A method, device, terminal and medium for adjusting bus lane settings

Abstract

The present invention discloses a method, device, terminal and medium for adjusting the setting of bus lanes. The method comprises obtaining bus travel information of a target station, wherein the bus travel information comprises the number of station berths, bus routes, station types and bus operating hours; based on the bus route information, calling an improved station capacity model, judging whether the target station sets a full-length bus lane, and calculating the average stop time of the target station; according to the average stop time of the station, obtaining the station capacity of the target station to adjust the setting of the bus lane. Therefore, the embodiment of the present invention can reveal the influence of the full-length bus lane on the station capacity, and provide a theoretical basis for the subsequent planning and setting of bus stations and the configuration of the number of lines; making adjustments and settings on existing bus routes to improve the capacity of specific stations to meet the current needs.

Description

Technical Field

[0001] The present invention relates to the technical field of traffic management, and in particular to a method, device, terminal and medium for setting and adjusting a bus lane. Background Art

[0002] With the increasing traffic congestion in big cities, giving priority to the development of public transportation has become a consensus of the whole society. In the process of public transportation operation, the setting of bus lanes will have an important impact on the efficiency of public transportation and the traffic capacity of stations. With the rapid development of public transportation, the proportion of bus lanes will gradually increase. In order to solve the problem of passenger travel in the central business district of the city, big cities often set up multiple bus stations in passenger gathering areas, and set up too many bus lines at a single station, which will not only occupy more infrastructure land, but also reduce the traffic efficiency of the station. The setting of bus lanes can effectively solve the above problems, but due to the insufficient degree of coordinated setting of bus lanes, bus lanes are often set up in a discontinuous manner, and few bus lines will set up full-length bus lanes. Therefore, it is necessary to explore the role of laying full-length bus lanes on bus lines in the central business district of the city to improve the traffic capacity of the station.

[0003] In the calculation of traditional bus stop capacity, the role of bus lanes is often ignored, or the role of bus lanes is simply classified as "yes" or "no". The impact of setting up full-length bus lanes on part or all of the bus stop's lines on the station's capacity is still unclear, making it difficult to determine the optimal traffic efficiency of a bus stop. Summary of the invention

[0004] The present invention provides a method, device, terminal and medium for adjusting the setting of bus lanes. The method classifies bus stops, clarifies the proportion of lines with full-length bus lanes in bus stops, and obtains the average stop time of buses at the stops by deduction in combination with relevant knowledge of probability theory. The method also combines the original TCQSM model to obtain the station capacity when all lines, part of the lines and no lines at the station are set with full-length bus lanes.

[0005] In order to achieve the above-mentioned purpose, in a first aspect, an embodiment of the present invention provides a method for adjusting the setting of a bus lane, comprising:

[0006] Obtaining the bus travel information of the target station, wherein the bus travel information includes the number of bus berths at the station, bus routes, station types, and bus operating hours;

[0007] Based on the bus route information, calling an improved station capacity model, determining whether the target station is equipped with a full-route bus lane, and calculating the average stop time of the target station;

[0008] The station capacity of the target station is obtained according to the average stop time of the station to adjust the setting of the bus lane.

[0009] In a second aspect, an embodiment of the present invention provides a bus lane setting device, comprising:

[0010] An acquisition module is used to acquire the bus travel information of the target station, wherein the bus travel information includes the number of station berths, bus routes, station types, and bus operating hours;

[0011] A calling module, used to call an improved station capacity model based on the bus route information, determine whether the target station is equipped with a full-length bus lane, and calculate the average stop time of the target station;

[0012] The adjustment module is used to obtain the station capacity of the target station according to the average stop time of the station to adjust the setting of the bus lane.

[0013] In a third aspect, an embodiment of the present invention provides a terminal device, including a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, and the processor implements the above-mentioned bus lane setting adjustment method when executing the computer program.

[0014] In addition, an embodiment of the present invention further provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the above-mentioned bus lane setting adjustment method.

[0015] Compared with the prior art, the embodiment of the present invention discloses a method, device, terminal and medium for adjusting the setting of bus lanes. By obtaining the bus travel information of the target station, the bus travel information includes the number of station berths, bus routes, station types, and bus operating hours; based on the bus route information, calling the improved station capacity model, judging the situation of setting the full-length bus lane at the target station, and calculating the average stop time at the target station; according to the average stop time at the station, obtaining the station capacity of the target station to adjust the setting of the bus lane. Therefore, the embodiment of the present invention can reveal the impact of the full-length bus lane on the station capacity, and provide a theoretical basis for the subsequent planning and setting of bus stations and the configuration of the number of lines; making adjustments and settings on existing bus routes to improve the capacity of specific stations to meet current needs. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a flow chart of a method for setting and adjusting a bus lane provided by an embodiment of the present invention;

[0017] Figure 2 It is a structural schematic diagram of a bus lane setting adjustment device provided by an embodiment of the present invention;

[0018] Figure 3 This is a schematic diagram of a passenger going to a multi-berth to board a bus at a bus stop provided by an embodiment of the present invention;

[0019] Figure 4 It is a schematic diagram of a "docking-clearing" evolution process provided by an embodiment of the present invention;

[0020] Figure 5 This is a schematic diagram of the time segmentation of the station occupied by vehicles on integrated route I provided by an embodiment of the present invention;

[0021] Figure 6 Another schematic diagram of time segmentation of vehicle occupancy of station on integrated route I provided by an embodiment of the present invention;

[0022] Figure 7 It is another schematic diagram of time segmentation of vehicle occupancy of station for integrated route I provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0023] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0024] It should be noted that the terms "comprises" and "specifically" and any variations of the present invention are intended to cover non-exclusive inclusions. For example, a process, method, system, product or apparatus comprising a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units that are not explicitly listed or inherent to these processes, methods, products or apparatuses.

