WO2021083232A1 - 一种网联公交车到站停靠管理优化方法 - Google Patents

一种网联公交车到站停靠管理优化方法 Download PDF

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WO2021083232A1
WO2021083232A1 PCT/CN2020/124527 CN2020124527W WO2021083232A1 WO 2021083232 A1 WO2021083232 A1 WO 2021083232A1 CN 2020124527 W CN2020124527 W CN 2020124527W WO 2021083232 A1 WO2021083232 A1 WO 2021083232A1
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bus
networked
station
time
buses
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马万经
欧诗琪
王玲
俞春辉
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Tongji University
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    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/123—Traffic control systems for road vehicles indicating the position of vehicles, e.g. scheduled vehicles; Managing passenger vehicles circulating according to a fixed timetable, e.g. buses, trains, trams
    • G—PHYSICS
    • G06—COMPUTING OR CALCULATING; 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

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  • the invention relates to the field of public transportation parking management, in particular to a method for optimizing the management of the arrival of a networked bus at a station.
  • real-time bus information can be shared, such as real-time position, speed, and direction angle, and passenger demand at the station can also be obtained.
  • optimizing the parking sequence of the buses and rationally using the station parking resources can greatly improve the service efficiency of the bus station and improve the operation of the bus The service reliability of the system.
  • the purpose of the present invention is to overcome the shortcomings of the prior art that the optimization system has no specific implementation method, small optimization range, and inability to guarantee the optimality, and to provide a networked bus arrival management optimization method.
  • a method for optimizing the arrival and parking management of a networked bus includes the following steps:
  • Step S1 Establish a mathematical model for the management of the arrival of a networked bus
  • Step S2 Obtain the linear constraint conditions of the mathematical model of networked bus arrival management and the linear objective function related to the delay of all buses, the delay of passengers on all buses, or the empty time of all buses;
  • Step S3 Based on the real-time parameters and the networked bus arrival management mathematical model, the networked bus arrival management is performed.
  • the real-time parameters include the number of connected buses that are ready to arrive at the bus stop service, the number of parking positions included in the bus stop, whether the bus station currently has a connected bus stopping at the station, the maximum speed of the connected bus, and The minimum speed, the time required for a connected bus to arrive at the bus stop to the parking position, the time required for a connected bus to leave the bus stop from the parking position, and the minimum safe headway between the connected buses Time distance and driving information of networked buses.
  • the driving information of the connected bus includes the time when the connected bus should leave the station in the timetable of the connected bus, the length of time the connected bus stops at the station, the average number of passengers of the connected bus, and the distance between the connected bus and the bus stop.
  • the linear constraint conditions include the current non-connected bus stopping service part at the bus station and the current connected bus stopping service part at the bus station.
  • the service part of the bus stop at the bus station without network connection currently includes:
  • Constraint C1 The driving speed of the networked bus cannot be higher than the maximum speed and cannot be lower than the minimum speed.
  • the mathematical expression is:
  • D is the distance n the n-th vehicle network bus associated with the bus station, Is the moment when the nth networked bus arrives at the bus stop, Is the maximum speed of the connected bus, Is the minimum speed of the connected bus, n is the number of the current connected bus, and N is the number of connected buses that are ready to arrive at the bus stop for the service;
  • Constraint C2 The time when the networked bus arrives at the parking position is at least greater than the time when it arrives at the bus stop by the pit stop time, the expression is:
  • T in is the pitting time required by the networked bus from arriving at the bus stop to the berth position, Is the time when the nth networked bus arrives at the parking position;
  • Constraint C3 The time when the networked bus completely leaves the bus stop is at least greater than the time when the bus arrives at the berth position by at least the aforementioned outbound time, and the expression is:
  • S n is the stopping time of the n-th connected bus
  • T out is the time required for the connected bus to leave the bus station completely from the parking position. Is the moment when the nth networked bus completely leaves the bus stop;
  • Constraint C4 The berth position of the networked bus is in the berth position of the bus stop, and the berth number of the berth position of the bus stop increases by 1 from downstream to upstream, and the expression is:
  • P n is the berth number of the berth position of the n-th connected bus, and P is the berth position number of the bus station;
  • Constraint C5 The time when different connected buses arrive at their respective parking positions is at least separated by the minimum safe headway, the expression is:
  • l m,n is a variable of 0-1.
  • a value of 1 means that the m-th connected bus arrives at the bus stop earlier than the n-th connected bus. If it is 0, the opposite is true.
  • T sec is the minimum safe headway.
  • M is a large enough number;
  • Constraint C6 the time when different networked buses leave the bus station is at least the minimum safe headway, the expression is:
  • Constraint C7 If the most upstream berth of the bus station is occupied when a networked bus arrives at the bus station, the networked bus needs to wait for the occupied networked bus that occupies the most upstream parking position to enter the bus station after leaving the bus stop, express The formula is:
  • q m (t) is the number of connected buses that arrived at the bus stop before the m-th connected bus at time t
  • e(t) is a variable of 0-1
  • 1 represents the bus at time t All berths of the station do not have connected buses. If 0 is the opposite, o(t) is a 0-1 variable, and 1 means that the most upstream berth of the bus station at time t is occupied. If it is 0, the opposite, ⁇ m (t ) Is a variable of 0-1.
  • a value of 1 means that the m-th networked bus has arrived at the bus stop at time t, otherwise, ⁇ m (t) is a variable of 0-1, and a value of 1 means that the m-th networked bus has arrived at the bus stop at time t.
