Calculation method of bus stop line carrying capacity considering station and route characteristics
By correcting the bus midway station line bearing capacity calculation method that corrects the characteristics of the station and section, the problem of deviation of the existing calculation method is solved, and a more accurate bus midway station line bearing capacity evaluation is achieved, providing a reference for operational optimization.
Patent Information
- Application Number
- CN202311408264.6
- Authority / Receiving Office
- CN · China
- Patent Type
- Patents(China)
- Current Assignee / Owner
- Filing Date
- 2023-10-26
- Publication Date
- 2025-03-21
- Estimated Expiration
- 2043-10-26
AI Technical Summary
The existing bus stop traffic capacity calculation method fails to fully consider the characteristics of the station and road sections, resulting in deviations in the calculation results and fails to accurately reflect the bearing capacity of the bus stop line.
A method for calculating the bearing capacity of the bus mid-stop line that considers the characteristics of the station and the road section is proposed. By correcting the calculation formula of the average arrival rate and docking time of the station, combining the TCQSM model and the multi-channel queuing system, an iterative algorithm is designed to judge the design entry failure rate and calculate the bearing capacity of the bus mid-stop line.
It improves the accuracy and reliability of bus stop traffic capacity calculation, provides a more appropriate assessment of bus midway bus route bearing capacity, and can effectively guide site operation optimization.
Smart Images
Figure CN117649761B_ABST
Abstract
Description
Technical Field
[0001] The present invention relates to the technical field of bus station line carrying capacity, and in particular to a method for calculating the bus stop line carrying capacity taking into account station and road section characteristics. Background Art
[0002] Traffic congestion in large cities is becoming increasingly serious, and the carrying capacity of bus stations is an important indicator for evaluating the capacity of urban public transportation. Most existing studies determine the carrying capacity of station lines based on the station capacity, but the existing station capacity calculation method mainly selects indicators such as the average vehicle arrival rate and station stop time at the station based on empirical data, without considering that when buses pass through different levels of roads, they will be disturbed to varying degrees by cars on the same road section, resulting in different arrival frequencies from departure frequencies. It also does not take into account that waiting passengers may interweave when going to different berths to get on the bus, affecting the vehicle's stop time at the station. The interaction between the number of station carrying lines and the capacity has not been fully considered, resulting in deviations in the calculation results. Therefore, it is necessary to take into account the characteristics of stations and sections, revise the bus station capacity calculation model, and establish a station line carrying capacity calculation method to provide a reference for the evaluation and optimization of bus station operations. Summary of the invention
[0003] The purpose of the present invention is to make up for the shortcomings and deficiencies of the existing station capacity calculation method, and provide a bus stop line carrying capacity calculation method taking into account the station and section characteristics. Taking the bus stop as the research object, based on the influence of different station characteristics and section characteristics, the station capacity calculation method is revised, and the reaction of the number of station carrying lines is studied. A bus stop line carrying capacity calculation method based on the judgment of the entry failure rate is proposed. The calculation results are effective and reliable, and can be used to evaluate the operation of existing stations and provide guidance for station planning and design optimization.
[0004] To achieve the above object, the technical solution provided by the present invention is: a method for calculating the carrying capacity of a bus stop route taking into account the characteristics of the bus stop and the road section, comprising the following steps:
[0005] 1) Taking linear and bay-type stations as the research objects, according to the station characteristics and road section characteristics of different types of bus stops, based on flow equivalence, the average vehicle arrival rate of the station is corrected to obtain the total corrected average vehicle arrival rate of the station; wherein, the station characteristics include station layout, number of berths, bus arrival rate, passenger arrival rate, number of station-carrying lines and intersection green signal ratio, and the road section characteristics are composed of the line sections;
[0006] 2) Based on the total corrected average vehicle arrival rate at the station, under the premise of the TCQSM model, the influence of the interweaving of passenger flows caused by passengers going to different berths to board the bus, the interaction between the number of station lines and the station capacity, and then the calculation formula for the average stop time of vehicles at the station of the TCQSM model is corrected, and then the calculation formula for the station capacity of the TCQSM model is corrected;
[0007] 3) Based on the revised station capacity calculation formula and combined with queuing theory, a method for calculating the carrying capacity of bus stop lines is established. Taking whether the designed entry failure rate is reached as the judgment condition, an iterative algorithm is designed to solve the problem and obtain the carrying capacity of bus stop lines that takes into account the characteristics of stations and sections.