[0025] It should be noted that among the many station capacity models studied at home and abroad, some models are too idealistic, such as the full-operation time station capacity model proposed in China, and some models are very complicated to operate in practice, such as the multi-berth station capacity calculation model that assumes that vehicles enter and exit the station in a queue at the same time, which is only applicable to special public transportation organization methods and is not very practical. Among them, the TCQSM model considers more comprehensive influencing factors and is relatively simple to operate compared to other models. It has been proven to have strong versatility in station capacity calculation, so the embodiment of the present invention conducts research based on the TCQSM model.

[0026]

[0027] Among them, B c , C b Refers to the station capacity and single berth capacity respectively; N e Refers to the number of effective parking spaces at a station. Studies have shown that the actual number of parking spaces and the number of effective parking spaces at a linear station present a nonlinear increasing relationship. G is the effective green light duration at the intersection, C is the signal cycle length at the intersection, and G / C is the green-to-signal ratio. t d ,t c Respectively represent the average stop time and average clearing time of the station; 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.

[0028] The TCQSM model is widely used and has been shown to be adaptable to different cities and different types of stations in relevant studies at home and abroad. It fully considers factors such as the green-to-signal ratio of intersections, the average stop time at stations, the average clearing time, and the randomness of bus stop time. It is currently the mainstream general-purpose model for calculating station capacity. However, the TCQSM model still has the following shortcomings:

[0029] ① It is impossible to describe the dynamic impact of the number of lines carried by a station on its capacity, that is, the average stop time and average clearing time of the station will change with the change of the number of lines carried, which will lead to dynamic changes in the station capacity;

[0030] ② Ignoring the interference of passenger flow between passengers boarding at different berths at the station, that is, the impact of different average boarding times of passengers at different berths;

[0031] ③ The impact of the setting of full-length bus lanes on the station's traffic capacity is not considered. That is, when full-length bus lanes are set up on certain lines of the station, on the one hand, buses running on the bus lanes do not interfere with social traffic, and the bus arrival is more regular, which can effectively reduce the phenomenon of concentrated arrival of vehicles in a short period of time; on the other hand, the bus lanes can also effectively reduce the average clearing time of shallow bay-type stations, further improving the station's traffic capacity. Therefore, it is of practical significance to study the impact of full-length bus lanes on station traffic capacity.

[0032] In view of the shortcomings of the above-mentioned TCQSM model, the present invention will improve the capacity of straight-line and shallow-bay intermediate stations, especially explore the impact of the setting of full-length bus lanes on the average stop time of stations, so as to construct an improved calculation model for the capacity of two types of stations under the influence of the setting of full-length bus lanes.

[0033] See also Figure 1 , Figure 11 is a flow chart of a method for adjusting bus lane settings provided by an embodiment of the present invention. The method for adjusting bus lane settings includes steps S11 to S14:

[0034] S11: Obtaining the bus travel information of the target station, wherein the bus travel information includes the number of station berths, bus routes, station types, and bus operating hours;

[0035] S12: Based on the bus route information, calling an improved station capacity model, determining whether the target station is provided with a full-length bus lane, and calculating an average stop time at the target station;

[0036] S13: Obtain the station capacity of the target station according to the average stop time of the station to adjust the setting of the bus lane.

[0037] Specifically, the step S12 specifically includes:

[0038] Based on the bus route information, calling an improved station capacity model to determine whether the target station is equipped with a full-length bus lane;

[0039] If all bus routes at the target station do not have full-length bus lanes, the average stop time at the first stop of the target station is calculated based on the bus arrival distribution characteristics and the passenger boarding time at different berth locations;

[0040] If all bus routes at the target station are equipped with full-length bus lanes, the average stop time at the second stop of the target station is calculated based on the average departure time of the target station and the stop time at the first stop;

[0041] If some bus lines at the target station are equipped with dedicated bus lanes throughout their entire journey, the average stop time at the third stop of the target station is calculated based on the average departure time of the bus lines with dedicated bus lanes throughout their entire journey and the stop time at the first berth, according to the distribution characteristics of the bus arrivals and the passenger boarding times at different berth locations.

[0042] Furthermore, if all bus routes of the target station are not equipped with full-length bus lanes, the average stop time of the first stop of the target station is calculated according to the distribution characteristics of bus arrivals and the passenger boarding time at different berth positions, specifically including:

[0043] If all bus routes at the target station do not have dedicated bus lanes throughout the entire route, the arrival of buses at the target station follows a Poisson distribution;

[0044] Calculate the average stop time at the first stop of the target stop according to the bus arrival distribution characteristics and the passenger boarding time at different berth locations;

[0045] The calculation formula for the passenger boarding time is:

[0046]

[0047] The calculation formula for the average stop time at the first station is:

[0048]

[0049] In the formula, is the boarding time per passenger at the lth berth position of the target station, T1 is the average boarding time per passenger at the first berth of the target station, and Δ is the unit cumulative boarding time per passenger at the next berth of the target station compared to the previous berth; is the average stop time of the target station containing n bus lines when no full-length bus lane is set, P(v,n) represents the Poisson probability of v buses arriving at the target station containing n bus lines within time period t, represents the average bus boarding time at the target station, t oc Indicates the bus door opening and closing time of the target station.

[0050] It should be noted that, firstly, the TCQSM model generally takes empirical values ​​for the average boarding and alighting time of each passenger, ignoring the difference in boarding time of each passenger at different parking spaces at the station. Studies have shown that most passengers arriving at the station are concentrated at the bus stop, and passengers waiting at the first parking space can board the bus directly. For buses parked at the rear parking spaces, if passengers at the bus stop want to board the bus, they need to overcome the interference of the interweaving flow of people and move to the corresponding parking space to board the bus (see Figure 3 ), which results in different boarding times at different berth locations. The further back the berth is, the longer the boarding time per passenger will be (see Table 1).

