CN112289066B - Bus driving plan approach station and arrival time setting method thereof - Google Patents
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Abstract
The invention discloses a route station of a bus driving plan and an arrival time setting method thereof, wherein the method comprises the following steps: step 1, obtaining historical passenger flow data of a bus, and calculating the passenger flow weight of a station according to the historical passenger flow condition, namely the average passenger flow of the station; step 2, determining the site position weight; step 3, selecting one station in the position area as a route station of the bus driving plan; and 4, acquiring a driving schedule of the original line of the city, and calculating the arrival time of the route station of the bus driving schedule according to the route time data to obtain the bus driving schedule with the route station and the arrival time thereof. According to the method, the planned arrival time of the passing stations except the first station and the last station is made on the basis of the original driving plan, the original driving plan is supplemented in a precise and fine mode, a reliable basis is provided for the next bus dispatching, and the precision and the real-time performance of line dispatching are improved.
Description
Technical Field
The invention relates to the field of bus route planning research, in particular to a method for generating a driving plan, and specifically relates to a method for setting an approach station and an arrival time of the bus driving plan.
Background
The urban bus driving plan is a plan for guiding the bus line transportation operation according to the bus transportation production requirement and the basic passenger flow change rule, so as to adapt to the passenger flow change requirements in different seasons, different working days and holidays; is a basic file for the organization, operation and production of the public transport enterprises. The bus driving plan is the basis of public transport operation and dispatching, and reflects the operation direction of a bus enterprise and the management level of the enterprise. There are three major categories of body resources for public transportation enterprises: the operation vehicle as a tool, the driver as a tool user and the line and station as an operation platform. Generally speaking, the bus driving plan is to reasonably configure various resources with different characteristics and quantities under certain limiting conditions so as to meet specific scheduling and management targets to the maximum extent.
In the process of implementing the invention, the inventor finds that at least the following problems exist in the prior art: the bus schedule of the bus is the core and the leader of the bus scheduling operation, and the operation efficiency of the bus resources is mainly reflected in the link. A bus driver drives a bus according to the first-stop departure time and the last-stop arrival time of a driving plan; the driver can only depend on the usual driving habit and driving experience of the driver in the driving process to judge how to accurately get off the vehicle from the first station and get to the last station. The public transport dispatcher dispatches according to whether the first station and the last station of each public transport vehicle on the route are advanced or delayed, the departure interval and the running interval of the public transport vehicles. Whether a bus driver or a dispatcher has fewer judgment bases, and most of the judgment bases rely on ordinary operation experience. Therefore, the phenomena of bus bunching, large intervals, long-time bus arrival of passengers, early arrival at the end station, shift delay and the like often occur in bus operation.
Disclosure of Invention
In order to overcome the defects of the prior art, the embodiment of the disclosure provides a route station of a bus driving plan and an arrival time setting method thereof, a common driving plan only has a first station departure time and a last station arrival time, and the method works out the planned arrival time of the route station except the first station and the last station on the basis of the original driving plan, so as to supplement the original driving plan with precision and refinement, and provide important basis for bus operation. The technical scheme is as follows:
in a first aspect, a method for setting an approach station and an arrival time of a bus driving plan is provided, which comprises the following steps:
step 1, obtaining historical passenger flow data of the bus, and calculating station passenger flow weight W according to historical passenger flow conditionsfI.e. average traffic at the site;
step 2, determining the site position weight Wp
Determining the number of route stations N of the bus driving plan according to the number of stations N of the bus line, wherein N is INT (alpha N), and the value range of alpha is 5-30%;
determining the position weight W of a bus station on the line in the uplink or downlink directionp：
N th1The reference position of the approach station of the bus driving plan is near the nth station in the uplink or downlink direction of the line,
determining the n-th1The position area of the route station of each bus driving plan is the nth ', n ' +/-1 and/or n ' +/-2 station of the route;
site location weight
Step 3, selecting one station in the position areas as a route station of the bus driving plan, specifically, selecting the station with the largest product of the passenger flow weight and the position weight in each position area as the route station of the bus driving plan, and obtaining n route stations (X) of the bus driving plan1，X2，…，Xn)；
And 4, acquiring a driving schedule of the original line of the city, and calculating the arrival time of the approach station of the bus driving schedule according to the road time data to obtain the bus driving schedule with the approach station and the arrival time thereof.