[0008] Further, in step 1), the station layout is linear or bay-type, the bus arrival rate is the number of buses arriving at the station within a unit time period, the passenger arrival rate is the number of people waiting to get on the bus at the bus station within a unit time period, the number of bus lines carried by the station is the number of bus lines that will stop at the station, and the intersection green signal ratio is the ratio of the average green light duration for buses to the intersection signal cycle length. If the bus station is set near the upstream of the intersection, its operating status will be affected by the intersection green signal ratio; the route section is a road of different levels in a section passed by a bus line, including main roads, secondary roads and branch roads. In the same section of road, the traffic volume of mixed traffic is equivalent to the traffic volume of pure small traffic. Based on the headway method in the bus conversion coefficient calculation method, the total headway of mixed traffic is equivalent to the total headway of pure buses:
[0009] q m *H=H 22 *Q b
[0010] In the formula, q m is the mixed traffic flow in the road section; H is the average headway time of the mixed traffic flow; H 22 is the average departure time of buses under the interference of social vehicles; Q b is the number of buses;
[0011] The headway method is improved by introducing two parameters: the average headway time of each following state and the proportion of buses in the mixed traffic flow. Combined with the total probability formula, the average headway time H of the mixed traffic flow on the road needs to satisfy:
[0012] H=g i (1-g i )*H 12 +(1-g i )*g i *H 21 +(1-g i )2 H 11
[0013] In the formula, g i is the proportion of buses in mixed traffic flow on different levels of road sections, i = (1, 2, 3), where 1, 2, and 3 refer to main roads, secondary roads, and branch roads, respectively; H 12 H is the headway time of the bus following the car; 21 H is the headway time of the car following the bus; 11 is the headway time of the small car following the small car;
[0014] Assume that the safe distance of cars is X meters and the safe distance of buses is Y meters, then H 12 , H 21 , H 11 It is expressed as:
[0015]
[0016]
[0017]
[0018] In the formula, are the driving speeds of cars and buses on roads of corresponding grades;
[0019] The research object is a road of a certain grade with a length of L and a number of cars on the road section of Q c With the number of buses Q b It is expressed as:
[0020]
[0021]
[0022] In the formula, Q car is the total departure frequency of social cars; n is the number of station lines; λ is the average departure frequency of a single line;
[0023] In summary, the total corrected average vehicle arrival rate of n routes configured at a bus station under social vehicle interference is obtained:
[0024]
[0025] In the formula, is the corrected average vehicle arrival rate at stations on a single route.
[0026] Further, in step 2), based on the TCQSM model, combined with the total corrected average vehicle arrival rate at the station, the calculation formula for the average vehicle stop time at the station of the TCQSM model is corrected, and then the calculation formula for the station capacity of the TCQSM model is corrected, including the following steps:
[0027] 2.1) Considering the time difference of passengers going to different bus stops to board the bus, define the boarding time per passenger at different bus stops l for:
[0028]
[0029] Where T1 is the average boarding time per passenger at the first berth, Δ is the unit cumulative boarding time per passenger at the rear berth compared to the front berth;
[0030] 2.2) The distribution characteristics of bus arrivals conform to the Poisson distribution. Let the number of bus stop lines be n, the research period be t, and the probability P(v,n) of v buses being at the station at the same time can be expressed as:
[0031]
[0032] 2.3) Let the actual number of berths at a linear or bay-type station be U, and obtain the average boarding time of the bus: for:
[0033]
[0034] Where A is the passenger arrival rate at the station, It is the boarding time for passengers at the bus station to take the bus at the last berth at the station;
[0035] 2.4) When all the routes carried by the station from the first station to the target station are all trunk roads, the average stop time of the vehicle at the target station is When all the routes carried by the station from the first station to the target station are all secondary roads, the average stop time of the vehicle at the target station is When all the roads between the first station and the target station carried by the station are all branch roads, the average stop time of the vehicle at the target station is That is, the average stop time of vehicles at the corrected stations of n routes It is expressed as:
[0036]
[0037] In the formula, t oc Fix door opening and closing times for vehicles;
[0038] 2.5) Let the proportions of the three types of roads, namely, main roads, secondary roads and branch roads, from the first station to the target station of all routes carried by the station be k1, k2 and k3 respectively, k1+k2+k3=1, and the corrected comprehensive average stop time of vehicles at the target station is obtained.
