A micro-circulation bus route planning method based on functional area classification

Abstract

The present invention discloses a micro-circulation bus route planning method based on functional area classification, including five steps: identifying the functional area to which the planning area belongs, determining the micro-circulation bus route mode, determining the micro-circulation bus candidate site set, constructing a micro-circulation bus multi-objective planning model, and solving the micro-circulation bus route layout plan in the planning area. The present invention solves the micro-circulation bus multi-objective planning model with the goal of maximizing the passenger flow density of the micro-circulation bus route and minimizing the passenger travel cost, and uses the NSGA-II algorithm to solve and obtain the most suitable micro-circulation bus route plan in the planning area.

Description

Technical Field

[0001] The invention relates to a bus route planning method, in particular to a micro-circulation bus route planning method based on functional area classification. Background Art

[0002] With the rapid development of my country's economy, the level of motorization has significantly increased, and traffic congestion in major cities has become more serious. Although the construction of public transportation systems has effectively alleviated traffic pressure, problems such as slow speed and low comfort of conventional public transportation are still criticized during rush hours. In addition, conventional public transportation and rail transportation focus on the layout of urban trunk lines and tend to ignore regional branch lines, resulting in poor public transportation accessibility and low passenger satisfaction.

[0003] Micro-circulation public transportation is flexible, fast and economical. It can give full play to the role of branch road network, share the traffic volume of trunk lines, effectively alleviate traffic pressure, effectively fill the blank areas of conventional bus and rail transit layout, open up urban branch roads and dead-end roads, increase public transportation coverage, and improve traffic congestion problems during peak hours in the morning and evening.

[0004] However, at present, the research results on micro-circulation bus network planning methods at home and abroad are mostly concentrated on rail-connected micro-circulation buses. There is a lack of research on different functional areas, such as university towns, industrial parks, etc., and the station layout and route planning of micro-circulation bus lines have not been carried out according to the passenger flow characteristics and land properties of different regions. As a result, the micro-circulation bus line planning in some areas does not match the needs of residents. Summary of the invention

[0005] Purpose of the invention: The purpose of the present invention is to provide a micro-circulation bus route planning method based on functional area classification that is suitable for the travel of residents in the planning area.

[0006] Technical solution: The micro-circulation bus route planning method of the present invention comprises the following steps:

[0007] S1, determine the functional area according to the land use nature and passenger flow distribution of the micro-circulation bus line planning area;

[0008] S2, based on the classification of functional areas, determine the appropriate micro-circulation bus route mode;

[0009] S3, based on the functional area classification and the characteristics of the micro-circulation bus line, determine the candidate station set I of the micro-circulation bus line;

[0010] S4, construct a multi-objective planning model with the goal of maximizing the passenger flow density of micro-circulation bus routes and minimizing the total travel cost of passengers;

[0011] S5, determine the corresponding passenger travel unit time cost parameters according to different functional areas, and use the NSGA-II algorithm to solve the micro-circulation bus line layout plan in the planning area.

[0012] Furthermore, in step S1, the functional areas are divided into business areas, tourist resorts, industrial parks and science and education areas.

[0013] Furthermore, in step S2, the micro-circulation bus route mode is divided into a linear or radial two-way operation route mode, a linear or radial one-way circulation route mode, a circular two-way operation route mode and a circular one-way circulation route mode according to the functional area to which the planning area belongs.

[0014] Furthermore, in step S3, the steps of determining the candidate site set I of the micro-circulation bus line are as follows:

[0015] S31, identifying the corresponding passenger flow demand point set I′ in the layout area according to different functional areas;

[0016] S32, sort the nodes in the passenger flow demand point set I′ according to the importance of the elements in different functional areas, and obtain an ordered node set I″={i1, i2, …i k}, where i k is a node, k = 1, 2, ..., n;

[0017] S33, judging the nodes of the ordered node set I″ according to the sorting, searching for i k Is there a regular bus stop r within the maximum acceptable walking distance of surrounding passengers? If so, k Delete it from the ordered node set I″ and add r to the candidate site set I to obtain a new candidate site set, and directly go to step S35; if it does not exist, go to step S34;

[0018] S34, calculate i k The distance from the identified nodes in the candidate site set I, if i k If the distance from any node in the candidate station set I is greater than the minimum station spacing of the micro-circulation bus line, then i k Add to candidate site set I; otherwise, delete the node i k ;

[0019] S35, determine whether k=n holds. If not, set k=k+1 and repeat step S33; if yes, stop determining and obtain the final candidate site set I.