[0051] Table 1 Average boarding time per passenger at different berth locations

[0052]

[0053] In the specific implementation, let the average boarding time per passenger at the first berth be T1, and the unit cumulative boarding time per passenger at the rear berth compared to the front berth be Δ, then define the boarding time per passenger at different berth positions l for:

[0054]

[0055] Assume that the number of routes carried by the station is n. Since the arrival of buses follows a Poisson distribution and the bus routes are independent of each other, the arrival distribution of vehicles containing n routes can be regarded as a cumulative arrival rate of Poisson distribution, where represents the average departure frequency of the line, λ i is the actual departure frequency of the ith route, then the probability that a bus stop containing n routes has v buses at the same time in time period t can be expressed as:

[0056]

[0057] Formula (3) shows that the more the number of lines n carried by a station is, the higher the probability of multiple vehicles arriving at the station will be, and the degree of confusion of passengers boarding the vehicle will be aggravated, which will cause the vehicle to stay at the station for a longer time to complete the passenger service.

[0058] Taking the evening peak work area as an example, most passengers at the bus stop are going home by bus, and the number of people getting on the bus is greater than the number of people getting off the bus. The bus boarding time will cover the getting off time, and the station stop time is determined by the number of people getting on the bus. Assuming that passengers only choose a specific route to take the bus, let the average passenger arrival rate of the route be η, and the average number of passengers on the vehicle A is the cumulative number of passengers at the station within the average departure time of the route, which can be expressed as:

[0059]

[0060] Let the actual number of parking spaces at a straight-line or shallow-bay station be U. Considering the limited length of the station platform, when the number of buses v does not exceed the number of parking spaces U, if the number of buses is 1, the average boarding time is AT1, and when the number of buses is 2, the average boarding time is [AT1+A(T1+Δ)] / 2, and so on. When the number of buses v exceeds the number of parking spaces U, it is assumed that the boarding time per passenger of the buses queuing outside the station corresponds to the last parking space, so the average boarding time is:

[0061]

[0062] Formula (5) can be used to calculate the probability P(v,n) that v vehicles are at the same time at a station with n lines in the evening peak working area, and the expected number of vehicles arriving at the station is P(v,n)*v. Therefore, the average stop time at a station with n lines can be expressed as the total stop time of vehicles arriving at the station divided by the expected number of vehicles arriving at the station, as shown in Formula (6).

[0063]

[0064] Formula (6) is the improved formula for the average stop time at a station. Compared with the original model formula (1), the improved average stop time introduces the number of station carrying lines n and considers the influence of the difference in boarding time of passengers at different berths.

[0065] Based on the above improvements to the average docking time of the stations, the effective number of berths for the straight-line and shallow-harbor stations is The improved capacity of the two types of stations is It is expressed as:

[0066]

[0067] In formula (7), the average stop time of the two types of stations is Compared with the original model (Equation (1), the improved model fully considers the relationship between the average stop time at a station and the number of carrying lines.

[0068] Furthermore, if all bus routes of the target station are equipped with full-length bus lanes, the average stop time at the second station of the target station is calculated according to the average departure time of the target station and the stop time at the first berth, specifically including:

[0069] If all bus routes at the target station are equipped with dedicated bus lanes throughout the entire route, the buses at the target station will arrive at the station evenly with an average departure time interval;

[0070] When the average departure time is not less than the first berth stop time, the average stop time at the second station of the target station is the first berth stop time;

[0071] When the average departure time is less than the first berth stop time, the second station average stop time is the average of the average stop times of all berths at the target station;

[0072] The calculation formula for the average stop time at the second station is:

[0073]

[0074] In the formula, is the average stop time of the target stations containing n bus lines when all the target stations are equipped with full bus lanes, AT1+t oc is the stop time of the first berth, A represents the average number of passengers boarding the bus at the target station, T1 is the average boarding time of each passenger at the first berth of the target station, t oc Indicates the bus door opening and closing time of the target station, represents the average departure time, represents the average departure frequency of the bus line at the target station, is the mean of the average stop time of all berths, U represents the total number of berths at the target station, It is the boarding time of each passenger at the lth berth position of the target station.

[0075] It should be noted that the simple case where all routes are equipped with full bus lanes, that is, θ 1=n, at this time, the line only has the integrated line I, let h I It represents the average departure time of buses on integrated route I, and its value is According to the assumption, at this time, the buses arrive at the station evenly with the average departure time interval. The average stop time at the station depends on the relationship between the average departure time interval and the stop time at the first berth, which can be divided into two situations.

[0076] Case 1: If the average departure time is not less than the first berth stop time, that is, h I ≥AT1+t oc , which means that when the rear vehicle arrives at the station, the front vehicle has already left the station. The vehicles that arrive evenly always stop at the first berth. The average stop time at the station is the stop time at the first berth.

[0077] Case 2: If the average departure time is less than the first berth stop time, then h I <AT1+t oc , indicating that the following vehicle arrives at the station before the front vehicle leaves the first berth and parks at the second berth in sequence, and the parking time of the vehicle at the second berth is A(T1+Δ)+t oc , still greater than the average departure time h I , that is, when the vehicle at the third berth arrives at the station, the vehicle at the second berth has not left the station. Since the linear and shallow bay stations meet the "queue in and out of the station" in most cases, that is, the rear vehicle in the station cannot overtake the front vehicle to enter the berth, and so on, the subsequent arriving vehicles are parked in the back in turn, and all berths are used once, until the vehicle parked at the rearmost berth leaves and the station is completely cleared. At this time, the vehicles queuing outside the station will enter the first berth. Repeat the "parking-clearing" evolution process, see Figure 4 .