[0039]
[0040] 2.6) The average clearing time of vehicles at the station is based on empirical values. For linear stations, it is 10s, and for bay stations, it is 15s:
[0041]
[0042] In the formula, is the average clearing time for a linear station; is the average clearing time for the harbor-type sites;
[0043] 2.7) Let the effective berth numbers of the linear and bay type stations be Combined with the TCQSM model, the corrected linear station capacity is obtained and modified bay-type station capacity They are:
[0044]
[0045] Where G is the effective green light duration of the intersection, C is the signal cycle length of the intersection, and G / C is the green-to-signal ratio; Z α refers to the normal distribution corresponding to the designed entry failure rate α; c v Refers to the coefficient of variation of docking time.
[0046] Further, in step 3), based on the multi-channel queuing system M / E k / U / FCFS, using the modified station capacity calculation formula, a bus stop line carrying capacity calculation method is established, whether the designed station entry failure rate is reached is used as the judgment condition, and an iterative algorithm is designed to solve the bus stop line carrying capacity considering the station and section characteristics. The bus stop line carrying capacity calculation method includes the following steps:
[0047] 3.1) Determine the layout type of the site to be solved, calculate the modified comprehensive average vehicle stop time of different types of sites, determine their average clearing time, and then calculate the modified site capacity of the site and convert it into the site service rate; Respectively represent the site service rates of straight-line sites and bay-type sites:
[0048]
[0049] 3.2) Clearly define the number of berths at the station, let the design entry failure rate be α, the number of station lines be n, the number of buses arriving at the station at the same time be v, and the station service rate be μ. For the multi-channel queuing system M / E k / U / FCFS, the number of buses at the station N bus The probability of exceeding the number of berths U, that is, the failure rate of docking, is expressed as follows:
[0050]
[0051] Under the current n conditions, the entry failure rate is calculated. If the number is less than α, it means that the site can still carry more lines, so the number of lines n is increased until the number of lines is When the corresponding solved entry failure rate is higher than the designed entry failure rate α, the calculation stops and the cycle ends; when the number of lines carried by the station is When , the calculated entry failure rate is close to the designed entry failure rate α but not greater than α. Therefore, the number of lines that the station line can carry is That is, the carrying capacity of the bus stop line is strip.
[0052] Compared with the prior art, the present invention has the following advantages and beneficial effects:
[0053] 1. The present invention takes into account that when public buses travel on roads of different levels, they may be interfered by cars on the same road section, resulting in the bus arrival frequency being different from its departure frequency. Therefore, the calculation method of the total corrected average vehicle arrival rate at the station is revised to make the relevant calculation results more in line with the actual situation.
[0054] 2. The present invention takes into account the impact of the possible interweaving of passengers waiting at the station going to different berths on the vehicle's stop time at the station, and based on this, modifies the calculation formula for the average stop time of vehicles at the station of the TCQSM model, so that the calculation result is more in line with the actual situation, and obtains the modified comprehensive average stop time of vehicles at the station
[0055] 3. The present invention modifies the calculation formula of the station capacity of the TCQSM model based on the modified average arrival rate of station vehicles and the modified comprehensive average stop time of vehicles at the station, thereby improving the accuracy of the station capacity calculation method.
[0056] 4. Based on the revised site capacity calculation method, the present invention constructs a method for calculating the line carrying capacity of a bus stop, providing more accurate reference information for the evaluation and optimization of the operation of bus stops. BRIEF DESCRIPTION OF THE DRAWINGS
[0057] Figure 1 It is a logical flow chart of the present invention.
[0058] Figure 2 This is a schematic diagram of the line carrying capacity calculation process. DETAILED DESCRIPTION
[0059] The present invention is further described in detail below in conjunction with embodiments and drawings, but the embodiments of the present invention are not limited thereto.