[0020] Furthermore, in step S4, while constructing a multi-objective planning model with the goal of maximizing the passenger flow density of the micro-circulation bus line and minimizing the travel cost of residents, constraints are imposed on the station spacing and line length of the micro-circulation bus line;

[0021] The multi-objective planning model is as follows:

[0022]

[0023]

[0024] Where:

[0025] ρ is the passenger flow density of the micro-circulation bus line, person-times / m;

[0026] C is the total travel cost of passengers on micro-circulation bus routes, RMB / day;

[0027] b i,j is a 0-1 variable. i,j =1, it means that there is a road connection between candidate sites i and j; when b i,j =0, indicating that there is no road connection between candidate sites i and j;

[0028] q i,j is the passenger flow between candidate sites i and j, person-times / day;

[0029] L k is the length of micro-circulation bus route k, meters;

[0030] C b,k is the total walking time cost of passengers taking microcirculation line k to walk to the candidate station, RMB / day;

[0031] C w,k is the total waiting time cost of passengers taking microcirculation line k, RMB / day;

[0032] C t,k is the total travel time cost of passengers taking microcirculation line k, RMB / day;

[0033] C t,k The total cost of passengers taking microcirculation route k, RMB / day;

[0034] The station spacing d of micro-circulation bus lines i,j The constraints are as follows:

[0035]

[0036] Where, d min is the minimum station spacing allowed for micro-circulation bus routes, meters;

[0037] The length of the micro-circulation bus line is constrained as follows:

[0038]

[0039] Lmin is the minimum length allowed for a micro-circulation bus line, kilometers;

[0040] L max The maximum length allowed for a micro-circulation bus line, kilometers.

[0041] Furthermore, in step S5, the unit time cost of passenger travel is referred to the resident income level of the area to which it belongs, and the unit time cost is adjusted according to the passenger experience in different environments and the different time sensitivities of various functional areas; based on the actual road conditions, the road adjacency network matrix, the road section distance matrix and the candidate site passenger flow OD matrix are determined as input data for the multi-objective planning model.

[0042] Compared with the prior art, the present invention has the following significant effects:

[0043] 1. By analyzing the land use nature and passenger flow demand of the planning area, the functional area to which the area belongs is determined. Based on the classification of functional areas, the appropriate micro-circulation bus route mode is determined. Based on this, a method for selecting candidate micro-circulation bus stations is proposed, and a multi-objective micro-circulation bus route planning model is constructed. The micro-circulation bus route plan suitable for residents in the planning area is obtained through the model solution;

[0044] 2. The present invention takes into account the different functional characteristics of the planning area. Based on the different travel needs of passengers in different functional areas, when planning micro-circulation bus routes, it considers the appropriate layout areas and route modes in different functional areas. It selects reasonable elements according to local conditions to layout bus stops and plan routes within the industrial park. It has strong universality and provides theoretical basis and technical support for relevant government personnel and transportation planners to formulate network planning and layout plans and bus network development goals. BRIEF DESCRIPTION OF THE DRAWINGS

[0045] Figure 1 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0046] The present invention is further described in detail below in conjunction with the accompanying drawings and specific implementation methods of the specification. It should be understood that these embodiments are only descriptions of the preferred implementation methods of the present invention, and are not intended to limit the concept and scope of the present invention. Without departing from the design concept of the present invention, various modifications and improvements made by engineers and technicians in this field to the technical solution of the present invention should all fall within the protection scope of the present invention.

[0047] like Figure 1 As shown, the micro-circulation bus route planning method of the present invention comprises the following steps:

[0048] Step 1: Determine the functional area according to the land use nature and passenger flow distribution of the micro-circulation bus line planning area. Functional areas can be divided into business areas, tourist resorts, industrial parks and science and education areas. The land in the business area is highly developed, and the tertiary industries such as commerce, entertainment, and catering are well developed. The residential area is dense, and there are many high-rise buildings. The passenger flow in the business area is generally large, the passenger flow is diversified, the passenger flow density is high, and the bus lines are relatively developed. Tourist resorts generally include multiple scenic spots and attractions, and the area is relatively vast. Industrial parks generally gather multiple industrial clusters, and industrial land is more prominent in the land use. Science and education areas generally include multiple university campuses or university towns, and students account for a large proportion of the passenger flow. Taking a certain urban planning area in China as an example for planning, because there are many industrial parks, the functional area category is identified as industrial park.

[0049] Step 2: Based on the functional area classification, determine the appropriate micro-circulation bus route mode. From Table 1, we can see that the route mode corresponding to the industrial park is a straight two-way traffic.