[0078] Figure 4 This shows that in this case, since all berths are used once in a round of “docking-clearing” evolution, the station improvement docking time is the mean of the average docking time of all berths.

[0079] Combining the above two situations, the average stop time when all stations on n routes are equipped with full bus lanes is It can be expressed as follows:

[0080]

[0081] In formula (8), AT1+t oc is the average stop time at the station under situation 1, Refers to the average boarding time per passenger at the U-berth station in situation 2 when all berths are used once.

[0082] According to the above assumptions, if all lines at the station are equipped with full-length bus lanes, the clearing time of the linear station is And it is not affected by the green-to-signal ratio and the random delay of the stop time, so the improved traffic capacity of the straight-line station It is expressed as:

[0083]

[0084] Formula (9) is the improved capacity formula when all lines at the station are equipped with full-length bus lanes. At this time, the clearing time of the two types of stations will no longer differ. And because the buses arrive at the station evenly, the improved stop time in the formula is It is only related to the situation determined by the number of carrying lines n and the number of berths U. The improved station capacity formula is simpler and can directly reflect the impact of setting up full-length bus lanes on all lines on the capacity.

[0085] Furthermore, if part of the bus routes of the target station are equipped with full-length bus lanes, then based on the average departure time of the bus routes equipped with full-length bus lanes and the first berth stop time, according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions, the average stop time at the third station of the target station is calculated, specifically including:

[0086] If part of the bus routes at the target station are equipped with full-length bus lanes, the bus routes equipped with full-length bus lanes are recorded as integrated routes I, and the bus routes not equipped with full-length bus lanes are recorded as integrated routes II;

[0087] When the average departure time of the integrated route I is not less than the first berth stop time, obtain the first time segment of the bus of the integrated route I occupying the target station, and calculate the average stop time of the station corresponding to the first time segment;

[0088] Calculate the average stop time at the third station corresponding to the first time segment according to the proportion of the lines with full bus lanes at the target station;

[0089] When the average departure time of the integrated route I is less than the first berth stop time, the average stop time of all berths at the target station and the departure time of the integrated route I are judged;

[0090] According to the judgment result, the corresponding time segment of the bus of the integrated route I occupying the target station is obtained, and according to the line proportion of the target station with a full-length bus lane, the average stop time of the third station corresponding to the corresponding time segment is calculated;

[0091] The calculation formula for the average stop time at the station corresponding to the first time segment is:

[0092]

[0093] The calculation formula for the average stop time at the third station corresponding to the first time segment is:

[0094]

[0095] In the formula, is the average stop time at the target station X segment corresponding to the bus routes that contain θ2 bus routes without full bus lanes, where the X segment is the time from the departure of the front bus of the integrated route I to the arrival of the adjacent rear bus, and θ2 is the number of bus routes without full bus lanes at the target station; P(v,θ2) represents the Poisson probability that v buses arrive at the station at the same time on the integrated route II; represents the average boarding time of the bus at the target station; t oc Indicates the bus door opening and closing time of the target station; is the average stop time of the target station Y segment corresponding to the bus routes without full bus lanes, which include θ2 bus routes without full bus lanes. The Y segment is the stop time of the bus vehicle of integrated route I located at the first berth of the target station. The duration of the X segment and the Y segment is related to the number of routes θ1 included in the integrated route I, θ1 is the number of bus routes with full bus lanes at the target station; is the average stop time at the third station corresponding to the first time segment; S1(θ1) and S2(θ1) are the proportions of the integrated line I in the X segment and the Y segment respectively, and S1(θ1)+S2(θ1)=1.

[0096] It should be noted that some routes are equipped with full-length bus lanes. They are also divided into two situations based on the relationship between the average departure time and the first berth stop time of integrated route I, and the average stop time of straight-line and shallow harbor-type stations in the two situations is improved to obtain the improved traffic capacity of the two types of stations.

[0097] At this time, the station route includes both integrated route I and "integrated route II". For ease of understanding, we first analyze from the perspective of integrated route I. After determining the time segments that integrated route I occupies the station, we introduce "integrated route II" to analyze the total number of buses at the station, and thus calculate the average stop time and improved traffic capacity of the station.

[0098] (1) If the average departure time is not less than the first berth stop time

[0099] First, from the perspective of station integration route I, let’s assume that the vehicles of integrated route I arrive at the station and park at the first berth. When the average departure time of integrated route I is not less than the parking time of the first berth, h I ≥AT1+toc , when the following vehicle arrives at the station, the preceding vehicle has already left. Similarly, all subsequent vehicles arriving from integrated route I will park at the first berth. The time that vehicles from integrated route I occupy the station can be divided into two parts, see Figure 5 , where segment Y is the parking time AT1+t of the integrated route I vehicle at the first berth oc , Segment X is the time from the departure of the leading vehicle of integrated route I to the arrival of the adjacent trailing vehicle at the station. At this time, there is no integrated route I vehicle in the station, that is, the average departure time minus the first berth stop time. Figure 5 {0} indicates that there is no integrated route I vehicle in the station, and {1} indicates that there is one integrated route I vehicle in the station.

[0100] For the "Integrated Route II" without a full-length bus lane, the arrival of vehicles follows the Poisson distribution, that is, regardless of whether it is in the X or Y period, the vehicles of the "Integrated Route II" can arrive at the station according to the Poisson distribution during the entire evening peak period.