[0060] like Figure 1 and Figure 2 As shown, this embodiment provides a method for calculating the carrying capacity of a bus stop line taking into account the characteristics of the station and the road section. It is designed based on a modified station capacity calculation formula and includes the following steps:
[0061] 1) Taking linear and bay-type stations as the research objects, according to the station characteristics and road section characteristics of different types of bus stops, based on flow equivalence, the average vehicle arrival rate of the station is corrected to obtain the total corrected average vehicle arrival rate of the station. Among them, the station characteristics include station layout, number of berths, bus arrival rate, passenger arrival rate, number of station-carrying lines and intersection green signal ratio; the road section characteristics are composed of the line sections.
[0062] The station layout is linear or bay-type, the bus arrival rate is the number of buses arriving at the station within a unit time period, the passenger arrival rate is the number of people waiting to get on the bus at the bus station within a unit time period, the number of bus lines carried by the station is the number of bus lines that will stop at the station, and the intersection green signal ratio is the ratio of the average green light duration for buses to the length of the intersection signal cycle. If the bus station is set near the upstream of the intersection, its operating status will be affected by the intersection green signal ratio; the route section is a section of a bus line that passes through different levels of roads, such as main roads, secondary roads, and branch roads. In the same section of road, the traffic volume of mixed traffic is equivalent to the traffic volume of pure small traffic. Based on the headway method in the bus conversion coefficient calculation method, the total headway of mixed traffic is equivalent to the total headway of pure buses:
[0063] q m *H=H 22 *Q b
[0064] In the formula, q m is the mixed traffic flow in the road section; H is the average headway time of the mixed traffic flow, seconds; H 22 is the average departure time of buses under the interference of social vehicles, seconds; Q b is the number of buses.
[0065] The headway method is improved by introducing two parameters: the average headway time of each following state and the proportion of buses in mixed traffic. Combined with the total probability formula, the average headway time H of mixed traffic on the road needs to satisfy:
[0066] H=g i (1-g i )*H 12 +(1-g i )*g i *H 21 +(1-g i ) 2 H 11
[0067] In the formula, g i is the proportion of buses in mixed traffic flow on different levels of road sections, i = (1, 2, 3), where 1, 2, and 3 refer to main roads, secondary roads, and branch roads, respectively; H 12 H is the headway time of the bus following the car, seconds; 21 is the headway time of the car following the bus, seconds; H 11 is the headway time of the small car following the small car, seconds.
[0068] Assume that the safe distance of cars is X meters and the safe distance of buses is Y meters, then H 12 , H 21 , H 11 It can be expressed as:
[0069]
[0070]
[0071]
[0072] In the formula, They are the driving speeds of cars and buses on roads of corresponding grades.
[0073] The research object is a road of a certain grade with a length of L and a number of cars on the road section of Q c With the number of buses Q b It is expressed as:
[0074]
[0075]
[0076] In the formula, Q car is the total departure frequency of social cars, vehicles / hour; n is the number of station lines; λ is the average departure frequency of a single line, vehicles / hour.
[0077] In summary, the total corrected average vehicle arrival rate of n routes configured at a bus station under social vehicle interference is obtained:
[0078]
[0079] In the formula, is the corrected average vehicle arrival rate at a station on a single route;
[0080] The single-line corrected arrival rate at Wushanlukou Station is 0.0727 vehicles per minute.
[0081] Table 1 Average boarding time per passenger at different berth locations
[0082]
[0083]
[0084] Table 2 Number of valid berths at the station
[0085]
[0086] Table 3 Design entry failure rate α and its corresponding normal distribution Z α
[0087] Design entry failure rate <![CDATA[Z α ]]> Design entry failure rate <![CDATA[Z α ]]> 1％ 2.330 15％ 1.040 2.5％ 1.960 20％ 0.840 5％ 1.645 25％ 0.675 7.5％ 1.440 30％ 0.525 10％ 1.280 50％ 0
[0088] Table 4 Example: Wushanlukou Station Characteristics Table
[0089]
[0090]
[0091] 2) Combined with the total corrected average vehicle arrival rate at the station, under the premise of the existing TCQSM model, the influence of the interweaving of passenger flows caused by passengers going to different berths to board the bus, the interaction between the number of station lines and the station capacity, the calculation formula for the average stop time of vehicles at the station in the TCQSM model is corrected, and then the calculation formula for the station capacity in the TCQSM model is corrected;
[0092] Considering the time difference of passengers going to different parking spaces at bus stations to board the bus, the boarding time per passenger at different parking spaces is defined as for:
[0093]
[0094] Where T1 is the average boarding time per passenger at the first berth, and Δ is the unit cumulative boarding time per passenger at the rear berth compared to the front berth.