Preferably, the passenger flow weight of the station is calculated according to the historical passenger flow conditions, specifically, the passenger flow data of the line in the latest 0.5-3 months and the same period of the last year is taken, and the passenger flow weights of all stations on the line are calculated: the average number of passengers getting on a site and the average number of passengers getting off the site in the last 0.5-3 months are U1And D1The average number of the clients on the same period of the last year and the average number of the clients off the same period are U2And D2And then the station passenger flow weight is as follows:
Wf＝(U1*A+D1*B)*β+(U2*A+D2b) γ; wherein beta is the time weight of the last 0.5-3 months, gamma is the time weight of the same period of the last year, beta + gamma is 1, A is the weight of the last number of customers, B is the weight of the next number of customers, and A + B is 1.
Preferably, the calculating of the arrival time of the approach station of the bus driving plan specifically includes: calculating the first station to path site X of each time period of the shift according to the average road standard data of the same high and flat peak time periods of the latest 0.5-3 months and the same last yeariIs equal to the average time T, then the station X is approachediThe arrival time of (a) is: first station departureTime + T; i ∈ {1,2, …, n }.
Preferably, the calculation of the first station to route site X of the time period of each shiftiThe specific calculation method of the average road time T is as follows: removing the small value of 5-15% and the large value of 5-15% in each time period to obtain the standard data average value T of the road of the latest 0.5-3 months1The average value of the road standard data in the same period of the last year is T2，T＝β*T1+γ*T2Wherein beta is the time weight of the latest 0.5-3 months, gamma is the time weight of the same period of the last year, and beta + gamma is 1.
In a second aspect, another approach station and an arrival time setting method for a bus driving plan are provided, which are characterized in that, on the basis of the approach station and the arrival time setting method for the bus driving plan of the first aspect, steps 2 and 3 are replaced by:
determining the number of route stations N of the bus driving plan according to the number of stations N of the bus line, wherein N is INT (alpha N), and the value range of alpha is 5-30%;
according to the station passenger flow weight WfSorting all the stations of the line from large to small, and selecting a passenger flow weight WfLarger M sites, M > n;
searching a first passing site: according to the sequence of M stations in the uplink or downlink direction of the line, searching between a first station and a head station in the M stations: if the number of the spaced stations is more than Q, and/or the distance between the spaced stations and the distance is more than S kilometer, Q belongs to {2,3,4,5,6,7,8,9,10}, and S belongs to [3, 10], taking the first station as a first passing station; otherwise, searching the second station by the same method, and searching in sequence until the first passing station is searched;
searching for a second via site: searching for sites behind the first passing site in the M sites, selecting sites with the number of sites being more than Q between the first passing site and/or the distance between the first passing site and the first passing site being more than S kilometers, and selecting the sites as the second passing site
Searching a third passing site, a fourth passing site, … … and n passing sites in the same way as the second passing site;
if the route is found from the M sitesIf the number of the stations is less than n, selecting the passenger flow weight WfAnd sequentially circulating the larger M +1 stations until the number of n passing stations is found.
Compared with the prior art, one of the technical schemes has the following beneficial effects: firstly, selecting an approach station of a bus driving plan, fully considering the setting position of the approach station and the passenger flow condition of the approach station in the selection process, respectively setting weights for the positions of the stations in the route and the passenger flow of the stations, selecting the bus station with larger passenger flow as the approach station while ensuring that the setting of the approach station of the bus driving plan is as uniform as possible, fully considering the influence of two factors, and having stronger feasibility; the planned arrival time of the passing stations is obtained according to the historical road standard data, so that the planned arrival time of the passing stations except the first and last stations is worked out on the basis of the original driving plan, the original driving plan is supplemented in a precise and refined manner, an important basis is provided for bus operation, and when the passing stations pass through the X-shaped passing stations in the actual bus shift execution process, the X-shaped passing stations can be actually reachediComparing the stop time with the planned arrival time in the driving plan, and if the bus is found to be XiIf the station is obviously advanced or delayed, the next scheduling (change processing of the reason driving plan) can be started immediately, so that a reliable basis is provided for the next bus scheduling, and the accuracy and the real-time performance of line scheduling are improved. According to the arrival time of the station in the route of the driving plan, the dispatching decision is made without waiting for the arrival of the vehicle at the last station to find the advance or delay, so that the phenomena of train crossing, large interval, long-time arrival of passengers at the bus at the middle station, arrival at the last station in advance, delay in shift and the like are avoided.
