Urban frequently-congested road section treatment method and system based on travel reservation

Abstract

The invention discloses an urban frequently-congested road section treatment method and system based on reservation travel, belongs to the field of urban traffic management and control, and aims at solving the problem that the urban frequently-congested road section treatment method and system based on the traffic network balance theory by considering the heterogeneity of user time value, fusing the generalized cost of travel time and travel cost and the influence of transfer of multiple traffic modes. Establishing a multi-user, multi-criterion and multi-mode traffic mode division and traffic distribution combination model; the model is further expanded to a variational inequality model with an inseparable road segment impedance function, and the model is solved by using a self-adaptive averaging method; for travelers, the travel time of individuals can be arranged in advance through appointment, the travel path is scientifically selected, and the travel mode is reasonably selected, so that the congestion loss is reduced to the greatest extent. For managers, the reservation travel mode can promote demand-centered urban traffic services and traffic operation organizations to configure on demand, adjust demands by resource constraints, relieve congestion and realize maximum intensive utilization of resources.

Description

Technical Field

[0001] The present invention relates to the field of urban traffic management and control, and in particular to a method and system for managing frequently congested road sections in cities based on scheduled travel. Background Art

[0002] As my country's urbanization and motorization process continues to accelerate, urban traffic pollution, congestion and safety issues have gradually become new bottlenecks restricting the sustainable development of large cities, especially megacities. Therefore, effective urban traffic governance is a strategic need to solve urban traffic problems and a specific means to enhance the governance capabilities of the country and cities.

[0003] The rapid growth of motor vehicle ownership and travel demand, coupled with the slowly expanding scale of urban roads, has exacerbated the imbalance between supply and demand in the urban road traffic system. The highly concentrated commuting trips in time and space are the primary problem facing traffic management in large cities, leading to congestion during peak hours and idle resources during off-peak hours. Therefore, a scientific and effective traffic management strategy should focus on both the rationality of traffic supply and the scientific nature of demand control to achieve a dynamic balance between supply and demand. Given that the urban road network structure is difficult to change in the short term, the focus of traffic congestion management is the right of way management of vehicles. By adjusting the traffic supply and demand structure, balancing the spatial and temporal distribution of regional road network traffic flow, and preventing congestion from forming or spreading. The essence of urban traffic congestion queuing is that travelers queue up to obtain the order of passage in order to seize time and space resources. In most cases, queuing (congestion) not only does not increase the system's capacity, but also reduces the system's operating efficiency due to mutual influence, further expanding the contradiction between supply and demand. Reservation is a tool that uses information means to carry out orderly management. In the case of resource shortage and serious imbalance between supply and demand, the appointment method can balance the supply and demand relationship of the system, avoid unnecessary waste of resources, and improve service efficiency. Therefore, we can learn from the reservation mechanism of scenic spots and introduce the reservation travel mode in urban traffic management, so as to encourage travelers to plan their travel in advance, scientifically choose travel routes, and reasonably choose travel modes, so as to control the rate of motor vehicles on the road in a targeted manner. On the one hand, we can avoid the oversaturation of the trunk road network during peak hours and cause congestion to spread; on the other hand, we can regulate the balance of traffic flow in the road network and improve the overall travel efficiency. Although current technology cannot support the reservation travel of the overall urban transportation network, the reservation travel mode based on the road section only serves the traffic organization of specific congested sections and surrounding areas, and it is not necessary to formulate a travel schedule accurate to the minute for each individual traveler. It only needs to arrange the travel time to weaken the influence of individual randomness through system-level adjustment and achieve the goal of system optimization.