  • the joint bus has entered the bus stop at time t, and vice versa if it is 0;
  • Constraint C8 If any berth position of the bus station except the most upstream berth position is occupied when the networked bus arrives at the bus station, the networked bus stops at the vacant berth position upstream, the expression is:
  • ⁇ n (t) is a variable of 0-1, a value of 1 means that the n-th networked bus has left the bus stop at time t, and a value of 0 means vice versa;
  • Constraint C9 The auxiliary constraint expression is:
  • f n is a variable of 0-1
  • 1 means that the nth connected bus stops at the most upstream berth position, if it is 0, the opposite is true
  • F n is a variable of 0-1
  • 1 means the nth connected bus network of the last car is a bus, the contrary is 0,
  • n represents the n R & lt vehicle network bus with the order of arrival of the bus station
  • L variable n is 0-1
  • for the vehicle 1 represents the n bus network with The time of leaving the bus station is more than 5 minutes later than the time of leaving the station, if it is 0, the opposite is true.
  • h m,n is a variable of 0-1, and 1 means that the m-th connected bus arrives at the bus stop just after the n-th connected bus, which is 0 is the opposite.
  • the said bus station currently has internet-linked buses stopping at the station service part including constraint C1-constraint C9, and also includes:
  • Constraint C10 If the current most upstream berth of the bus station is occupied by an occupied network bus, the arriving network bus must wait for the occupied network bus to enter the bus station after leaving the bus station. The expression is:
  • Constraint C11 If any berth at the current bus station except the most upstream berth is occupied by an occupied networked bus, the arriving networked bus stops at the vacant upstream berth position, the expression is:
  • K is the number of connected buses currently stopping at the bus station.
  • the linear objective function is:
  • g n is the average number of passengers on the nth connected bus
  • step S3 based on the real-time parameters and the connected bus arrival management mathematical model, the parking sequence of the connected buses, the arrival time of the connected buses, the arrival time of the connected buses, and the departure time of the connected buses are obtained. Standing moment.
  • the present invention has the following advantages:
  • the present invention uses linear mathematical programming to describe the sequence problem of the networked bus arrivals; according to the characteristics of the established linear mathematical programming, the planning model must have an optimal value; Compared with the optimization algorithm, the present invention can obtain the optimal stop sequence of the bus queue, can effectively reduce the delay of the networked bus stop, improve the stop efficiency, and provide passengers with better quality bus services.
  • the model is solvable: the model is a simple linear programming, which can be solved directly by a linear programming solver, and there must be a solution; compared to the complicated solution process of nonlinear programming, the model established by the present invention is convenient to solve and is beneficial to practice application.
  • the model can be migrated: the mathematical programming model established by the present invention has mobility and can be applied to scenarios where real-time bus data and station boarding demand are available; when the model is applied to a specific bus station, It is only necessary to input the specific values of parameters such as the real-time bus location and bus arrival service time into the model to calculate the optimal bus arrival sequence.
  • Figure 1 is a flow chart of the present invention.
  • This embodiment provides a method for optimizing the arrival management of connected buses.
  • the method is based on the following premise: one bus stop, several connected buses ready to arrive at the bus stop service, and several buses ready to arrive at the bus stop service Netlink buses are not allowed to overtake when entering the station, and there are bus lanes on the section where the bus station is located.
  • Step S1 Establish a mathematical model for the management of the arrival of a networked bus
  • Step S2 Obtain the linear constraint conditions of the mathematical model of networked bus arrival management and the linear objective function related to the delay of all buses, the delay of passengers on all buses, or the empty time of all buses;
  • Step S3 Based on the real-time parameters and the networked bus arrival management mathematical model, the networked bus arrival management is performed.
  • the real-time parameters include the number of connected buses that are ready to arrive at the bus stop service, the number of parking positions included in the bus stop, whether the bus station currently has a connected bus stopping service at the station, the maximum speed and minimum speed of the connected bus, The time required for a connected bus to arrive at the bus stop to the parking position, the time required for a connected bus to leave the bus stop from the parking position, the minimum safe headway between the connected buses, and The driving information of the connected bus; the driving information of the connected bus includes the time to leave the station in the timetable of the connected bus, the length of time the connected bus stops at the station, the average number of passengers of the connected bus, and the number of passengers of the connected bus. Distance to bus station.
  • Linear constraints include the service part of the bus station that currently has no networked buses stopping at the station and the bus station that currently has the service part of connected buses stopping at the station;
  • the service part of the bus stopping at the station includes:
  • Constraint C1 The driving speed of the networked bus cannot be higher than the maximum speed and cannot be lower than the minimum speed.
  • the mathematical expression is:
  • D is the distance n the n-th vehicle network bus associated with the bus station, in units of (m), Is the time when the n-th networked bus arrives at the bus stop, the unit is (s), which is a decision variable, It is the maximum speed of the networked bus, the unit is (m/s), Is the minimum speed of the connected bus, in (m/s), n is the number of the current connected bus, and N is the number of connected buses that are ready to arrive at the bus stop;
  • Constraint C2 The time when the networked bus arrives at the parking position is at least greater than the time when it arrives at the bus stop by the pit stop time, the expression is:
  • T in is the time required for the networked bus to enter the stop from the bus stop to the berth, and the unit is (s), It is the time when the nth networked bus arrives at the parking position, in (s);
  • Constraint C3 The time when the networked bus completely leaves the bus stop is at least greater than the time when the bus arrives at the berth position by the above-mentioned outbound time, and the expression is:
  • S n is the stopping time of the n-th connected bus in the station, the unit is (s), and T out is the time required for the connected bus to leave the bus station from the parking position to the complete departure time. It is the moment when the nth networked bus completely leaves the bus stop, the unit is (s);
  • Constraint C4 The berth position of the networked bus is in the berth position of the bus station, and the berth number of the berth position of the bus station is increased by 1 from downstream to upstream (the berth position of the networked bus that should stop late is the upstream Berth position), the expression is:
  • P n is the berth number of the berth position of the n-th connected bus, and P is the berth position number of the bus station;
  • Constraint C5 The time when different connected buses arrive at their respective parking positions is at least separated by the minimum safe headway, the expression is:
  • l m,n is a variable of 0-1.