[0101] According to formula (6), the probability of v vehicles arriving at the station at the same time on the "integrated route II" without a full bus lane is:

[0102]

[0103] Therefore, the total number of arriving vehicles at the station of segment Y is the sum of the Poisson number of vehicles v of the “integrated line II” and the number of vehicles occupying the station 1 at the integrated line I. The total number of arriving vehicles at segment X is only the Poisson number of vehicles v of the “integrated line II”. The average stop time at the station corresponding to segment X and segment Y can be calculated by formula (11): and

[0104]

[0105] The lengths of the X and Y segments are related to the number of lines θ1 included in the integrated line I. Let their proportions of the (X+Y) segment be S1(θ1) and S2(θ1), respectively, satisfying S1(θ1)+S2(θ1)=1. In this case, the average stop time at the station is related to the parameters θ1 and θ2, which can be expressed as:

[0106]

[0107] From the above assumptions, it can be seen that when some routes are equipped with full bus lanes, the average clearing time of both types of stations is the minimum fixed time. Will Substituting into formula (7), we can obtain the improved capacity of the two types of stations as follows:

[0108]

[0109] Specifically, the method of obtaining the corresponding time segment of the bus of the integrated route I occupying the target station according to the judgment result, and calculating the average stop time of the third station corresponding to the corresponding time segment according to the line proportion of the target station with a full-length bus lane, specifically includes:

[0110] If the average stop time of all berths at the target station is between 1 times the departure time interval and 2 times the departure time interval of the integrated route I, then the second time segment of the public transport vehicles of the integrated route I occupying the target station is obtained;

[0111] Calculate the average stop time at the third station corresponding to the second time segment according to the proportion of the line with the entire bus lane set at the target station;

[0112] If the average stop time of all berths at the target station is between 2 times and 3 times of the departure time interval of the integrated route I, then the third time segment of the public transport vehicles of the integrated route I occupying the target station is obtained;

[0113] Calculate the average stop time at the third station corresponding to the third time segment according to the proportion of the lines at the target station that are equipped with full-length bus lanes;

[0114] The calculation formula for the average stop time at the third station corresponding to the second time segment is:

[0115]

[0116] The calculation formula for the average stop time at the third station corresponding to the third time segment is:

[0117]

[0118] In the formula, is the average stop time at the third station corresponding to the second time segment, U represents the total number of berths at the target station, S i (θ1) is the ratio of the i-th time segment of the integrated line I to the total duration corresponding to the second time segment, is the average stop time at the station corresponding to the i-th time segment in the second time segment of the target station including θ2 bus routes that are not equipped with full bus lanes; is the average stop time at the third station corresponding to the third time segment, S j (θ1) is the ratio of the jth time segment of the integrated line I to the total duration corresponding to the third time segment, is the average stop time at the station corresponding to the j-th time segment in the third time segment of the target station including θ2 bus routes that are not equipped with full-length bus lanes.

[0119] In the specific implementation, (2) the average departure time is less than the first berth stop time

[0120] Similarly, we first analyze the integration line I. At this time, h I <AT1+t oc , which means that while the front vehicle of integrated line I is still parked at the first berth, the adjacent rear vehicle will arrive at the station and park at the second berth in sequence. Similarly, during the evening peak period, there are vehicles of integrated line I occupying the station.

[0121] In actual bus operations, it is not common for a station to carry too many routes, resulting in a small average departure time. In addition, the number of berths at most stations does not exceed 5. Therefore, taking a 5-berth station as an example, the following two stable conditions are discussed.

[0122] Condition 1: The average bus stop time of all berths is between 1 and 2 times the departure time of integrated route I, that is:

[0123] h I <A[T1+(l-1)Δ]+t oc <2h I ,(l=1,2,3,4,5) (14),

[0124] At this time, while the front vehicle of the integrated route I is still parked at the first berth, the vehicle at the second berth arrives at the station, and before the vehicle at the third berth arrives at the station, the vehicle at the first berth has left the station; similarly, the vehicle at the third berth arrives at the station before the vehicle at the second berth has left the station, and the vehicle at the second berth has left the station before the vehicle at the fourth berth arrives at the station, and so on. Before the vehicle at the fifth berth leaves the station, a bus waiting outside the station has arrived. After the vehicle at the fifth berth leaves the station, the vehicles waiting outside the station will stop at the first berth in turn, starting a new round of "parking-clearing" process. The time segmentation of the integrated route I with vehicles occupying the station is shown in FIG. Figure 6 .

[0125] Figure 6 In, h I Refers to the average departure time of integrated line I, Refers to the average stop time of the bus corresponding to the parking position l. In the figure, a round of "stop-clear" process includes 9 time segments, and different numbers of integrated line I vehicles occupy the station in different time segments. If the number of Poisson arrivals of "integrated line II" is v, then in the first time segment in the figure, there are (v+1) vehicles coexisting at the station, in the second time segment, there are (v+2) vehicles coexisting at the station, and so on. The same formula (11) calculates the average stop time of the station in the 9 time segments related to parameter θ2 At the same time, the proportion of the 9 time segments related to the parameter θ1 to the duration of a round of "docking-clearing" process is S i (θ1)(i=1,2,3,4...9), satisfies The average stop time at the station under condition 1 is related to parameters θ1 and θ2, which can be expressed as:

[0126]

[0127] Since the average clearing time of both types of sites is the minimum fixed time Will Substituting into equation (7), we can obtain the improved capacity of the two types of stations under condition 1: for:

[0128]

[0129] Condition 2: The average bus stop time of all berths is between 2 times and 3 times the departure time of integrated route I, that is:

[0130] 2h I <A[T1+(l-1)Δ]+t oc <3h I ,(l=1,2,3,4,5) (16)

[0131] Similarly, the time segment of station occupation of integrated line I can be obtained, see Figure 7 In the figure, a round of "stop-clear" process includes 9 time segments. The number of integrated line I vehicles occupying the station in different time segments is different. The average stop time of the station can be calculated by the same formula (14): The improved capacity of the two types of stations under condition 2 is for:

[0132]

[0133] Specifically, the prerequisites of the improved site capacity model include:

[0134] (1) It is assumed that the bus lanes set up on the route are all full-length bus lanes;

[0135] (2) The buses on different routes running on the bus lanes are independent of each other and are not affected by external factors. The buses arrive at the station evenly with an average departure time. The arrival of buses on bus routes that do not have bus lanes throughout the route follows a Poisson distribution;

[0136] (3) When all lines at a station are set as full-length bus lanes, it is assumed that the road conditions and environment are in an ideal state, there is no impact of the green-to-signal ratio at the intersection, and there is no impact of random delays in the stop time.