[0004] In daily life, the advantage of making appointments instead of offline crowded queues to avoid inefficiency and disorder has been verified in many scenarios such as hospital appointments, restaurant appointments and parking appointments. With the successful application of appointment travel practice projects for traffic scenarios such as bus appointments, subway appointments and scenic spot peripheral passage appointments, it is shown that the existing technical conditions are sufficient to support a certain scale of appointment travel. However, compared with the above-mentioned appointment practices, the urban road traffic system is more random and open, and the demand for commuting and school in the city is more rigid and easily affected by accidental factors, making it difficult to control individual travel time. In addition, existing studies on appointment travel modes have homogeneous travel choices for multiple types of users, and do not consider the multidimensional decision variables of individual travel and the limitations of the synergy of urban multimodal transportation. Heterogeneous travelers have different sensitivities to travel time and cost. Ignoring the heterogeneity of travelers will affect the effect of the strategy evaluation model. The appointment travel mode can effectively balance the traffic flow of the road network and guide some users to choose public transportation. Given the differences in service levels of different transportation modes under various road network congestion conditions, users' travel decisions are regarded as a game equilibrium result, which takes into account the demand for multimodal transportation and the interaction between each mode. Therefore, how to accurately evaluate the actual effect of the reservation travel mode in a multimodal transportation system has become a key issue.

[0005] Based on this, the present invention aims to provide a method and system for managing frequently congested sections of cities based on travel reservations, so as to alleviate congestion and achieve maximum intensive utilization of resources. Summary of the invention

[0006] In order to make up for the shortcomings of the existing technical problems, the present invention proposes a method and system for managing frequently congested sections in cities based on travel reservations. Based on the theory of traffic network equilibrium, the heterogeneity of user time value, the generalized cost of integrating travel time and travel expenses, and the influence of transfers of multiple modes of transportation are considered to establish a multi-user, multi-criteria, multi-modal traffic mode division and traffic assignment combination (MDTSA) model to obtain the travel mode selection and path selection results of residents in the road network as a whole; for travelers, they can arrange their individual travel time in advance through reservations, scientifically select travel routes, reasonably select travel modes, avoid blind travel and ineffective waiting, thereby minimizing congestion losses; for managers, the travel reservation model can promote demand-centered urban transportation services, traffic operation organizations are configured on demand, demand is adjusted by resource constraints, congestion is alleviated, and maximum intensive utilization of resources is achieved.

[0007] To achieve the above object, the present invention provides the following technical solutions:

[0008] A method for managing frequently congested road sections in cities based on travel reservations comprises the following steps:

[0009] (1) Clarify the implementation mechanism of the travel reservation strategy on frequently congested roads, based on a stochastic user equilibrium allocation model for multiple vehicle types, taking into account the travel time and cost of heterogeneous users, and determine the generalized travel costs of different transportation modes;

[0010] (2) Based on the theory of traffic network equilibrium, a multi-user, multi-criteria, and multi-modal traffic mode division and traffic allocation combination model is established by considering the heterogeneity of travelers' time value, the generalized cost of integrating travel time and travel expenses, and the impact of transfers among multiple modes of transportation. It is further extended to a variational inequality model with inseparable road section impedance functions, and the adaptive averaging method is used to solve the model to determine the residents' travel mode choices and path selection results.

[0011] In the present invention, the travel reservation strategy is:

[0012] Determine the capacity threshold for each reservation period on frequently congested sections of road. During the implementation of the reservation travel strategy, motor vehicles entering the reservation section must make a reservation in advance. Travelers who are inclined to make reservations will make reservations in advance on the corresponding platform before traveling. Only after a successful reservation can they travel on the reserved road. For users who participate in the reservation but do not obtain the right of way, they will be provided with alternative travel routes, and they are encouraged to choose public transportation and provide them with corresponding discounts.

[0013] In the present invention, the transportation modes include four single travel modes, namely, non-reserved car, reserved car, bus and subway, and two combined travel modes, namely, car and bus transfer, and car and subway transfer.

[0014] In the present invention, the generalized travel cost calculation method of a car on a non-reserved road section is as follows:

[0015] When a non-booking user drives a car on a road section, the generalized cost of his travel includes travel time, fuel costs and parking fees. The calculation formula is as follows:

[0016]

[0017]

[0018] in, is the generalized travel cost of a car of user class i on a non-reserved road section, i∈I, I is the number of traveler categories; For road section a with a traffic volume of x a The driving time of the car under the condition of x a is the traffic volume of section a; is the free travel time of the car on road section a, a∈A, A is the set of all road sections in the network; are the flow rates of cars and buses on road section a respectively; is the traffic capacity of cars on road section a; P+R is the parking fee of the car in the combination of car-bus transfer and car-subway transfer; e is the fuel cost per unit mileage; l a is the length of section a; v i The time value of user class i; α car , β car and γ car is the road resistance function parameter of the car.