  • a value of 1 means that the m-th connected bus arrives at the bus stop earlier than the n-th connected bus. If it is 0, the opposite is true.
  • T sec is the minimum safe headway.
  • the unit is (s), and M is a sufficiently large number;
  • Constraint C6 the time when different networked buses leave the bus station is at least the minimum safe headway, the expression is:
  • Constraint C7 If the most upstream berth of the bus station is occupied when a networked bus arrives at the bus station, the networked bus needs to wait for the occupied networked bus that occupies the most upstream parking position to enter the bus station after leaving the bus stop, express The formula is:
  • q m (t) is the number of connected buses that arrived at the bus stop before the m-th connected bus at time t
  • e(t) is a variable of 0-1
  • 1 represents the bus at time t All berths of the station do not have connected buses. If 0 is the opposite, o(t) is a 0-1 variable, and 1 means that the most upstream berth of the bus station at time t is occupied. If it is 0, the opposite, ⁇ m (t ) Is a variable of 0-1.
  • a value of 1 means that the m-th networked bus has arrived at the bus stop at time t, otherwise, ⁇ m (t) is a variable of 0-1, and a value of 1 means that the m-th networked bus has arrived at the bus stop at time t.
  • the joint bus has entered the bus stop at time t, and vice versa if it is 0;
  • Constraint C8 If any berth position of the bus station except the most upstream berth is occupied when the networked bus arrives at the bus station, the networked bus stops at the vacant berth position upstream, the expression is:
  • ⁇ n (t) is a variable of 0-1, a value of 1 means that the n-th networked bus has left the bus stop at time t, and a value of 0 means vice versa;
  • Constraint C9 The auxiliary constraint expression is:
  • f n is a variable of 0-1
  • 1 means that the nth connected bus stops at the most upstream berth position, if it is 0, the opposite is true
  • F n is a variable of 0-1
  • 1 means the nth connected bus network of the last car is a bus, the contrary is 0,
  • n represents the n R & lt vehicle network bus with the order of arrival of the bus station
  • L variable n is 0-1
  • for the vehicle 1 represents the n bus network with The time of leaving the bus station is more than 5 minutes later than the time of leaving the station, if it is 0, the opposite is true.
  • h m,n is a variable of 0-1, and 1 means that the m-th connected bus arrives at the bus stop just after the n-th connected bus, which is 0 is the opposite.
  • the service part includes constraint C1-constraint C9, and also includes:
  • Constraint C10 If the current most upstream berth of the bus station is occupied by an occupied network bus, the arriving network bus must wait for the occupied network bus to enter the bus station after leaving the bus station. The expression is:
  • Constraint C11 If any berth at the current bus station except the most upstream berth is occupied by an occupied networked bus, the arriving networked bus stops at the vacant upstream berth position, the expression is:
  • K is the number of connected buses currently stopping at the bus station.
  • the linear objective function is:
  • g n is the average number of passengers on the nth connected bus, and the unit is (person);
  • step S3 based on the real-time parameters and the networked bus arrival management mathematical model, the networked bus parking sequence, the networked bus arrival time, the networked bus arrival time and the networked bus exit time are obtained, Carry out networked bus arrival management.
  • the present invention uses linear mathematical programming to describe the sequence problem of the networked bus arrival; according to the characteristics of the established linear mathematical programming, the programming model must have an optimal value; it is similar to the existing optimization algorithm In comparison, the present invention can obtain the optimal stopping order of the bus queue.
  • the model is solvable: the model is a simple linear programming, which can be solved directly by a linear programming solver, and there must be a solution; compared with the complicated solution process of nonlinear programming, the model established by the present invention is convenient to solve and is beneficial to practical applications.
  • Model can be migrated:
  • the mathematical programming model established by the present invention is of mobility and can be applied to scenarios where real-time bus data and station pick-up requirements are available; when the model is applied to a specific bus station, only The specific values of parameters such as the real-time bus location and bus arrival service time are input into the model, and then the optimal bus arrival sequence can be calculated.