[0050] Table 1 Summary of microcirculation bus route patterns corresponding to different functional areas

[0051] name Layout area Recommended line mode Business District Rail stations, commercial centers, residential areas Two-way roundabout Tourist resort Tourist attractions, residential areas, rail stations Two-way roundabout Industrial Park Industrial clusters, residential areas Straight two-way traffic Science and Education Area University town, residential area, rail station Two-way roundabout

[0052] Step 3: Based on the functional area classification and micro-circulation bus line characteristics, determine the candidate station set I of the micro-circulation bus line c The specific steps are as follows:

[0053] Step 31, identify the corresponding passenger flow demand point set in the layout area according to the corresponding functional area. The selection of passenger flow demand points is shown in Table 2. The passenger flow demand points in the table are ranked according to importance. The passenger flow demand point elements with higher rankings are given priority in selection. According to Table 2, identify the relevant elements in the planning area and obtain the passenger flow demand point set I′ in the industrial park. c .

[0054] Table 2 Summary of passenger flow demand points in different functional areas

[0055] name Passenger flow demand points Business District Commercial centers, communities, rail stations, administrative centers, schools, hospitals Tourist resort Attractions, rail stations, communities, commercial centers, schools, hospitals Industrial Park Industrial parks, communities, rail stations, commercial centers, schools, hospitals Science and Education Area Schools, communities, dormitories, rail stations, commercial centers, hospitals

[0056] Step 32: Set the passenger flow demand point set I′ c The internal nodes are roughly sorted according to the importance of the elements in different functional areas. The same type of elements such as industrial parks can be randomly sorted to obtain an ordered node set I″c={i1,i2,…i k}, where i k is a node, k=1,2,…,n.

[0057] Step 33: sort the ordered node set I″ c The node to be judged. Search i kIs there a regular bus stop r within the maximum acceptable walking distance of surrounding passengers? If so, k From the passenger flow demand point set I″ c Delete it and add r to the candidate site set I c , obtain a new candidate site set and go directly to step 35. If it does not exist, go to step 34.

[0058] Step 34, calculate i k Candidate Site Set I c The distance of the identified nodes in k Candidate Site Set I c If the distance of any node in is greater than the minimum station spacing of the micro-circulation bus line, then i k Add to candidate site set I c Otherwise, delete the node i k .

[0059] Step 35, determine whether k=n is true. If not, set k=k+1 and repeat step 33. If true, stop the determination and obtain the final candidate site set I of the industrial park. c .

[0060] Step 4: Construct a multi-objective planning model with the goal of maximizing the passenger flow density of micro-circulation bus routes and minimizing the total travel cost of passengers.

[0061] Step 41, a multi-objective planning model is constructed with the goal of maximizing the passenger flow density of micro-circulation bus routes and minimizing the travel cost of residents as follows:

[0062]

[0063] min C=∑ k∈K (C b,k +C w,k +C t,k +C m,k ) (2)

[0064] Where:

[0065] ρ——passenger flow density of micro-circulation bus routes (passengers / m);

[0066] C——Total travel cost of passengers on micro-circulation bus routes (yuan / day);

[0067] b i,j ——0-1 variable, when b i,j =1, it means that there is a road connection between candidate sites i and j. i,j =0, indicating that there is no road connection between candidate sites i and j;

[0068] q i,j——passenger flow between candidate sites i and j (passenger times / day);

[0069] L k ——The length of micro-circulation bus route k (meters);

[0070] C b,k ——The total walking time cost of passengers taking microcirculation route k to the candidate station (yuan / day);

[0071] C w,k ——Total waiting time cost of passengers taking microcirculation route k (yuan / day);

[0072] C t,k ——Total travel time cost of passengers taking microcirculation route k (yuan / day);

[0073] C t,k ——The total cost for passengers taking micro-circulation route k (yuan / day).

[0074] Step 42, the passenger travel cost is calculated as follows:

[0075] Passengers walking to the micro-circulation bus line waiting station will incur walking time costs, which are mainly related to the passenger's walking distance, walking unit time cost and passenger's walking speed. The formula for calculating the total walking time cost is as follows;

[0076]

[0077] Where:

[0078] μ b ——Passenger walking unit time cost (yuan / minute);

[0079] q i ——Passenger flow of candidate station i on micro-circulation bus line (passenger times / day);

[0080] d i ——The distance that passengers need to walk to the candidate microcirculation bus station i (meters);

[0081] v b ——Passenger walking speed (m / min).