[0019] In the present invention, the generalized travel cost calculation method of a car on a non-reserved road section is as follows:

[0020] Since the reservation travel mode itself does not require additional travel expenses, the generalized travel cost of the reserved car is basically the same as that of the non-reserved car; considering that there is a total reservation limit on the reserved section, the car flow on the section cannot exceed the total reservation amount of the section;

[0021]

[0022]

[0023] in, is the penalty coefficient, and ρ is the optimal total reservation ratio of the road section; is the generalized travel cost of the car of user type i on the reserved road section; For reserved section a with a traffic volume of x a The driving time of the car under the condition of β re_car is the road resistance function parameter of the car on the reserved road section; K is the path set.

[0024] In the present invention, the generalized travel cost calculation method for bus travel is as follows:

[0025] When a bus is traveling on a road section, the generalized cost of its travel includes travel time, bus waiting time, congestion effect caused by passengers in the bus, and fare. The calculation formula is as follows:

[0026]

[0027]

[0028] in, is the generalized travel cost of the bus for user type i; is the free travel time of the bus on section a; is the bus capacity on section a; α bus , β bus and γ busis the road resistance function parameter of the bus; d bus is the departure interval of the bus; t w is the waiting time for the bus, including the waiting time for transfers; bus is the bus fare; ψ is the congestion cost coefficient in the vehicle, is the crowding coefficient related to the number of passengers; It is the sum of the number of passengers waiting to board the bus at the station and the number of passengers on the bus; bus / v i It means converting the fare into time, which is independent of the travel path; C bus The passenger capacity of a single bus.

[0029] In the present invention, the generalized travel cost calculation method for subway travel is as follows:

[0030] The generalized cost of taking the subway includes travel time, waiting time and fare. Since the subway has a dedicated running track, the travel efficiency will not be affected by the traffic of other modes, so the BPR function is used to calculate its travel time. The calculation formula of the generalized travel cost is as follows:

[0031]

[0032] in, is the generalized travel cost of subway for user class i; is the free travel time of the subway on section a; metro is the rail transit fare; α metro is the subway crowding coefficient, β metro is the crowding coefficient related to the number of passengers; is the passenger flow; d metro is the departure interval of the subway; The number of passengers per subway car is limited; metro / v i It means converting the fare into time, which is independent of the travel path; subway waiting time t w .

[0033] In the present invention, in the process of calculating the generalized travel cost of the combined transfer, the transfer node is determined, and the generalized travel costs before and after the transfer are calculated respectively and summed.

[0034] In the present invention, a multi-user, multi-criteria, multi-mode traffic mode division and traffic allocation combination model is:

[0035] Assume that the number of type i travelers between OD pairs (r, s) is And the number of people who choose transportation mode m is The number of people who choose path k is The traveler's path selection behavior and transportation mode selection behavior are calculated using the following formula:

[0036] ① Path selection behavior: The probability of type i travelers choosing path k with transportation mode m between OD pairs (r, s) is:

[0037]

[0038] Among them, P(k|i,r,s,m) is the probability of type i travelers choosing path k with transportation mode m between OD pairs (r,s); is the generalized cost of path k with transportation mode m between OD pair (r, s); θ1 is the path selection dispersion coefficient;

[0039] ② Transportation mode selection behavior: The probability of type i travelers choosing a transportation mode between OD pairs (r, s) is:

[0040]

[0041]

[0042] Among them, P(m|i,r,s) is the probability of type i travelers choosing a transportation mode between OD pairs (r,s); is the expected minimum cost of the path of type i travelers using transportation mode m between OD pairs (r, s), θ2 is the discrete coefficient of transportation mode selection;

[0043] Therefore, the traffic mode division and traffic assignment model in the four-stage model are expressed by the following formulas:

[0044]

[0045]