[0137] For example, bus stops are divided into two types: straight-line and shallow-bay stops. Let the number of berths at the stop be U, and the number of bus lines at the stop be n. Among them, θ1 bus lines have bus lanes, and θ2 lines do not have bus lanes, satisfying θ1+θ2=n. To analyze the impact of bus lanes on the capacity of the stop, the following assumptions are made:

[0138] (1) It is assumed that all bus lanes on the route are dedicated bus lanes throughout the route.

[0139] (2) Consider the θ1 routes with dedicated bus lanes throughout the route as an integrated route I, with a total departure rate of Since the routes included in the integrated route I are operated independently, it can be considered that the vehicles on different routes running on the bus lanes are independent of each other and are basically not affected by external factors. At this time, the buses arrive at the station almost evenly with an average departure time. The θ2 bus routes without bus lanes throughout the entire route are regarded as an "integrated route II", and the total departure rate is The arrival of buses follows a Poisson distribution.

[0140] (3) When all lines at a station are set as full-length bus lanes, it is assumed that the road conditions and environment are in an ideal state, there is no impact of the green-to-signal ratio at the intersection, and there is no impact of random delays in the stop time.

[0141] Figure 2 1 is a schematic diagram of a bus lane setting adjustment device provided by an embodiment of the present invention, the bus lane setting adjustment device comprising:

[0142] An acquisition module 21 is used to acquire the bus travel information of the target station, wherein the bus travel information includes the number of berths at the station, bus routes, station types, and bus operating hours;

[0143] A calling module 22 is used to call an improved station capacity model based on the bus route information, determine whether the target station is equipped with a full-length bus lane, and calculate the average stop time of the target station;

[0144] The adjustment module 23 is used to obtain the station capacity of the target station according to the average stop time of the station to adjust the setting of the bus lane.

[0145] Specifically, the calling module 22 is specifically used for:

[0146] Invoke a judgment unit to call an improved station capacity model based on the bus route information to judge whether the target station is provided with a full-length bus lane;

[0147] A first calculation unit, if all bus routes of the target station are not equipped with full-length bus lanes, calculates an average stop time at the first stop of the target station according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions;

[0148] A second calculation unit, if all bus routes at the target station are equipped with full-length bus lanes, calculates an average stop time at the second station of the target station according to the average departure time of the target station and the stop time at the first berth;

[0149] The third calculation unit is configured to calculate the average stop time at the third stop of the target station based on the average departure time of the bus lines with full bus lanes and the stop time of the first berth, according to the distribution characteristics of the bus arrivals and the boarding time of passengers at different berth positions, if some of the bus lines at the target station are equipped with full bus lanes.

[0150] A bus lane setting device provided in an embodiment of the present invention can implement all processes of the bus lane setting adjustment method of the above-mentioned embodiment. The functions of each module in the device and the technical effects achieved are respectively the same as the functions and technical effects achieved by the bus lane setting adjustment method of the above-mentioned embodiment, and will not be repeated here.

[0151] The embodiment of the present invention provides a terminal device, which includes: a processor, a memory, and a computer program stored in the memory and executable on the processor. When the processor executes the computer program, the steps in the above-mentioned bus lane setting adjustment method embodiment are implemented. Alternatively, when the processor executes the computer program, the functions of each module in the above-mentioned bus lane setting device embodiment are implemented.

[0152] The terminal device may be a computing device such as a desktop computer, a notebook, a PDA, and a cloud server. The terminal device may include, but is not limited to, a processor and a memory. Those skilled in the art will appreciate that the schematic diagram is merely an example of a terminal device and does not constitute a limitation on the terminal device. The terminal device may include more or fewer components than shown in the diagram, or may combine certain components, or different components. For example, the terminal device may also include an input / output device, a network access device, a bus, etc.

[0153] The processor may be a central processing unit, or other general-purpose processors, digital signal processors, application-specific integrated circuits, field programmable gate arrays or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. A general-purpose processor may be a microprocessor or any conventional processor, etc. The processor is the control center of the terminal device, and uses various interfaces and lines to connect various parts of the entire terminal device.

[0154] The memory can be used to store the computer program and / or module, and the processor realizes various functions of the terminal device by running or executing the computer program and / or module stored in the memory, and calling the data stored in the memory. The memory can mainly include a program storage area and a data storage area, wherein the program storage area can store an operating system, an application required for at least one function (such as a sound playback function, an image playback function, etc.), etc.; the data storage area can store data created according to the use of the mobile phone (such as audio data, a phone book, etc.), etc. In addition, the memory can include a high-speed random access memory, and can also include a non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a smart memory card, at least one disk storage device, a flash memory device, or other volatile solid-state storage devices.

[0155] It should be noted that the device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0156] An embodiment of the present invention also provides a computer-readable storage medium, which includes a stored computer program, wherein when the computer program is running, the device where the computer-readable storage medium is located is controlled to execute the bus lane setting adjustment method as described in the above embodiment.