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Abstract

一种网联公交车到站停靠管理优化方法，本方法包括以下步骤：建立网联公交车到站停靠管理数学模型（S1）；获得网联公交车到站停靠管理数学模型的线性约束条件和与所有公交车延误、所有公交车上乘客延误或所有公交车的清空时间有关的线性目标函数（S2）；基于实时参数和网联公交车到站停靠管理数学模型，进行网联公交车到站停靠管理（S3）。与现有技术相比，结果最优、模型可解、模型可迁移，能有效降低网联公交车停靠的延误，提高停靠效率，为乘客提供更优质的公交服务。

Description

一种网联公交车到站停靠管理优化方法 技术领域
本发明涉及公共交通停靠管理领域，尤其是涉及一种网联公交车到站停靠管理优化方法。
背景技术
公共交通的载客率大，资源利用率高，是城市交通系统中的重要组成部分。而公交车在车站的停靠过程是公交车运营过程中的关键，常常因为供需不平衡、管理不当造成停靠延误。延误造成主要是因为每一辆公交车在站点的上下车人数不同，每一辆公交车在车站的服务时长，即停靠时长也不同。因此，公交车在多泊位公交站停靠的过程中可能会出现在站前等待前车服务，或在站内等待前车服务的现象。而随着车联网技术不断发展，公交车实时信息可以共享，如实时位置、速度、方向角，车站的乘客需求也能获取。在路段上公交车的实时位置、每辆公交车的上下客需求可获得的条件下，优化公交车的停靠顺序，合理利用车站泊位资源，可以大大提高公交车站的服务效率，提升公交车运行系统的服务可靠性。
目前对公交车停靠的管理和控制非常少，主要集中在对公交车智能诱导和定点停靠两个方面做了研究。刘昱岗等学者提出了多泊位公交站实时排队诱导系统的想法，该系统能集中路段上公交的实时信息，对信息进行处理和发布，系统还设有公交车速诱导、公交定点停靠、发布实时停靠信息等功能。但该系统目前仅提出了相关功能，未对功能的具体实现方法进行阐述。李飞飞对智能公交系统公交站点多泊位动态分配方法进行了设计，根据车站泊位是否已经停满车设计了两套公交停靠算法。这两套算法能优化公交到站的停靠顺序，但是最多只能对即将到站的三辆公交车进行优化，范围小，也无法保证最优。
发明内容
本发明的目的就是为了克服上述现有技术存在的优化系统没有具体实现方法、优化范围小和无法保证最优的缺陷而提供一种网联公交车到站停靠管理优化方法。
本发明的目的可以通过以下技术方案来实现：
一种网联公交车到站停靠管理优化方法，该方法包括以下步骤：
步骤S1：建立网联公交车到站停靠管理数学模型；
步骤S2：获得网联公交车到站停靠管理数学模型的线性约束条件和与所有公交车延误、所有公交车上乘客延误或所有公交车的清空时间有关的线性目标函数；
步骤S3：基于实时参数和网联公交车到站停靠管理数学模型，进行网联公交车到站停靠管理。
所述的实时参数包括准备到达公交站停靠服务的网联公交车数、公交站包含的泊位位置数、公交站目前是否有网联公交车在站停靠服务、网联公交车行驶的最高速度和最低速度、网联公交车从到达公交站至泊位位置所需的进站时间、网联公交车从泊位位置到完全离开公交站所需的出站时间、网联公交车之间的最小安全车头时距和网联公交车的行驶信息。
所述网联公交车的行驶信息包括网联公交车时刻表中应出站时刻、网联公交车在站停靠时长、网联公交车平均乘客数量和网联公交车与公交站的距离。
所述的线性约束条件包括公交站目前无网联公交车在站停靠服务部分和公交站目前有网联公交车在站停靠服务部分。
所述的公交站目前无网联公交车在站停靠服务部分包括：
约束C1：网联公交车的行驶速度不能高于最高速度且不能低于最低速度，数学表达式为：
Figure PCTCN2020124527-appb-000001
其中，d n为第n辆网联公交车与公交站的距离，
Figure PCTCN2020124527-appb-000002
为第n辆网联公交车到达公交站的时刻，
Figure PCTCN2020124527-appb-000003
为网联公交车行驶的最高速度，
Figure PCTCN2020124527-appb-000004
为网联公交车行驶的最低速度，n为当前的网联公交车的编号，N为准备到达公交站停靠服务的网联公交车数；
约束C2：网联公交车到达泊位位置的时刻比到达公交站的时刻至少大所述的进站时间，表达式为：
Figure PCTCN2020124527-appb-000005
其中，T in为网联公交车从到达公交站至泊位位置所需的进站时间，
Figure PCTCN2020124527-appb-000006
为第n辆网联公交车到达泊位位置的时刻；
约束C3：网联公交车完全离开公交站的时刻比到达泊位位置的时刻至少大所述 的出站时间，表达式为：
Figure PCTCN2020124527-appb-000007
其中，S n为第n辆网联公交车的在站停靠时长，T out为网联公交车从泊位位置到完全离开公交站所需的出站时间，
Figure PCTCN2020124527-appb-000008
为第n辆网联公交车完全离开公交站的时刻；
约束C4：网联公交车的泊位位置在公交站泊位位置中，所述公交站泊位位置的泊位编号自下游至上游从1开始依次加1，表达式为：
Figure PCTCN2020124527-appb-000009
其中，P n为第n辆网联公交车的泊位位置的泊位编号，P为公交站泊位位置数；
约束C5：不同的网联公交车到达各自泊位位置的时刻至少间隔最小安全车头时距，表达式为：
Figure PCTCN2020124527-appb-000010
其中，l m,n是0-1的变量，为1表示第m辆网联公交车比第n辆网联公交车早到公交站，为0则反之，T sec为最小安全车头时距，M为足够大的数；
约束C6：不同的网联公交车离开公交站的时刻至少间隔最小安全车头时距，表达式为：
Figure PCTCN2020124527-appb-000011
约束C7：若网联公交车到达公交站时公交站最上游泊位位置被占，所述网联公交车需要等待占据最上游泊位位置的占位网联公交车离开公交站后进入公交站，表达式为：
Figure PCTCN2020124527-appb-000012
其中，q m(t)为时刻t比第m辆网联公交车先到达公交站而未进站的网联公交车数，e(t)是0-1的变量，为1表示时刻t公交站所有泊位位置无网联公交车停靠，为0则反之，o(t)是的0-1变量，为1表示时刻t公交站最上游泊位位置被占，为0则反之，α m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已到达公交站，为0则反之，β m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已进入公交站，为0则反之；