Detailed Description
In order to clarify the technical solution and the working principle of the present invention, the embodiments of the present disclosure will be described in further detail below. All the above optional technical solutions may be combined arbitrarily to form the optional embodiments of the present disclosure, and are not described herein again.
The terms "step 1," "step 2," "step 3," and the like in the description and in the claims, if any, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It will be appreciated that the data so used may be interchanged where appropriate.
It should be noted that the via station in the embodiment of the present disclosure refers to a via station set in a bus driving plan, and does not refer to all stations except the first and last stations in a bus route;
in a first aspect: the embodiment of the disclosure provides a method for setting an approach station and an arrival time of a bus driving plan, which comprises the following steps:
step 1, obtaining historical passenger flow data of the bus, and calculating station passenger flow weight W according to historical passenger flow conditionsfI.e. average traffic at the site
Preferably, the passenger flow weight of the station is calculated according to the historical passenger flow conditions, specifically, the passenger flow data of the line in the latest 1 month and the latest year are taken, and the passenger flow weights of all stations on the line are calculated: the average number of the passengers getting on the site and the average number of the passengers getting off the site in the last 1 month are U1And D1The average number of the clients on the same period of the last year and the average number of the clients off the same period are U2And D2And then the station passenger flow weight is as follows:
Wf＝(U1*A+D1*B)*β+(U2*A+D2b) γ; wherein β is the time weight of the last 1 month, γ is the time weight of the last year synchronization, β + γ is 1, a is the weight of the last number of guests, B is the weight of the next number of guests, a + B is 1;
for example, if the time weight of the last 1 month is 0.8, the time weight of the current year's current passenger flow is 0.2, the number of passengers getting on the site is 0.7, and the number of passengers getting off the site is 0.3, then the station passenger flow weight is:
(U1*0.7+D1*0.3)*0.8+(U2*0.7+D2*0.3)*0.2；
step 2, determining an approach station number N of the bus driving plan according to a station number N of a line, wherein N is INT (alpha N), and alpha is 15%, and the approach station of the bus driving plan is an approach station for setting a planned arrival time for the bus driving plan;
the method comprises the following steps of obtaining a driving schedule of an original line of the city, wherein the common driving schedule of the line is shown in a table 1:
TABLE 1 Driving schedule of original line
| Serial number | Line name | Direction | Departure time at first station | End station arrival time |
| …… | …… | …… | …… | …… |
| 1 | L way | Uplink is carried out | 9:14 | 9:47 |
| 2 | L way | Uplink is carried out | 9:24 | 9:57 |
| 3 | L way | Uplink is carried out | 9:35 | 10:08 |
| 4 | L way | Downstream | 9:16 | 9:49 |
| 5 | L way | Downstream | 9:22 | 9:55 |
| 6 | L way | Downstream | 9:31 | 10:04 |
| …… | …… | …… | …… | …… |
The number of the stations of the downlink on the line is fixed, the number of the stations passing by the way needing to make the planned arrival time is not too large or too small, when the alpha value is 15 percent, the number of the stations of the line is calculated and classified, as shown in a table 2,
table 2 correspondence between total number of line sites and number of route sites
| Serial number | Total number of line sites | Number of pathway sites |
| 1 | [0,6] | 0 |
| 2 | [7,13] | 1 |
| 3 | [14,19] | 2 |
| 4 | [20,26] | 3 |
| 5 | [27,33] | 4 |
| 6 | [34,∞) | 5 |
Determining the position weight W of a bus station on the line in the uplink or downlink directionp：
N th1Route of bus driving planThe reference position of the radial station is near the nth' station in the uplink or downlink direction of the line,
if the total number of stations on the line L is 20 and the number of route stations for which the bus driving plan needs to be set is 3, the station reference position at the 1 st time point needing to be set is the 6 th station (1+ (20/(3+1)) × 1 ═ 6) of the line, and the station reference positions at the 2 nd and 3 rd time points needing to be set are the 11 th station and the 16 th station of the line.