[0046] The objective function and constraints for constructing the MDTSA model based on Nested Logit loading are as follows:

[0047]

[0048]

[0049]

[0050]

[0051]

[0052]

[0053]

[0054]

[0055]

[0056] Among them, formula (14) is the objective function of the multi-user multi-criteria multi-mode combination model, is the unit travel cost of mode m on road section a, v i is the time value of user class i, Refers to the sum of the reduced travel time of all passengers; is the traffic volume of user class i on road section a with traffic mode m; is the time required for traffic mode m on road section a; Formula (15a) is the traffic mode division constraint; Formula (15b) is the traffic allocation constraint; Formula (15c) is the travel demand constraint of the reservation user, is a decision variable, which means that when the car traveler of user class i who obtains the right of way through reservation contains a section where reservation travel management is implemented in the path k between the OD pair r, s, it is 1, otherwise it is 0; Formula (15d) is the travel demand constraint of non-reservation users, is a decision variable, which means that when the car traveler of user class i who has not obtained the right of way on the reserved road segment contains a road segment where the reserved travel management is implemented in the path k between the OD pair r, s, it is 0, otherwise it is 1; Formula (15e) is the flow constraint of the road segment, is a decision variable, which means that when user i uses transportation mode m and the travel path k passes through section a, it is 1, otherwise it is 0; ρ is the optimal total reservation ratio of the section; Formula (15f) is a descriptive constraint; Formula (15g) is the total reservation constraint of the section, A r is the set of road sections for implementing the reservation travel mode; Formula (15h) is a non-negative constraint;

[0057] In actual traffic systems, the road section impedance function is inseparable; therefore, it is expressed by a variational inequality and formula (14) is rewritten as follows:

[0058]

[0059] A travel reservation system, a calculation system, a reservation system and a management system;

[0060] The computing system determines the road sections and time periods of road network congestion based on historical traffic trends, considers the spatial and temporal supply and demand balance of each road section at different time periods, determines the capacity threshold of each reservation time period, and outputs a travel plan for the user;

[0061] The reservation system displays a reservation travel schedule to travelers, which shows the remaining capacity of the road section that needs to be reserved within a specific time period. Travelers make reservations through the reservation system. After the reservation is successful, the reservation system reserves the time slot for the traveler to use the reserved road; for users who participate in the reservation but do not obtain the right of way, the reservation system provides them with alternative travel routes, encourages them to choose public transportation, and provides them with corresponding discounts; ultimately, this group will have three travel modes: public transportation, detours along alternative routes, and illegal travel through the reserved road section;

[0062] The management system transmits road traffic control information by setting up corresponding traffic signs and markings in the upstream area of ​​the reserved road section; uses vehicle license plate recognition technology to verify the performance of the reserved vehicle and implements a corresponding reward and punishment system.

[0063] Compared with the prior art, the present invention has the following beneficial effects:

[0064] 1. The present invention proposes a method for managing frequently congested sections in cities based on travel reservations. Compared with traditional means of traffic demand management, the travel reservation model replaces compulsory means with more flexible management, refined regulation, and full-chain travel guidance, and uses intelligent means to meet the increasingly diverse travel needs without having a substantial impact on travel.

[0065] 2. The present invention proposes a travel decision-making method that takes into account heterogeneous users in the urban multimodal transportation framework and multidimensional decision variable environment, establishes a multi-user, multi-criteria, multi-modal transportation mode division and traffic assignment combination (MDTSA) model, and further extends it to a variational inequality model with inseparable road section impedance function. For travelers, they can arrange their individual travel time in advance through appointments, scientifically select travel routes, and reasonably select travel modes to avoid blind travel and ineffective waiting, thereby minimizing congestion losses. For managers, the appointment travel mode can promote demand-centered urban transportation services, traffic operation organizations can be configured on demand, demand can be adjusted with resource constraints, congestion can be alleviated, and maximum intensive use of resources can be achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0066] Figure 1 The figure is a flow chart of the method of the present invention.

[0067] Figure 2 This is a schematic diagram of the travel reservation implementation mechanism of the present invention.

[0068] Figure 3 It is a schematic diagram of generalized cost calculation of each travel path of the present invention.