约束C8：若网联公交车到达公交站时公交站除最上游泊位位置以外其余任意泊位位置被占，所述网联公交车停靠上游空余的泊位位置，表达式为：
Figure PCTCN2020124527-appb-000013
其中，γ n(t)是0-1的变量，为1表示第n辆网联公交车在时刻t已离开公交站，为0则反之；
约束C9：辅助约束表达式为：
Figure PCTCN2020124527-appb-000014
Figure PCTCN2020124527-appb-000015
Figure PCTCN2020124527-appb-000016
Figure PCTCN2020124527-appb-000017
Figure PCTCN2020124527-appb-000018
Figure PCTCN2020124527-appb-000019
Figure PCTCN2020124527-appb-000020
Figure PCTCN2020124527-appb-000021
Figure PCTCN2020124527-appb-000022
Figure PCTCN2020124527-appb-000023
Figure PCTCN2020124527-appb-000024
Figure PCTCN2020124527-appb-000025
Figure PCTCN2020124527-appb-000026
Figure PCTCN2020124527-appb-000027
Figure PCTCN2020124527-appb-000028
Figure PCTCN2020124527-appb-000029
Figure PCTCN2020124527-appb-000030
Figure PCTCN2020124527-appb-000031
Figure PCTCN2020124527-appb-000032
Figure PCTCN2020124527-appb-000033
Figure PCTCN2020124527-appb-000034
Figure PCTCN2020124527-appb-000035
Figure PCTCN2020124527-appb-000036
Figure PCTCN2020124527-appb-000037
其中，f n是0-1的变量，为1表示第n辆网联公交车停靠最上游泊位位置，为0则反之，F n是0-1的变量，为1表示第n辆网联公交车是最后一辆网联公交车，为0则反之，r n表示第n辆网联公交车到达公交站的顺序，L n是0-1的变量，为1表示第n辆网联公交车离开公交站的时刻比应出站时刻晚超过5分钟，为0则反之，
Figure PCTCN2020124527-appb-000038
表示第n辆网联公交车的应出站时刻，h m,n是0-1的变量，为1表示第m辆网联公交车恰在第n辆网联公交车后到达公交站，为0则反之。
所述的公交站目前有网联公交车在站停靠服务部分包括约束C1-约束C9，还包括：
约束C10：若目前公交站最上游泊位位置被占位网联公交车占据，则到达的网联公交车要等所述占位网联公交车离开公交站后进入公交站，表达式为：
Figure PCTCN2020124527-appb-000039
其中，
Figure PCTCN2020124527-appb-000040
为占位网联公交车离开公交站的时刻；
约束C11：若目前公交站除最上游泊位位置以外其他任意泊位位置被占位网联公交车占据，则到达的网联公交车停靠上游空余的泊位位置，表达式为：
Figure PCTCN2020124527-appb-000041
其中，K为目前公交站内停靠服务的网联公交车数。
所述的线性目标函数为：
与所有公交车延误有关的目标函数：
Figure PCTCN2020124527-appb-000042
与所有公交车上乘客延误有关的目标函数：
Figure PCTCN2020124527-appb-000043
其中，g n为第n辆网联公交车平均乘客数量；
与所有公交车的清空时间有关的目标函数：
Figure PCTCN2020124527-appb-000044
所述的步骤S3中基于实时参数和网联公交车到站停靠管理数学模型，获得网联公交车停靠顺序、网联公交车到站时刻、网联公交车进站时刻和网联公交车出站时刻。
与现有技术相比，本发明具有以下优点：
(1)结果最优：本发明根据问题特征，利用线性数学规划描述了网联公交车到站停靠的顺序问题；根据建立的线性数学规划特点，该规划模型必然存在最优值；与现有优化算法相比，本发明能得出公交队列的最优停靠顺序，能有效降低网联公交车停靠的延误，提高停靠效率，为乘客提供更优质的公交服务。
(2)模型可解：模型是简单的线性规划，可以直接利用线性规划求解器进行求解，且一定有解；相比于非线性规划复杂的求解过程，本发明建立的模型求解方便，利于实际应用。
(3)模型可迁移：本发明建立的数学规划模型具有迁移性，能应用在公交车实时数据可获得和车站上客需求可获得的场景中；将模型应用在某个特定公交车站时，只需要将公交车实时位置、公交车到站服务时间等参数的具体取值输入模型中，即可算出最优公交到站停靠顺序。
附图说明
图1为本发明的流程图。
具体实施方式
下面结合附图和具体实施例对本发明进行详细说明。本实施例以本发明技术方案为前提进行实施，给出了详细的实施方式和具体的操作过程，但本发明的保护范围不限于下述的实施例。
实施例
本实施例提供一种网联公交车到站停靠管理优化方法，该方法基于以下前提：一个公交站、若干辆准备到达公交站停靠服务的网联公交车，若干辆准备到达公交站停靠服务的网联公交车进站时不允许超车，公交站所在路段有公交专用道。
包括以下步骤：
步骤S1：建立网联公交车到站停靠管理数学模型；
步骤S2：获得网联公交车到站停靠管理数学模型的线性约束条件和与所有公交车延误、所有公交车上乘客延误或所有公交车的清空时间有关的线性目标函数；
步骤S3：基于实时参数和网联公交车到站停靠管理数学模型，进行网联公交车到站停靠管理。
具体而言：
实时参数包括准备到达公交站停靠服务的网联公交车数、公交站包含的泊位位置数、公交站目前是否有网联公交车在站停靠服务、网联公交车行驶的最高速度和最低速度、网联公交车从到达公交站至泊位位置所需的进站时间、网联公交车从泊位位置到完全离开公交站所需的出站时间、网联公交车之间的最小安全车头时距和网联公交车的行驶信息；网联公交车的行驶信息包括网联公交车时刻表中应出站时刻、网联公交车在站停靠时长、网联公交车平均乘客数量和网联公交车与公交站的距。