[0095] The distribution characteristics of bus arrivals conform to the Poisson distribution. Let the number of bus stop lines be n and the study period be t. The probability P(v,n) of v buses being at the station at the same time during the study period can be expressed as:
[0096]
[0097] Let the actual number of berths at a linear or bay-type station be U, and the average boarding time of a bus is obtained as for:
[0098]
[0099] Where A is the passenger arrival rate at the station, It is the boarding time for passengers at the bus station to board the last berth at the station.
[0100] When all the roads from the first station to the target station carried by the station are all trunk roads, the average stop time of the vehicle at the target station is When all the routes carried by the station from the first station to the target station are all secondary roads, the average stop time of the vehicle at the target station is When all the roads between the first station and the target station carried by the station are all branch roads, the average stop time of the vehicle at the target station is That is, the average stop time of vehicles at the corrected stations of n routes It is expressed as:
[0101]
[0102] In the formula, t oc It is the fixed door opening and closing time of the vehicle, usually 5 seconds.
[0103] Let the proportions of the three types of roads, namely, main roads, secondary roads and branch roads, from the first station to the target station of all routes carried by the station be k1, k2 and k3 respectively, k1+k2+k3=1, and the corrected comprehensive average stop time of vehicles at the target station is obtained.
[0104]
[0105] The average clearing time of vehicles at the station is based on empirical values, 10s for straight-line stations and 15s for bay stations:
[0106]
[0107] In the formula, is the average clearing time for a linear station; It is the average clearing time of the harbor-type site.
[0108] Let the effective berth numbers of the linear and bay type stations be Combined with the TCQSM model, the corrected linear station capacity is obtained and modified bay-type station capacity They are:
[0109]
[0110] Where G is the effective green light duration of the intersection, C is the signal cycle length of the intersection, and G / C is the green-to-signal ratio; Z α refers to the normal distribution corresponding to the designed entry failure rate α; c v Refers to the coefficient of variation of docking time, generally taken as 0.6.
[0111] Table 5 Example: Comparison of the comprehensive average stop time and traffic capacity of Wushan Road Intersection Station before and after correction:
[0112]
[0113] 3) Based on multi-channel queuing system M / E k / U / FCFS, using the modified station capacity, a method for calculating the carrying capacity of bus stop lines is established. Taking whether the designed entry failure rate is reached as the judgment condition, an iterative algorithm is designed to solve the problem, and the carrying capacity of bus stop lines considering the characteristics of stations and sections is obtained. The method for calculating the carrying capacity of bus stop lines includes the following steps:
[0114] Make a judgment on the layout type of the solution station, calculate the adjusted comprehensive average vehicle stop time of different types of stations, determine their average clearing time, and then calculate the adjusted station capacity of the station and convert it into the station service rate. Respectively represent the site service rates of straight-line sites and bay-type sites:
[0115]
[0116] Specify the number of berths at the station, set the design entry failure rate to α, the number of station lines to n, the number of buses arriving at the station to v, and the station service rate to μ. k / U / FCFS, the number of buses at the station N bus The probability of exceeding the number of berths U, that is, the failure rate of docking, is expressed as follows:
[0117]
[0118] Under the current n conditions, the entry failure rate is calculated. If the number is less than α, it means that the site can still carry more lines, so the number of lines n is increased until the number of lines is When the corresponding solved entry failure rate is higher than the designed entry failure rate α, the calculation stops and the cycle ends; when the number of lines carried by the station is When , the calculated entry failure rate is close to the designed entry failure rate α but not greater than α. Therefore, the number of lines that the station line can carry is That is, the carrying capacity of the bus stop line is strip.