Determining the n-th1The position area of the approach station of each bus driving plan is the nth ', n ' +/-1 and/or n ' +/-2 station of the line, namely the position area comprises a reference position station and 1 station before and after the reference position station or 2 stations before and after the reference position station;
location weight
Wherein the value range of sigma is 0.05-0.4
For example, the total number of stations traveling on the line is 20, the reference stations are the 6 th, 11 th and 16 th stations of the line, the 3 location areas of the approach stations of the bus driving plan are the 5 th, 6 th and 7 th stations, the corresponding location weights are 0.8, 1 and 0.8 (when σ takes a value of 0.2), the 10 th, 11 th and 12 th stations, and the 15 th, 16 th and 17 th stations, respectively.
Step 3, selecting one station in the position areas as a route station of the bus driving plan, specifically, selecting the station with the largest product of the passenger flow weight and the position weight in each position area as the route station of the bus driving plan, and obtaining n route stations (X) of the bus driving plan1，X2，…，Xn) The number of the position areas is the same as the number of the route stations of the bus driving plan;
step 4, obtaining a driving schedule and road time data of the original city line, and calculating the arrival time of the route station of the bus driving schedule to obtain the bus driving schedule with the route station and the arrival time thereof
Preferably, the first station to path site X of each time period of the shift is calculated according to average road standard data of the same high and flat peak time periods of the latest 0.5-3 months and the same period of the last year of the lineiAverage route alignment time T, route site XiThe arrival time of (c) is: the departure time + T of the first station; i e {1,2, …, n }
Preferably, the first station arrives at the pathway site XiThe method for calculating the average road quasi-time T comprises the following steps: removing the smaller value of 5-15% and the larger value of 5-15% in each time period to obtain the mean value T of the road standard data of the last 0.5-3 months1The average value of the road standard data in the same period of the last year is T2，T＝β*T1+γ*T2Wherein beta is the time weight of the latest 0.5-3 months, gamma is the time weight of the same period of the last year, and beta + gamma is 1;
the high peak-average time periods are divided into early peak, middle peak, late peak and peak-average time periods, then average road standard data of each time period are calculated respectively, the early peak, the middle peak and the late peak of the line L are respectively 7: 00-8: 30, 11: 30-13: 00 and 15: 50-18: 20, the rest time periods are peak-average time periods, the first-station departure time of the line L is 9:14 shifts, and the shift belongs to the peak-average time periods of 8: 30-11: 30, and in the peak-average time periods, the first-station arrival time of the line to the station X is calculated1Average road alignment time T: taking out the first station of the last 1 month and the same period of the last year of the line to the site X1Fitting all road standard data in the 8: 30-11: 30 peak-smoothing time period, firstly removing 10% of minimum value and 10% of maximum value to obtain the average value T of the road standard data in the last 1 month1The average value of the road standard data in the same period of the last year is T2，T＝β*T1+γ*T2Where β is the time weight of the last 1 month, γ is the time weight of the last year, β + γ equals 1, and if T equals 6min, then site X is obtained1The arrival time of this shift is 9:20(9.14+6min)
Finally, the arrival time of all route stops of all shifts is obtained, and the bus driving plan with the route stops and the arrival time of the route stops is obtained, and is shown in a table 3;
TABLE 3 bus driving plan with approach station and arrival time
In a second aspect, an embodiment of the present disclosure provides another approach station and an arrival time setting method for a bus driving plan, where on the basis of the approach station and the arrival time setting method for a bus driving plan described in the first aspect, steps 2 and 3 are replaced with:
determining the number of route stations N of the bus driving plan according to the number of stations N of the bus line, wherein N is INT (alpha N), and the value range of alpha is 15%;
according to the station passenger flow weight WfSorting all the stations of the line from large to small, and selecting a passenger flow weight WfLarger M sites, M > n;
searching a first passing site: according to the sequence of M stations in the uplink or downlink direction of the line, searching between a first station and a head station in the M stations: if the number of the interval stations is more than 4 and/or the distance between the interval stations and the interval stations is more than 5 kilometers, taking the first station as a first passing station; otherwise, searching a second site by the same method, and searching in sequence until the first passing site is searched;
searching for a second via site: searching a station behind a first passing station in the M stations, selecting a station with the first spacing station more than 4 from the first passing station and/or the distance between the first passing station and the first passing station more than 5 km as a second passing station;
searching a third passing site, a fourth passing site, … … and n passing sites in the same way as the second passing site;
if the number of passing sites is less than n, then selecting the passenger flow weight WfAnd sequentially circulating the larger M +1 stations until the number of n passing stations is found.
