invention in any way, but any modifications or equivalent variations made according to the technical spirit of the present invention are within the scope of the present invention as claimed.

Claims (1)

1. A method for determining an departure flow threshold of a quick-conventional bus sharing lane is characterized by comprising the following steps:
step 1, acquiring data of relevant factor parameters: the method comprises the steps of obtaining the departure quantity of the rapid bus route, the average intersection distance and the station distance, the service time of stations, the social traffic flow, the platform form and the berth number, the arrival rule of the station buses, the length of collinear segments, the number of lanes of roads, the green-letter ratio of intersections and relevant factor data;
the road physical factor data in the relevant factor data required for threshold determination in step 1 includes: the length of the collinear segment, the number of lanes, the distance between intersections, the distance between stations and the number of berths; the traffic control factor data includes: green letter ratio at the intersection and bus rapid departure amount; the traffic condition factor data includes: social traffic flow, station service time and station bus arrival rule during peak period; the threshold discrimination indicator includes: the permissible upper limit values of the efficiency priority coefficient and the queuing probability;
step 2, judging a constraint condition of the road section operation efficiency, enabling the departure quantity of a conventional bus line to be 0/h, solving the per-capita travel time before and after sharing, judging whether the constraint condition of the road section is satisfied, if not, continuously increasing the departure quantity of the conventional bus, and finally enabling the departure quantity of the conventional bus meeting the constraint condition to be the lower limit constraint value of the departure quantity of the conventional bus determined by the condition;
the road section operation efficiency conditions shared by the special roads and using the per-capita travel time as an index in the step 2 are as follows:
t′avg<ξtavg
in the formula: xi is an efficiency priority coefficient, t'avgFor sharing the post-human average journey time, tavgSharing the average journey time of the previous person;
the calculation formulas of the average travel time of the cross sections before and after sharing are respectively as follows:
Figure FDA0002993127610000011
in the formula: q. q.sBRTIs bus rapid transit flow (pcu/h); q. q.scgIs the conventional bus flow (pcu/h); q. q.sshSocial vehicle traffic (pcu/h); t is tzSharing the travel time (h) of the vehicle on the front dedicated lane; t is thxSharing the vehicle travel time (h) on the front social lane; p is a radical ofBRTCarrying passengers (people/vehicles) for the bus rapid transit; p is a radical ofcgCarrying passengers (people/vehicles) for conventional public transportation; p is a radical ofshNumber of passengers (people/vehicle) for social vehicles;
Figure FDA0002993127610000012
in the formula: t'zThe shared travel time (h) of the vehicles on the special lane; t'hxThe travel time (h) of the vehicle on the shared social lane is determined; the other symbols are as before;
and determining the road section speed model as follows according to the improved BPR model:
Figure FDA0002993127610000013
in the formula: v. of0Is the free stream velocity (km/h); q is the flow (pcu/h); c is road traffic capacity (pcu/h);
therefore, the travel time t of the vehicle on the front exclusive lane is sharedzAnd the travel time t of the vehicle on the social lanehxCan be expressed as:
Figure FDA0002993127610000014
Figure FDA0002993127610000015
in the formula: l is the length (km) of the shared segment; v. ofzThe running speed (km/h) of the vehicles on the special road before sharing; v. ofhxThe running speed (km/h) of the vehicle on the social lane before sharing; the other symbols are as before;
therefore, the travel time t 'of the vehicle on the rear special road is shared in the shared rear section per-person travel time calculation formula'zAnd vehicle travel time t 'on social lane'hxExpressed as:
Figure FDA0002993127610000021
Figure FDA0002993127610000022
in the formula: v. ofz' is the running speed (km/h) of the vehicle on the shared special road; v. ofhx' is the vehicle running speed (km/h) on the shared social lane; the other symbols are as before;
step 3, judging queuing probability constraint conditions, namely firstly setting the departure amount of the conventional bus as a higher initial value, taking 200 vehicles/h, then calculating the queuing probability by using a corresponding model according to the arrival rule and the station berth form of the station bus, judging whether the queuing probability condition is met, if not, reducing the departure amount of the conventional bus until the condition is met, and continuously adjusting the upper limit value meeting the constraint condition, namely the departure amount upper limit constraint value of the conventional bus determined by the condition;
the constraint condition using the queuing probability as an index in the step 3 specifically comprises:
P≤Ppermit
in the formula: p is the queuing probability of the bus rapid transit and the conventional bus; ppermitThe queuing probability is an allowable upper limit of the queuing probability, the allowable upper limit of the queuing probability is selected according to the requirements of specific engineering, and 10% -25% is recommended;
in the above equation, the queuing probability P is calculated by using the formula of the waiting M/n queuing system, as follows:
Figure FDA0002993127610000023
in the formula: p0Is the probability that the berth is free; s is the berth number of the hybrid docking station; rho is the service strength of the system;
wherein:
Figure FDA0002993127610000024
Figure FDA0002993127610000025
λ＝λA+λB
Figure FDA0002993127610000026
Figure FDA0002993127610000027
in the formula: lambda [ alpha ]A、λBThe arrival rates (vehicle/h) of the rapid bus and the conventional bus are respectively; t is tA、tBThe average service time(s) of the rapid buses and the average service time(s) of the conventional buses are respectively, and lambda is the arrival rate (vehicle/h) of the equivalent bus flow; t is the average service time(s) of the equivalent bus flow; u is the service rate (vehicles/h) of the equivalent bus flow;
step 4, judging the running time constraint condition, setting the conventional bus departure amount to be a higher initial value of 200 vehicles/h, calculating the time spent on the road section and the intersection according to a road section speed-flow model and an intersection delay model, calculating queuing delay according to a station bus arrival analysis model, judging whether the total running time condition is met, if not, reducing the conventional bus departure amount until the total running time condition is met, wherein the conventional bus departure amount when the bus arrival analysis model is met is an upper limit value limited by the running time constraint condition;
the constraint condition using the site running time as an index in the step 4 specifically includes:
Figure FDA0002993127610000031
Figure FDA0002993127610000032
Figure FDA0002993127610000033
Figure FDA0002993127610000034
in the formula: l is the length (km) of the shared segment; t isgzDelaying time for all stations on the shared dedicated lane; t isgjDelaying time for all intersections on the shared special lane; t isglFor sharing purpose after speciallyRunning time with the road section; t is tgzDelaying the time of the average single station on the shared dedicated channel; n iszThe number of stations; n isjThe number of the intersections is; t is tgjDelaying the time for averaging a single intersection on the shared special lane; v. ofglThe running speed of the shared special road section is obtained; v. ofyThe lower limit of the transport speed of the rapid public transport system at the lowest level; g is the effective green time(s) of the lane group; c is the signal period length(s); x is the v/c ratio of the lane group; the other symbols are as before; step 5, determining a threshold interval, and determining the interval as a lower limit constraint value of the threshold according to the conventional bus departure amount determined in the step 2; comparing the conventional bus departure amount determined in the step 3 with that determined in the step 4, and selecting a smaller upper limit constraint value as a threshold value, so that the value range of the threshold value can be obtained.
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