[0069] Figure 4 This is the road network structure diagram of the research area of ​​the present invention.

[0070] Figure 5 This is the public transportation network diagram of the present invention.

[0071] Figure 6 This is a schematic diagram of the change in user travel mode before and after the implementation of the travel reservation of the present invention. DETAILED DESCRIPTION

[0072] The technical solutions in the embodiments of the present invention will be described clearly and completely below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, rather than all the embodiments.

[0073] like Figure 1-6 As shown in the following, (i) establish a reservation travel system for managing congestion (such as Figure 2 As shown), it includes a computing system, a reservation system and a management system.

[0074] The calculation system is responsible for formulating reasonable travel plans. The system determines the congested sections and time periods of the road network based on historical traffic trends, considers the spatial and temporal supply and demand balance of each section at different times, determines the capacity threshold of each reservation period, and outputs scientific and reasonable travel plans for users.

[0075] The reservation system is responsible for the management of reservation requests. The reservation system shows travelers a reservation travel schedule, which shows the remaining capacity of the road section that needs to be reserved within a specific time period, so that travelers can reasonably plan their travel time and travel route. Before traveling, travelers make reservations through devices such as smartphones and the Internet. After the reservation is successful, the reservation system reserves the time slot for travelers to use the reserved road. For users who participate in the reservation but do not obtain the right of way, the reservation system provides them with alternative travel routes, encourages them to choose public transportation, and provides them with corresponding discounts. In the end, this group will have three travel modes: taking public transportation, taking a detour along the alternative route, and illegally passing through the reserved section.

[0076] The management system is responsible for maintaining the order of scheduled travel and coordinating traffic services. It transmits road traffic control information by setting up corresponding traffic signs and markings in the upstream area of ​​the scheduled road section. It uses vehicle license plate recognition technology to verify the performance of the scheduled vehicles and implement a corresponding reward and punishment system.

[0077] (II) A method for managing frequently congested sections in cities based on travel reservations, as shown in the flowchart Figure 1 As shown, the specific steps include:

[0078] Step 1: According to the implementation steps and mechanisms of the appointment travel strategy (such as Figure 2As shown), motor vehicles entering the reserved road section during the implementation of the reservation travel strategy must make reservations in advance. Travelers who are inclined to make reservations will make reservations in advance on the corresponding platform before traveling, and can only travel on the reserved road after the reservation is successful. If the reserved road section has reached the total reservation amount, the traveler must choose an alternative route to travel or take public transportation. In other words, reserved vehicles can travel on the reserved road section while ordinary vehicles cannot travel on the reserved road. The present invention first considers the travel time and cost of heterogeneous users, and determines the generalized travel costs of different modes of transportation (including non-reserved cars, reserved cars, buses and subways). During peak hours, the traffic flow in the urban road network is mainly composed of cars (regardless of whether they are reserved) and buses. When these vehicles travel on a specific road section, their travel time will be affected by the mutual influence of mixed traffic. In order to describe this influence, the present invention calculates the road section impedance function corresponding to each mode of transportation based on the multi-vehicle random user equilibrium allocation model and further determines the generalized travel cost of each mode of transportation:

[0079] (1) The generalized travel cost of cars on non-reserved roads

[0080] When a non-booking user drives a car on a road section, the generalized cost of his travel includes travel time, fuel costs and parking fees. The calculation formula is as follows:

[0081]

[0082]

[0083] in, is the generalized travel cost of a car of user class i on a non-reserved road section, i∈I, I is the number of traveler categories; For road section a with a traffic volume of x a The driving time of the car under the condition of x a is the traffic volume of section a; is the free travel time of the car on road section a (h), a∈A, A is the set of all road sections in the network; are the flow rates of cars and buses on road section a (vehicles); is the traffic capacity of cars on road section a (vehicles / h); P+R is the parking fee of the car in P+R mode (yuan); e is the fuel cost per unit mileage (yuan / km); l a is the length of section a (km); v i Time value of user class i (yuan / h); α car , β car and γ car is the road resistance function parameter of the car.