[0119] The fitted Poisson distribution expression of multiple vehicle arrivals at Wushanlukou Station during the evening peak period is:
[0120]
[0121] The actual entry failure rate of Wushanlukou Station is calculated to be 22.44%. Assuming the number of lines carried by Wushanlukou Station is n, the line carrying capacity of Wushanlukou Station under the constraint of the actual entry failure rate is solved:
[0122] Table 6 Calculation results of line carrying capacity of Wushanlukou Station
[0123]
[0124]
[0125] The number of routes that Wushan Road Intersection Station can carry calculated using the original formula is 14. This shows that the method of calculating the carrying capacity of bus stop routes based on the modified station capacity that takes into account the characteristics of the station and section is more in line with the actual situation.
[0126] The above embodiments are preferred implementation modes of the present invention, but the implementation modes of the present invention are not limited to the above embodiments. Any other changes, modifications, substitutions, combinations, and simplifications that do not deviate from the spirit and principles of the present invention should be equivalent replacement methods and are included in the protection scope of the present invention.
Claims
1. A method for calculating the carrying capacity of a bus stop route taking into account the characteristics of the stop and the route section, characterized in that: The following steps are involved: 1) Taking linear and bay-type stations as the research objects, according to the station characteristics and road section characteristics of different types of bus stops, based on flow equivalence, the average vehicle arrival rate of the station is corrected to obtain the total corrected average vehicle arrival rate of the station; wherein, the station characteristics include station layout, number of berths, bus arrival rate, passenger arrival rate, number of station-carrying lines and intersection green signal ratio, and the road section characteristics are composed of the line sections; The station layout is linear or bay-type, the bus arrival rate is the number of buses arriving at the station within a unit time period, the passenger arrival rate is the number of people waiting to get on the bus at the bus station within a unit time period, the number of bus routes carried by the station is the number of bus routes that will stop at the station, and the intersection green signal ratio is the ratio of the average green light duration for buses to the intersection signal cycle length. If the bus station is set near the upstream of the intersection, its operating status will be affected by the intersection green signal ratio; the route section is a section of a bus line that passes through different levels of roads, including main roads, secondary roads and branch roads. In the same section of road, the traffic volume of mixed traffic is equivalent to the traffic volume of pure small traffic. Based on the headway method in the bus conversion coefficient calculation method, the total headway of mixed traffic is equivalent to the total headway of pure buses: q m *H=H 22 *Q b In the formula, q m is the mixed traffic flow in the road section; H is the average headway time of the mixed traffic flow; H 22 is the average departure time of buses under the interference of social vehicles; Q b is the number of buses; The headway method is improved by introducing two parameters: the average headway time of each following state and the proportion of buses in the mixed traffic flow. Combined with the total probability formula, the average headway time H of the mixed traffic flow on the road needs to satisfy: H=g i (1-g i )*H 12 +(1-g i )*g i *H 21 +(1-g i ) 2 H 11 In the formula, g i is the proportion of buses in mixed traffic flow on different levels of road sections, i = (1, 2, 3), where 1, 2, and 3 refer to main roads, secondary roads, and branch roads, respectively; H 12 H is the headway time of the bus following the car; 21 H is the headway time of the car following the bus; 11 is the headway time of the small car following the small car; Assume that the safe distance of cars is X meters and the safe distance of buses is Y meters, then H 12 , H 21 , H 11 It is expressed as: In the formula, are the driving speeds of cars and buses on roads of corresponding grades; The research object is a road of a certain grade with a length of L and a number of cars on the road section of Q c With the number of buses Q b It is expressed as: In the formula, Q car is the total departure frequency of social cars; n is the number of station lines; λ is the average departure frequency of a single line; In summary, the total corrected average vehicle arrival rate of n routes configured at a bus station under social vehicle interference is obtained: In the formula, is the corrected average vehicle arrival rate at a station on a single route; 2) Based on the total corrected average vehicle arrival rate at the station, under the premise of the TCQSM model, the influence of the interweaving of passenger flows caused by passengers going to different berths to board the bus, the interaction between the number of station lines and the station capacity, and then the calculation formula for the average stop time of vehicles at the station of the TCQSM model is corrected, and then the calculation formula for the station capacity of the TCQSM model is corrected; 3) Based on the revised station capacity calculation formula and combined with queuing theory, a method for calculating the carrying capacity of bus stop lines is established. Taking whether the designed entry failure rate is reached as the judgment condition, an iterative algorithm is designed to solve the problem and obtain the carrying capacity of bus stop lines that takes into account the characteristics of stations and sections.