[0157] In summary, the embodiment of the present invention discloses a method, device, terminal and medium for adjusting the setting of bus lanes, which obtains the bus travel information of the target station, and the bus travel information includes the number of station berths, bus routes, station types, and bus operating hours; based on the bus route information, calls the improved station capacity model to determine whether the target station is set up with a full-length bus lane, and calculates the average stop time of the target station; according to the average stop time of the station, obtains the station capacity of the target station to adjust the setting of the bus lane. Therefore, the embodiment of the present invention can reveal the impact of the full-length bus lane on the station capacity, and provide a theoretical basis for the subsequent planning and setting of bus stations and the configuration of the number of lines; and makes adjustments and settings on existing bus routes to improve the capacity of specific stations to meet current needs.

[0158] The above is a preferred embodiment of the present invention. It should be pointed out that a person skilled in the art can make several improvements and modifications without departing from the principle of the present invention. These improvements and modifications are also considered to be within the scope of protection of the present invention.

Claims

1. A method for adjusting the setting of a bus lane, characterized in that: include: Obtaining the bus travel information of the target station, wherein the bus travel information includes the number of bus berths at the station, bus routes, station types, and bus operating hours; Based on the bus line information, calling the improved station capacity model, judging whether the target station is provided with a full-length bus lane, and calculating the average stop time of the target station, specifically including: based on the bus line information, calling the improved station capacity model, judging whether the target station is provided with a full-length bus lane; if all bus lines of the target station are not provided with a full-length bus lane, calculating the average stop time of the first station of the target station according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions; if all bus lines of the target station are provided with a full-length bus lane, calculating the average stop time of the second station of the target station according to the average departure time of the target station and the first berth stop time; if some bus lines of the target station are provided with a full-length bus lane, calculating the average stop time of the third station of the target station according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions; According to the average stop time of the station, the station capacity of the target station is obtained to adjust the setting of the bus lane; If all bus routes at the target station do not have full-length bus lanes, the average stop time at the first stop of the target station is calculated based on the bus arrival distribution characteristics and the passenger boarding time at different berth locations, specifically including: If all bus routes at the target station do not have dedicated bus lanes throughout the entire route, the arrival of buses at the target station follows a Poisson distribution; Calculate the average stop time at the first stop of the target stop according to the bus arrival distribution characteristics and the passenger boarding time at different berth locations; The calculation formula for the passenger boarding time is: The calculation formula for the average stop time at the first station is: In the formula, is the boarding time per passenger at the lth berth position of the target station, T1 is the average boarding time per passenger at the first berth of the target station, and Δ is the unit cumulative boarding time per passenger at the next berth of the target station compared to the previous berth; is the average stop time of the target station containing n bus lines when no full-length bus lane is set, P(v,n) represents the Poisson probability of v buses arriving at the target station containing n bus lines within time period t, represents the average bus boarding time at the target station, t oc Indicates the bus door opening and closing time of the target station.

2. The method for setting and adjusting bus lanes according to claim 1, characterized in that: If all bus routes at the target station are equipped with full-length bus lanes, the average stop time at the second station of the target station is calculated according to the average departure time of the target station and the stop time at the first berth, specifically including: If all bus routes at the target station are equipped with dedicated bus lanes throughout the entire route, the buses at the target station will arrive at the station evenly with an average departure time interval; When the average departure time is not less than the first berth stop time, the average stop time at the second station of the target station is the first berth stop time; When the average departure time is less than the first berth stop time, the second station average stop time is the average of the average stop times of all berths at the target station; The calculation formula for the average stop time at the second station is: In the formula, is the average stop time when all the target stations of n bus lines are equipped with full bus lanes, AT1+t oc is the stop time of the first berth, A represents the average number of passengers boarding the bus at the target station, T1 is the average boarding time of each passenger at the first berth of the target station, t oc Indicates the bus door opening and closing time of the target station, represents the average departure time, represents the average departure frequency of the bus line at the target station, is the mean of the average stop time of all berths, U represents the total number of berths at the target station, It is the boarding time of each passenger at the lth berth position of the target station.

3. The method for setting and adjusting bus lanes according to claim 1, characterized in that: If part of the bus routes of the target station are equipped with full-length bus lanes, then based on the average departure time of the bus routes equipped with full-length bus lanes and the first berth stop time, according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions, the average stop time at the third stop of the target station is calculated, specifically including: If part of the bus routes at the target station are equipped with full-length bus lanes, the bus routes equipped with full-length bus lanes are recorded as integrated routes I, and the bus routes not equipped with full-length bus lanes are recorded as integrated routes II; When the average departure time of the integrated route I is not less than the first berth stop time, obtain the first time segment of the bus of the integrated route I occupying the target station, and calculate the average stop time of the station corresponding to the first time segment; Calculate the average stop time at the third station corresponding to the first time segment according to the proportion of the lines with full bus lanes at the target station; When the average departure time of the integrated route I is less than the first berth stop time, the average stop time of all berths at the target station and the departure time of the integrated route I are judged; According to the judgment result, the corresponding time segment of the bus of the integrated route I occupying the target station is obtained, and according to the line proportion of the target station with a full-length bus lane, the average stop time of the third station corresponding to the corresponding time segment is calculated; The calculation formula for the average stop time at the station corresponding to the first time segment is: The calculation formula for the average stop time at the third station corresponding to the first time segment is: In the formula, is the average stop time at the target station X segment corresponding to the bus routes that contain θ2 bus routes without full bus lanes, the X segment is the time from the departure of the front vehicle of the integrated route I to the arrival of the adjacent rear vehicle, θ2 is the number of bus routes without full bus lanes at the target station, θ1+θ2=n; P(v,θ2) represents the Poisson probability that v buses arrive at the station at the same time on the integrated route II; represents the average boarding time of the bus at the target station; t oc Indicates the bus door opening and closing time of the target station; is the average stop time of the target station Y segment corresponding to the bus routes without full bus lanes, which include θ2 bus routes without full bus lanes. The Y segment is the stop time of the bus vehicle of integrated route I located at the first berth of the target station. The duration of the X segment and the Y segment is related to the number of routes θ1 included in the integrated route I, θ1 is the number of bus routes with full bus lanes at the target station; is the average stop time at the third station corresponding to the first time segment; S1(θ1) and S2(θ1) are the proportions of the integrated line I in the X segment and the Y segment, respectively, and S1(θ1)+S2(θ1)=1.