线性约束条件包括公交站目前无网联公交车在站停靠服务部分和公交站目前有网联公交车在站停靠服务部分；
公交站目前无网联公交车在站停靠服务部分包括：
约束C1：网联公交车的行驶速度不能高于最高速度且不能低于最低速度，数学表达式为：
Figure PCTCN2020124527-appb-000045
其中，d n为第n辆网联公交车与公交站的距离，单位为(m)，
Figure PCTCN2020124527-appb-000046
为第n辆网联公交车到达公交站的时刻，单位为(s)，是决策变量，
Figure PCTCN2020124527-appb-000047
为网联公交车行驶的最高速度，单位为(m/s)，
Figure PCTCN2020124527-appb-000048
为网联公交车行驶的最低速度，单位为(m/s)，n为当前的网联公交车的编号，N为准备到达公交站停靠服务的网联公交车数；
约束C2：网联公交车到达泊位位置的时刻比到达公交站的时刻至少大所述的进站时间，表达式为：
Figure PCTCN2020124527-appb-000049
其中，T in为网联公交车从到达公交站至泊位位置所需的进站时间，单位为(s)，
Figure PCTCN2020124527-appb-000050
为第n辆网联公交车到达泊位位置的时刻，单位为(s)；
约束C3：网联公交车完全离开公交站的时刻比到达泊位位置的时刻至少大所述的出站时间，表达式为：
Figure PCTCN2020124527-appb-000051
其中，S n为第n辆网联公交车的在站停靠时长，单位为(s)，T out为网联公交车从泊位位置到完全离开公交站所需的出站时间，
Figure PCTCN2020124527-appb-000052
为第n辆网联公交车完全离开公交站的时刻，单位为(s)；
约束C4：网联公交车的泊位位置在公交站泊位位置中，所述公交站泊位位置的泊位编号自下游至上游从1开始依次加1(应停靠晚到网联公交车的泊位位置为上游泊位位置)，表达式为：
Figure PCTCN2020124527-appb-000053
其中，P n为第n辆网联公交车的泊位位置的泊位编号，P为公交站泊位位置数；
约束C5：不同的网联公交车到达各自泊位位置的时刻至少间隔最小安全车头时距，表达式为：
Figure PCTCN2020124527-appb-000054
其中，l m,n是0-1的变量，为1表示第m辆网联公交车比第n辆网联公交车早到公交站，为0则反之，T sec为最小安全车头时距，单位为(s)，M为足够大的数；
约束C6：不同的网联公交车离开公交站的时刻至少间隔最小安全车头时距，表达式为：
Figure PCTCN2020124527-appb-000055
约束C7：若网联公交车到达公交站时公交站最上游泊位位置被占，所述网联公交车需要等待占据最上游泊位位置的占位网联公交车离开公交站后进入公交站，表达式为：
Figure PCTCN2020124527-appb-000056
其中，q m(t)为时刻t比第m辆网联公交车先到达公交站而未进站的网联公交车数，e(t)是0-1的变量，为1表示时刻t公交站所有泊位位置无网联公交车停靠，为0则反之，o(t)是的0-1变量，为1表示时刻t公交站最上游泊位位置被占，为0则反之，α m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已到达公交站，为0则反之，β m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已进入公交站，为0则反之；
约束C8：若网联公交车到达公交站时公交站除最上游泊位位置以外其余任意泊 位位置被占，所述网联公交车停靠上游空余的泊位位置，表达式为：
Figure PCTCN2020124527-appb-000057
其中，γ n(t)是0-1的变量，为1表示第n辆网联公交车在时刻t已离开公交站，为0则反之；
约束C9：辅助约束表达式为：
Figure PCTCN2020124527-appb-000058
Figure PCTCN2020124527-appb-000059
Figure PCTCN2020124527-appb-000060
Figure PCTCN2020124527-appb-000061
Figure PCTCN2020124527-appb-000062
Figure PCTCN2020124527-appb-000063
Figure PCTCN2020124527-appb-000064
Figure PCTCN2020124527-appb-000065
Figure PCTCN2020124527-appb-000066
Figure PCTCN2020124527-appb-000067
Figure PCTCN2020124527-appb-000068
Figure PCTCN2020124527-appb-000069
Figure PCTCN2020124527-appb-000070
Figure PCTCN2020124527-appb-000071
Figure PCTCN2020124527-appb-000072
Figure PCTCN2020124527-appb-000073
Figure PCTCN2020124527-appb-000074
Figure PCTCN2020124527-appb-000075
Figure PCTCN2020124527-appb-000076
Figure PCTCN2020124527-appb-000077
Figure PCTCN2020124527-appb-000078
Figure PCTCN2020124527-appb-000079
Figure PCTCN2020124527-appb-000080
Figure PCTCN2020124527-appb-000081
Figure PCTCN2020124527-appb-000082
其中，f n是0-1的变量，为1表示第n辆网联公交车停靠最上游泊位位置，为0则反之，F n是0-1的变量，为1表示第n辆网联公交车是最后一辆网联公交车，为0则反之，r n表示第n辆网联公交车到达公交站的顺序，L n是0-1的变量，为1表示第n辆网联公交车离开公交站的时刻比应出站时刻晚超过5分钟，为0则反之，