[0082] When passengers wait at candidate stops of micro-circulation bus lines, waiting time costs will be incurred, which are mainly related to the waiting unit time cost and average waiting time of passengers. Since the waiting time of passengers is related to the departure interval of micro-circulation bus lines, and the departure interval is a time period, the time point when passengers arrive at waiting stop i is random and is basically normally distributed within the departure interval time period. The average waiting time of passengers is set as half of the departure interval of micro-circulation bus lines. The total waiting time cost formula for passengers taking micro-circulation bus line k is calculated as follows:

[0083]

[0084] Where:

[0085] μ w ——Passenger waiting time cost per unit (yuan / minute);

[0086] z i,j ——0-1 variable, when z i,j =1, it means that there is a micro-circulation bus line k connection between candidate sites i and j, otherwise, it means that there is no micro-circulation bus line connection between candidate sites i and j;

[0087] t k ——Departure interval (minutes) of micro-circulation bus route k.

[0088] When passengers take micro-circulation bus line k, they will incur a travel time cost. The total travel time cost is related to the passenger's unit time cost, passenger flow, the distance between candidate stations i and j, and the speed of micro-circulation bus line k. The formula for calculating the total travel time cost of passengers taking micro-circulation line k is as follows:

[0089]

[0090] Where:

[0091] μ t ——Passenger time cost per unit (yuan / minute);

[0092] d i,j,k ——the distance between candidate stations i and j of microcirculation bus route k (meters);

[0093] v t ——Average travel speed of micro-circulation bus route k (m / min).

[0094] The travel cost of passengers should also take into account the cost of taking micro-circulation bus line k. The total cost formula for calculating the cost of passengers taking micro-circulation line k is as follows:

[0095]

[0096] In the formula, f i,k ——The fare for micro-circulation bus line k when boarding at station i.

[0097] While constructing a multi-objective planning model with the goals of maximizing the passenger flow density of micro-circulation bus lines and minimizing the travel cost of residents, constraints should be imposed on the line length and station spacing of micro-circulation bus lines to ensure that the passenger flow density of micro-circulation bus lines is meaningful and that the lines meet the line characteristics of micro-circulation buses.

[0098] Step 43: the station spacing d of the micro-circulation bus line i,j The constraints are as follows:

[0099]

[0100] Where, d min ——The minimum station spacing allowed on micro-circulation bus routes (meters).

[0101] The length of the micro-circulation bus line is constrained as follows:

[0102]

[0103] L min ——The minimum length allowed for micro-circulation bus routes (km);

[0104] L max ——The maximum allowed length of micro-circulation bus routes (kilometers).

[0105] Step 5: Determine the corresponding passenger travel unit time cost parameters according to different functional areas, and use the NSGA-II algorithm to solve the micro-circulation bus line layout plan in the planning area.

[0106] The unit time cost refers to the income level of residents in the area. In 2021, the per capita disposable income of residents in the city where the layout area is located is 68,191 yuan. According to 250 working days a year and 8 hours of statutory working hours per day, the per capita hourly income of residents is 34.096 yuan, which is equivalent to a unit time cost of 0.6 yuan / minute. Therefore, when considering the unit time cost of passengers walking, waiting and riding, 0.6 yuan / minute is used as the benchmark to compare the perception of time by passengers in three different states of walking, waiting and riding. When riding, it is relatively easy because they have taken transportation, which is similar to the sensitivity to time in daily life, so it is set at 0.6 yuan / minute. When waiting for a bus, because of the need to wait, more attention is paid to the passage of time than riding, so the unit time cost is increased to 0.8 yuan / minute. Generally speaking, because walking to the waiting station requires physical energy, passengers pay the most attention to the time spent on walking, which is set at 1 yuan / minute. Based on the passenger flow characteristics of different functional areas and the importance attached to travel time, the unit time cost parameters are reduced to a certain extent, and finally the unit time cost parameters of different functional areas are obtained as shown in Table 3.

[0107] Table 3 Summary of unit time costs of the four major functional areas

[0108]

[0109] The final parameter settings are shown in Table 4:

[0110] Table 4 Model parameter summary

[0111] Serial number parameter set up 1 Cost per unit time of walking 1.19 yuan / minute 2 Passenger walking speed 5.5km / h 3 Waiting time cost 0.95 yuan / minute 4 The departure interval of micro-circulation bus route k 15 minutes 5 Cost per unit time of riding 0.71 yuan / minute 6 Average driving speed 20km / h 7 The fare of micro-circulation bus line k 1 Yuan 8 Minimum station spacing allowed on micro-circulation bus routes 300m 9 Minimum length allowed for micro-circulation bus routes 3km 10 Maximum length allowed for micro-circulation bus routes 10km

[0112] The NSGA-II algorithm multi-objective planning model is written in MATLAB to solve the layout plan of the micro-circulation bus line. The road adjacency network matrix, road section distance matrix and candidate station passenger flow OD matrix based on actual road conditions are sorted as the input data of the multi-objective planning model, and the layout plan of the micro-circulation bus line can be obtained by solving it.