[0084] (2) The generalized travel cost of a car on the reserved route

[0085] Since the reservation travel mode itself does not require additional travel expenses, the generalized travel cost of a reserved car is basically the same as that of a non-reserved car. It is worth noting that considering that there is a total reservation limit on the reserved section, the car flow on the section cannot exceed the total reservation amount on the section.

[0086]

[0087]

[0088] in, is the penalty coefficient, and ρ is the optimal total reservation ratio of the road section; is the generalized travel cost of the car of user type i on the reserved road section; For reserved road section a with a traffic volume of x a The driving time of the car under the condition of β re_car is the road resistance function parameter of the car on the reserved road section; K is the path set.

[0089] (3) Generalized travel costs of buses

[0090] When a bus is traveling on a road section, the generalized cost of its travel includes travel time, bus waiting time, congestion effect caused by passengers in the bus, and fare. The calculation formula is as follows:

[0091]

[0092]

[0093] in, is the generalized travel cost of the bus for user type i; is the free travel time of the bus on section a (h); is the bus capacity on section a (vehicles / h); α bus , β bus and γ bus is the road resistance function parameter of the bus; d bus is the bus departure interval (min), assuming that the bus departure interval is consistent, 60 / d bus That is, the bus frequency per hour; t w is the bus waiting time (h), including the waiting time for transfer, which is assumed to be half of the departure interval, i.e., t w =d bus / 2;o bus is the bus fare (yuan); ψ is the bus congestion cost coefficient, is the crowding coefficient related to the number of passengers, which are 5 and 3 respectively; It is the sum of the number of passengers waiting to board the bus at the station and the number of passengers on the bus; bus / v i It means converting the fare into time, which is independent of the travel path; C bus For the passenger capacity of a single bus, 60 people / bus is taken.

[0094] (4) Broad travel costs of subways

[0095] The generalized cost of taking the subway includes travel time, waiting time and fare. Since the subway has a dedicated running track, the travel efficiency will not be affected by the traffic of other modes, so the BPR function is used to calculate its travel time. The calculation formula of the generalized travel cost is as follows:

[0096]

[0097]

[0098] in, is the generalized travel cost of subway for user class i; is the free travel time of the subway on section a (h); metro is the rail transit fare (yuan); α metro is the subway crowding coefficient, β metro is the crowding coefficient related to the number of passengers, taking values ​​of 0.019 and 4.520 respectively; is the passenger flow; d metro is the departure interval of the subway (min); The number of passengers per subway car is limited to 600 people per car; metro / v i It means converting the fare into time, which is independent of the travel path; subway waiting time t w Similar to the bus waiting time, take half of the departure interval, that is, t w =d metro / 2.

[0099] (5) Generalized travel costs of combined transfers

[0100] The present invention only considers the transfer between car and bus (C&B) and car and subway (C&M), and does not consider the transfer between two or more different modes of transportation. The path set generation algorithm based on the segment penalty method is used to determine the shortest path for each travel mode. Figure 3 The network shown is used as an example to briefly outline the generalized cost calculation method for each travel path. Figure 3The road network in contains 3 nodes and 5 travel modes. Node 1 is the OD starting point, node 2 is the "P+R" transfer node, and node 3 is the OD end point. The travel modes are car, bus, subway, car to bus, and car to subway. The generalized cost of each arc is calculated as follows:

[0101] (1) The generalized cost of an arc from an OD starting point to a road node is 0, and the generalized cost of an arc from an OD starting point to a bus or subway node is the waiting time plus the fare.

[0102] (2) The generalized cost of the arcs between road nodes is the travel time plus the fuel cost.

[0103] (3) The generalized cost of the arc between buses and subways on the same route is the travel time and the congestion effect inside the vehicle.

[0104] (4) The generalized cost of the arc from node 2, which transfers from a road node to a bus or subway node, is the waiting time plus the parking and transfer fee and the fare of the corresponding transportation mode.

[0105] (5) The generalized cost of the arc from node 3 to the OD end point is 0.