4. The method for setting and adjusting bus lanes according to claim 3, characterized in that: The method of obtaining the corresponding time segment of the bus of the integrated route I occupying the target station according to the judgment result, and calculating the average stop time of the third station corresponding to the corresponding time segment according to the line proportion of the target station with a full-length bus lane, specifically includes: If the average stop time of all berths at the target station is between 1 times the departure time interval and 2 times the departure time interval of the integrated route I, then the second time segment of the public transport vehicles of the integrated route I occupying the target station is obtained; Calculate the average stop time at the third station corresponding to the second time segment according to the proportion of the line with the entire bus lane set at the target station; If the average stop time of all berths at the target station is between 2 times and 3 times of the departure time interval of the integrated route I, then the third time segment of the public transport vehicles of the integrated route I occupying the target station is obtained; Calculate the average stop time at the third station corresponding to the third time segment according to the proportion of the lines at the target station that are equipped with full-length bus lanes; The calculation formula for the average stop time at the third station corresponding to the second time segment is: The calculation formula for the average stop time at the third station corresponding to the third time segment is: In the formula, is the average stop time at the third station corresponding to the second time segment, U represents the total number of berths at the target station, S i (θ1) is the ratio of the i-th time segment of the integrated line I to the total duration corresponding to the second time segment, is the average stop time at the station corresponding to the i-th time segment in the second time segment of the target station including θ2 bus routes that are not equipped with full bus lanes; is the average stop time at the third station corresponding to the third time segment, S j (θ1) is the ratio of the jth time segment of the integrated line I to the total duration corresponding to the third time segment, is the average stop time at the station corresponding to the j-th time segment in the third time segment of the target station including θ2 bus routes that are not equipped with full-length bus lanes.

5. The method for setting and adjusting bus lanes according to claim 1, characterized in that: The prerequisites of the improved site capacity model specifically include: (1) It is assumed that the bus lanes set up on the route are all full-length bus lanes; (2) The buses on different routes running on the bus lanes are independent of each other and are not affected by external factors. The buses arrive at the station evenly with an average departure time. The arrival of buses on bus routes that do not have bus lanes throughout the route follows a Poisson distribution; (3) When all lines at a station are set as full-length bus lanes, it is assumed that the road conditions and environment are in an ideal state, there is no impact of the green-to-signal ratio at the intersection, and there is no impact of random delays in the stop time.

6. A bus lane setting adjustment device, characterized in that: include: An acquisition module is used to acquire the bus travel information of the target station, wherein the bus travel information includes the number of station berths, bus routes, station types, and bus operating hours; The calling module is used to call the improved station capacity model based on the bus line information, judge whether the target station is equipped with a full-length bus lane, and calculate the average stop time of the station at the target station, specifically including: calling the improved station capacity model based on the bus line information to judge whether the target station is equipped with a full-length bus lane; if all bus lines at the target station are not equipped with a full-length bus lane, then according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions, the average stop time of the first station at the target station is calculated; if all bus lines at the target station are equipped with a full-length bus lane, then according to the average departure time of the target station and the first berth stop time, the average stop time of the third station at the target station is calculated according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions; if some bus lines at the target station are equipped with a full-length bus lane, then based on the average departure time of the bus lines equipped with the full-length bus lane and the first berth stop time, the average stop time of the third station at the target station is calculated according to the bus arrival distribution characteristics and the passenger boarding time at different berth positions; An adjustment module, used for obtaining the station capacity of the target station according to the average stop time of the station, so as to adjust the setting of the bus lane; If all bus routes at the target station do not have full-length bus lanes, the average stop time at the first stop of the target station is calculated based on the bus arrival distribution characteristics and the passenger boarding time at different berth locations, specifically including: If all bus routes at the target station do not have dedicated bus lanes throughout the entire route, the arrival of buses at the target station follows a Poisson distribution; Calculate the average stop time at the first stop of the target stop according to the bus arrival distribution characteristics and the passenger boarding time at different berth locations; The calculation formula for the passenger boarding time is: The calculation formula for the average stop time at the first station is: In the formula, is the boarding time per passenger at the lth berth position of the target station, T1 is the average boarding time per passenger at the first berth of the target station, and Δ is the unit cumulative boarding time per passenger at the next berth of the target station compared to the previous berth; is the average stop time of the target station containing n bus lines when no full-length bus lane is set, P(v,n) represents the Poisson probability of v buses arriving at the target station containing n bus lines within time period t, represents the average bus boarding time at the target station, t oc Indicates the bus door opening and closing time of the target station.

7. A terminal device, characterized in that: The method comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor, wherein when the processor executes the computer program, the bus lane setting adjustment method as described in any one of claims 1 to 5 is implemented.

8. A computer-readable storage medium, characterized in that: The computer-readable storage medium includes a stored computer program, wherein when the computer program is executed, the device where the computer-readable storage medium is located is controlled to execute the bus lane setting adjustment method according to any one of claims 1 to 5.

Images