Figure PCTCN2020124527-appb-000083
表示第n辆网联公交车的应出站时刻，h m,n是0-1的变量，为1表示第m辆网联公交车恰在第n辆网联公交车后到达公交站，为0则反之。
公交站目前有网联公交车在站停靠服务部分包括约束C1-约束C9，还包括：
约束C10：若目前公交站最上游泊位位置被占位网联公交车占据，则到达的网联公交车要等所述占位网联公交车离开公交站后进入公交站，表达式为：
Figure PCTCN2020124527-appb-000084
其中，
Figure PCTCN2020124527-appb-000085
为占位网联公交车离开公交站的时刻；
约束C11：若目前公交站除最上游泊位位置以外其他任意泊位位置被占位网联公交车占据，则到达的网联公交车停靠上游空余的泊位位置，表达式为：
Figure PCTCN2020124527-appb-000086
其中，K为目前公交站内停靠服务的网联公交车数。
线性目标函数为：
与所有公交车延误有关的目标函数：
Figure PCTCN2020124527-appb-000087
与所有公交车上乘客延误有关的目标函数：
Figure PCTCN2020124527-appb-000088
其中，g n为第n辆网联公交车平均乘客数量，单位为(人)；
与所有公交车的清空时间有关的目标函数：
Figure PCTCN2020124527-appb-000089
步骤S3中基于实时参数和网联公交车到站停靠管理数学模型，获得网联公交车停靠顺序、网联公交车到站时刻、网联公交车进站时刻和网联公交车出站时刻，进行网联公交车到站停靠管理。
本实施例具有以下优点：
结果最优：本发明根据问题特征，利用线性数学规划描述了网联公交车到站停靠的顺序问题；根据建立的线性数学规划特点，该规划模型必然存在最优值；与现有优化算法相比，本发明能得出公交队列的最优停靠顺序。
模型可解：模型是简单的线性规划，可以直接利用线性规划求解器进行求解，且一定有解；相比于非线性规划复杂的求解过程，本发明建立的模型求解方便，利于实际应用。
模型可迁移：本发明建立的数学规划模型具有迁移性，能应用在公交车实时数据可获得和车站上客需求可获得的场景中；将模型应用在某个特定公交车站时，只需要将公交车实时位置、公交车到站服务时间等参数的具体取值输入模型中，即可算出最优公交到站停靠顺序。
在车联网技术不断发展，车-车通信、车-路通信、车-基础设施通信越来越成熟的背景下，基于即将停靠的网联公交车的实时数据，对公交车停靠管理进行优化能充分利用公交站泊位资源，能有效降低网联公交车停靠的延误，提高停靠效率，为乘客提供更优质的公交服务。

Claims (8)

  1. 一种网联公交车到站停靠管理优化方法，其特征在于，该方法包括以下步骤：
    步骤S1：建立网联公交车到站停靠管理数学模型；
    步骤S2：获得网联公交车到站停靠管理数学模型的线性约束条件和与所有公交车延误、所有公交车上乘客延误或所有公交车的清空时间有关的线性目标函数；
    步骤S3：基于实时参数和网联公交车到站停靠管理数学模型，进行网联公交车到站停靠管理。
  2. 根据权利要求1所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述的实时参数包括准备到达公交站停靠服务的网联公交车数、公交站包含的泊位位置数、公交站目前是否有网联公交车在站停靠服务、网联公交车行驶的最高速度和最低速度、网联公交车从到达公交站至泊位位置所需的进站时间、网联公交车从泊位位置到完全离开公交站所需的出站时间、网联公交车之间的最小安全车头时距和网联公交车的行驶信息。
  3. 根据权利要求2所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述网联公交车的行驶信息包括网联公交车时刻表中应出站时刻、网联公交车在站停靠时长、网联公交车平均乘客数量和网联公交车与公交站的距离。
  4. 根据权利要求2所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述的线性约束条件包括公交站目前无网联公交车在站停靠服务部分和公交站目前有网联公交车在站停靠服务部分。
  5. 根据权利要求4所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述的公交站目前无网联公交车在站停靠服务部分包括：
    约束C1：网联公交车的行驶速度不能高于最高速度且不能低于最低速度，数学表达式为：
    Figure PCTCN2020124527-appb-100001
    其中，d n为第n辆网联公交车与公交站的距离，
    Figure PCTCN2020124527-appb-100002
    为第n辆网联公交车到达公交站的时刻，
    Figure PCTCN2020124527-appb-100003
    为网联公交车行驶的最高速度，
    Figure PCTCN2020124527-appb-100004
    为网联公交车行驶的最低速度，n为当前的网联公交车的编号，N为准备到达公交站停靠服务的网联公交车数；
    约束C2：网联公交车到达泊位位置的时刻比到达公交站的时刻至少大所述的进 站时间，表达式为：
    Figure PCTCN2020124527-appb-100005
    其中，T in为网联公交车从到达公交站至泊位位置所需的进站时间，
    Figure PCTCN2020124527-appb-100006
    为第n辆网联公交车到达泊位位置的时刻；
    约束C3：网联公交车完全离开公交站的时刻比到达泊位位置的时刻至少大所述的出站时间，表达式为：
    Figure PCTCN2020124527-appb-100007
    其中，S n为第n辆网联公交车的在站停靠时长，T out为网联公交车从泊位位置到完全离开公交站所需的出站时间，
    Figure PCTCN2020124527-appb-100008
    为第n辆网联公交车完全离开公交站的时刻；
    约束C4：网联公交车的泊位位置在公交站泊位位置中，所述公交站泊位位置的泊位编号自下游至上游从1开始依次加1，表达式为：
    Figure PCTCN2020124527-appb-100009
    其中，P n为第n辆网联公交车的泊位位置的泊位编号，P为公交站泊位位置数；
    约束C5：不同的网联公交车到达各自泊位位置的时刻至少间隔最小安全车头时距，表达式为：