The invention has been described above by way of example, it is obvious that the specific implementation of the invention is not limited by the above-described manner, and that various insubstantial modifications are possible using the method concepts and technical solutions of the invention; or directly apply the conception and the technical scheme of the invention to other occasions without improvement and equivalent replacement, and the invention is within the protection scope of the invention.
Claims (4)
1. A bus driving plan approach station and an arrival time setting method thereof are characterized by comprising the following steps:
step 1, obtaining historical passenger flow data of the bus, and calculating station passenger flow weight W according to historical passenger flow conditionsfI.e. average traffic at the site;
step 2, determining the site position weight Wp
Determining the number of route stations N of the bus driving plan according to the number of stations N of the bus line, wherein N is INT (alpha N), and the value range of alpha is 5-30%;
determining the position weight W of a bus station on the line in the uplink or downlink directionp：
N th1The reference position of the approach station of the bus driving plan is near the nth station in the uplink or downlink direction of the line,
determining the n-th1The position area of the route station of each bus driving plan is the nth ', n ' +/-1 and/or n ' +/-2 station of the route;
site location weight
Step 3, selecting one station in the position areas as a route station of the bus driving plan, specifically, selecting the station with the largest product of the passenger flow weight and the position weight in each position area as the route station of the bus driving plan, and obtaining n route stations (X) of the bus driving plan1，X2，…，Xn)；
And 4, acquiring a driving schedule of the original line of the city, and calculating the arrival time of the route station of the bus driving schedule according to the route time data to obtain the bus driving schedule with the route station and the arrival time thereof.
2. The bus driving plan approach station and the arrival time setting method thereof according to claim 1, wherein the station passenger flow weight is calculated according to the historical passenger flow conditions, specifically, the passenger flow data of the latest 0.5-3 months and the same period of the last year of the line is taken, and the passenger flow weights of all stations on the line are calculated: the average number of passengers getting on a site and the average number of passengers getting off the site in the last 0.5-3 months are U1And D1The average number of the clients on the same period of the last year and the average number of the clients off the same period are U2And D2And then the station passenger flow weight is as follows:
Wf＝(U1*A+D1*B)*β+(U2*A+D2b) γ; wherein beta is the time weight of the last 0.5-3 months, gamma is the time weight of the same period of the last year, beta + gamma is 1, A is the weight of the last number of customers, B is the weight of the next number of customers, and A + B is 1.
3. The method according to claim 2, wherein the calculating of the arrival time of the approach station of the bus driving plan specifically comprises: calculating the first station to path site X of each time period of the shift according to the average route standard data of the same high and flat peak time periods of the latest 0.5-3 months and the same last year of the lineiIs equal to the average time T, then the station X is approachediThe arrival time of (c) is: the departure time + T of the first station; i ∈ {1,2, …, n }.
4. The bus driving plan approach station and the arrival time setting method thereof according to claim 3, wherein the calculation of the first station to approach station X of each time period of each shift is performediThe specific calculation method of the average road time T is as follows: removing the smaller value of 5-15% and the larger value of 5-15% in each time period to obtain the standard data average value T of the road of the latest 0.5-3 months1The average value of the road standard data in the same period of the last year is T2，T＝β*T1+γ*T2Wherein beta is the time weight of the latest 0.5-3 months, gamma is the time weight of the same period of the last year, and beta + gamma is 1.
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