Claims

1. A micro-circulation bus route planning method based on functional area classification, characterized in that: The steps include: S1, determine the functional area according to the land use nature and passenger flow distribution of the micro-circulation bus line planning area; S2, based on the classification of functional areas, determine the appropriate micro-circulation bus route mode; S3, based on the functional area classification and the characteristics of the micro-circulation bus line, determine the candidate station set I of the micro-circulation bus line; S4, construct a multi-objective planning model with the goal of maximizing the passenger flow density of micro-circulation bus routes and minimizing the total travel cost of passengers; S5, determine the corresponding passenger travel unit time cost parameters according to different functional areas, and use the NSGA-II algorithm to solve and obtain the micro-circulation bus line layout plan for the planning area; In step S3, the steps of determining the candidate site set I of the micro-circulation bus line are as follows: S31, identifying the corresponding passenger flow demand point set I′ in the layout area according to different functional areas; S32, sort the nodes in the passenger flow demand point set I′ according to the importance of the elements in different functional areas, and obtain an ordered node set I″={i1, i2, …i k }, where i k is a node, k = 1, 2, ..., n; S33, judging the nodes of the ordered node set I″ according to the sorting, searching for i k Is there a regular bus stop r within the maximum acceptable walking distance of surrounding passengers? If so, k Delete it from the ordered node set I″ and add r to the candidate site set I to obtain a new candidate site set, and directly go to step S35; if it does not exist, go to step S34; S34, calculate i k The distance from the identified nodes in the candidate site set I, if i k If the distance from any node in the candidate station set I is greater than the minimum station spacing of the micro-circulation bus line, then i k Add to candidate site set I; otherwise, delete the node i k ; S35, determine whether k=n is established. If not, set k=k+1 and repeat step S33; if established, stop determining and obtain the final candidate site set I; In step S4, while constructing a multi-objective planning model with the goal of maximizing the passenger flow density of the micro-circulation bus line and minimizing the travel cost of residents, constraints are imposed on the station spacing and line length of the micro-circulation bus line; The multi-objective planning model is as follows: Where: ρ is the passenger flow density of the micro-circulation bus line, person-times / m; C is the total travel cost of passengers on micro-circulation bus routes, RMB / day; b i,j is a 0-1 variable. i,j =1, it means that there is a road connection between candidate sites i and j; when b i,j =0, indicating that there is no road connection between candidate sites i and j; q i,j is the passenger flow between candidate sites i and j, person-times / day; L k is the length of micro-circulation bus route k, meters; C b,k is the total walking time cost of passengers taking microcirculation line k to walk to the candidate station, RMB / day; C w,k is the total waiting time cost of passengers taking microcirculation line k, RMB / day; C t,k is the total travel time cost of passengers taking microcirculation line k, RMB / day; C t,k The total cost of passengers taking microcirculation route k, RMB / day; The station spacing d of micro-circulation bus lines i,j The constraints are as follows: Where, d min is the minimum station spacing allowed for micro-circulation bus routes, meters; The length of the micro-circulation bus line is constrained as follows: L min is the minimum length allowed for a micro-circulation bus line, kilometers; L max The maximum length allowed for a micro-circulation bus line, kilometers.

2. The micro-circulation bus route planning method based on functional area classification according to claim 1 is characterized by: In step S1, the functional areas are divided into business areas, tourist resort areas, industrial parks and science and education areas.

3. The micro-circulation bus route planning method based on functional area classification according to claim 1 is characterized by: In step S2, according to the functional area to which the planning area belongs, the micro-circulation bus route mode is divided into a linear or radial two-way operation route mode, a linear or radial one-way circulation route mode, a circular two-way operation route mode and a circular one-way circulation route mode.

4. The micro-circulation bus route planning method based on functional area classification according to claim 1 is characterized by: In step S5, the unit time cost of passenger travel is adjusted based on the resident income level of the area to which it belongs and the passengers' feelings in different environments and the different time sensitivities of various functional areas; the road adjacency network matrix, the road section distance matrix and the candidate site passenger flow OD matrix are determined based on the actual road conditions as the input data of the multi-objective planning model.

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