    Figure PCTCN2020124527-appb-100010
    其中，l m,n是0-1的变量，为1表示第m辆网联公交车比第n辆网联公交车早到公交站，为0则反之，T sec为最小安全车头时距，M为足够大的数；
    约束C6：不同的网联公交车离开公交站的时刻至少间隔最小安全车头时距，表达式为：
    Figure PCTCN2020124527-appb-100011
    约束C7：若网联公交车到达公交站时公交站最上游泊位位置被占，所述网联公交车需要等待占据最上游泊位位置的占位网联公交车离开公交站后进入公交站，表达式为：
    Figure PCTCN2020124527-appb-100012
    其中，q m(t)为时刻t比第m辆网联公交车先到达公交站而未进站的网联公交车数，e(t)是0-1的变量，为1表示时刻t公交站所有泊位位置无网联公交车停靠，为0则反之，o(t)是的0-1变量，为1表示时刻t公交站最上游泊位位置被占，为0则反 之，α m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已到达公交站，为0则反之，β m(t)是0-1的变量，为1表示第m辆网联公交车在时刻t已进入公交站，为0则反之；
    约束C8：若网联公交车到达公交站时公交站除最上游泊位位置以外其余任意泊位位置被占，所述网联公交车停靠上游空余的泊位位置，表达式为：
    Figure PCTCN2020124527-appb-100013
    其中，γ n(t)是0-1的变量，为1表示第n辆网联公交车在时刻t已离开公交站，为0则反之；
    约束C9：辅助约束表达式为：
    Figure PCTCN2020124527-appb-100014
    Figure PCTCN2020124527-appb-100015
    Figure PCTCN2020124527-appb-100016
    Figure PCTCN2020124527-appb-100017
    Figure PCTCN2020124527-appb-100018
    Figure PCTCN2020124527-appb-100019
    Figure PCTCN2020124527-appb-100020
    Figure PCTCN2020124527-appb-100021
    Figure PCTCN2020124527-appb-100022
    Figure PCTCN2020124527-appb-100023
    Figure PCTCN2020124527-appb-100024
    Figure PCTCN2020124527-appb-100025
    Figure PCTCN2020124527-appb-100026
    Figure PCTCN2020124527-appb-100027
    Figure PCTCN2020124527-appb-100028
    Figure PCTCN2020124527-appb-100029
    Figure PCTCN2020124527-appb-100030
    Figure PCTCN2020124527-appb-100031
    Figure PCTCN2020124527-appb-100032
    Figure PCTCN2020124527-appb-100033
    Figure PCTCN2020124527-appb-100034
    Figure PCTCN2020124527-appb-100035
    Figure PCTCN2020124527-appb-100036
    Figure PCTCN2020124527-appb-100037
    Figure PCTCN2020124527-appb-100038
    其中，f n是0-1的变量，为1表示第n辆网联公交车停靠最上游泊位位置，为0则反之，F n是0-1的变量，为1表示第n辆网联公交车是最后一辆网联公交车，为0则反之，r n表示第n辆网联公交车到达公交站的顺序，L n是0-1的变量，为1表示第n辆网联公交车离开公交站的时刻比应出站时刻晚超过5分钟，为0则反之，
    Figure PCTCN2020124527-appb-100039
    表示第n辆网联公交车的应出站时刻，h m,n是0-1的变量，为1表示第m辆网联公交车恰在第n辆网联公交车后到达公交站，为0则反之。
  6. 根据权利要求5所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述的公交站目前有网联公交车在站停靠服务部分包括约束C1-约束C9，还包括：
    约束C10：若目前公交站最上游泊位位置被占位网联公交车占据，则到达的网联公交车要等所述占位网联公交车离开公交站后进入公交站，表达式为：
    Figure PCTCN2020124527-appb-100040
    其中，
    Figure PCTCN2020124527-appb-100041
    为占位网联公交车离开公交站的时刻；
    约束C11：若目前公交站除最上游泊位位置以外其他任意泊位位置被占位网联公交车占据，则到达的网联公交车停靠上游空余的泊位位置，表达式为：
    Figure PCTCN2020124527-appb-100042
    其中，K为目前公交站内停靠服务的网联公交车数。
  7. 根据权利要求5所述的一种网联公交车到站停靠管理优化方法，其特征在于， 所述的线性目标函数为：
    与所有公交车延误有关的目标函数：
    Figure PCTCN2020124527-appb-100043
    与所有公交车上乘客延误有关的目标函数：
    Figure PCTCN2020124527-appb-100044
    其中，g n为第n辆网联公交车平均乘客数量；
    与所有公交车的清空时间有关的目标函数：
    Figure PCTCN2020124527-appb-100045
  8. 根据权利要求1所述的一种网联公交车到站停靠管理优化方法，其特征在于，所述的步骤S3中基于实时参数和网联公交车到站停靠管理数学模型，获得网联公交车停靠顺序、网联公交车到站时刻、网联公交车进站时刻和网联公交车出站时刻。
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