2. The method for calculating the carrying capacity of a bus stop considering the characteristics of the bus stop and the road section according to claim 1, characterized in that: In step 2), based on the TCQSM model, combined with the total corrected average vehicle arrival rate at the station, the calculation formula for the average vehicle stop time at the station of the TCQSM model is corrected, and then the calculation formula for the station capacity of the TCQSM model is corrected, including the following steps: 2.1) Considering the time difference of passengers going to different bus stops to board the bus, define the boarding time per passenger at different bus stops l for: Where T1 is the average boarding time per passenger at the first berth, Δ is the unit cumulative boarding time per passenger at the rear berth compared to the front berth; 2.2) The distribution characteristics of bus arrivals conform to the Poisson distribution. Let the number of bus stop lines be n, the research period be t, and the probability P(v,n) of v buses being at the station at the same time can be expressed as: 2.3) Let the actual number of berths at a linear or bay-type station be U, and obtain the average boarding time of the bus: for: Where A is the passenger arrival rate at the station, It is the boarding time for passengers at the bus station to take the bus at the last berth at the station; 2.4) When all the routes carried by the station from the first station to the target station are all trunk roads, the average stop time of the vehicle at the target station is When all the routes carried by the station from the first station to the target station are all secondary roads, the average stop time of the vehicle at the target station is When all the roads between the first station and the target station carried by the station are all branch roads, the average stop time of the vehicle at the target station is That is, the average stop time of vehicles at the corrected stations of n routes It is expressed as: Where, t oc Fix door opening and closing times for vehicles; 2.5) Let the proportions of the three types of roads, namely, main roads, secondary roads and branch roads, from the first station to the target station of all routes carried by the station be k1, k2 and k3 respectively, k1+k2+k3=1, and the corrected comprehensive average stop time of vehicles at the target station is obtained. 2.6) The average clearing time of vehicles at the station is based on empirical values. For linear stations, it is 10s, and for bay stations, it is 15s: In the formula, is the average clearing time for a linear station; is the average clearing time for the harbor-type sites; 2.7) Let the effective berth numbers of the linear and bay type stations be Combined with the TCQSM model, the corrected linear station capacity is obtained and modified bay-type station capacity They are: Where G is the effective green light duration of the intersection, C is the signal cycle length of the intersection, and G / C is the green-to-signal ratio; Z α Refers to the normal distribution corresponding to the designed entry failure rate α; c v Refers to the coefficient of variation of docking time.
3. The method for calculating the carrying capacity of a bus stop considering the characteristics of the bus stop and the road section according to claim 2, characterized in that: In step 3), based on the multi-channel queuing system M / E k / U / FCFS, using the modified station capacity calculation formula, a bus stop line carrying capacity calculation method is established, whether the designed station entry failure rate is reached is used as the judgment condition, and an iterative algorithm is designed to solve the bus stop line carrying capacity considering the station and section characteristics. The bus stop line carrying capacity calculation method includes the following steps: 3.1) Determine the layout type of the site to be solved, calculate the modified comprehensive average vehicle stop time of different types of sites, determine their average clearing time, and then calculate the modified site capacity of the site and convert it into the site service rate; Respectively represent the site service rates of straight-line sites and bay-type sites: 3.2) Clearly define the number of berths at the station, let the design entry failure rate be α, the number of station lines be n, the number of buses arriving at the station at the same time be v, and the station service rate be μ. For the multi-channel queuing system M / E k / U / FCFS, the number of buses at the station N bus The probability of exceeding the number of berths U, that is, the failure rate of docking, is expressed as follows: Under the current n conditions, the entry failure rate is calculated. If the value is less than α, it means that the site can still carry more lines, so the number of lines n is increased until the number of lines is When the corresponding solved entry failure rate is higher than the designed entry failure rate α, the calculation stops and the cycle ends; when the number of lines carried by the station is When , the calculated entry failure rate is close to the designed entry failure rate α but not greater than α. Therefore, the number of lines that the station line can carry is That is, the carrying capacity of the bus stop line is strip.