[0106] Step 2: Based on the transportation network equilibrium theory, a multi-user, multi-criteria, multi-mode transportation mode division and traffic assignment combination (MDTSA) model is established by considering the heterogeneity of travelers' time value, the generalized cost of integrating travel time and travel expenses, and the impact of transfers among multiple transportation modes. It is further extended to the variational inequality model with inseparable link impedance function.

[0107] Assume that the number of type i travelers between OD pairs (r, s) is And the number of people who choose transportation mode m is The number of people who choose path k is Then the traveler's path selection behavior and transportation mode selection behavior can be calculated using the following formula:

[0108] ① Path selection behavior. The probability that a type i traveler chooses path k with transportation mode m between OD pairs (r, s) is:

[0109]

[0110] Among them, P(k|i,r,s,m) is the probability of type i travelers choosing path k with transportation mode m between OD pairs (r,s); is the generalized cost of path k with transportation mode m between OD pair (r, s); θ1 is the path selection dispersion coefficient.

[0111] ② Transportation mode selection behavior: The probability of type i travelers choosing a transportation mode between OD pairs (r, s) is:

[0112]

[0113]

[0114] Among them, P(m|i,r,s) is the probability of type i travelers choosing a transportation mode between OD pairs (r,s); is the expected minimum path cost of type i travelers using transportation mode m between the OD pair (r, s), and θ2 is the discrete coefficient of transportation mode selection.

[0115] Therefore, the traffic mode division and traffic assignment model in the four-stage model can be expressed by the following formulas:

[0116]

[0117]

[0118] The objective function and constraints for constructing the MDTSA model based on Nested Logit loading are as follows:

[0119]

[0120]

[0121]

[0122]

[0123]

[0124]

[0125]

[0126]

[0127]

[0128] Among them, formula (14) is the objective function of the multi-user multi-criteria multi-mode combination model, is the unit travel cost of mode m on road section a, v i is the time value of user class i (yuan / h), Refers to the sum of the reduced travel time of all passengers; is the traffic volume of user class i on road section a with traffic mode m; is the time required for traffic mode m on road section a; Formula (15a) is the traffic mode division constraint. Formula (15b) is the traffic allocation constraint. Formula (15c) is the travel demand constraint of the reservation user, is a decision variable, which means that when the car traveler of user class i who obtains the right of way through reservation contains a section where reservation travel management is implemented in the path k between the OD pair r, s, it is 1, otherwise it is 0. Equation (15d) is the travel demand constraint of non-reservation users, is a decision variable, which means that when the car traveler of user class i who has not obtained the right of way on the reserved road segment contains a road segment where the reserved travel management is implemented in the path k between the OD pair r, s, it is 0, otherwise it is 1. Formula (15e) is the flow constraint of the road segment, is a decision variable, which means that when user i uses transportation mode m and the travel path k passes through section a, it is 1, otherwise it is 0. ρ is the optimal total reservation ratio of the section. Formula (15f) is a descriptive constraint; Formula (15g) is the total reservation constraint of the section, A r is the set of road segments for implementing the reservation travel mode. Formula (15h) is a non-negative constraint.

[0129] In actual traffic systems, the road section impedance function is inseparable. Therefore, it is expressed by variational inequality and formula (14) is rewritten as follows:

[0130]

[0131] Step 3: Use the Method of Successive Weighted Averages (MSWA) to solve the MDTSA model. The calculation process of the algorithm is shown below.

[0132] (1) The main process of the solution algorithm:

[0133]

[0134] (2) Algorithm flow for solving the sub-problems:

[0135]

[0136] Step 4: Take the Sioux Falls network as the study area and use the resident travel data based on the Sioux Falls network provided by the MATSim community as the basic data. The road network structure is as follows: Figure 4 The travel data during the morning peak period (07:00-08:00) was selected to test the effectiveness of the proposed MDTSA model, and the improvement effect of the reservation travel mode on the road network traffic status was further quantified, as shown in Table 1 and Figure 6 shown.

[0137] Table 1 Road network performance results before and after the implementation of the reservation travel mode

[0138]

[0139] What is described above is only a preferred specific implementation manner of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can make equivalent replacements or changes according to the technical scheme and inventive concept of the present invention within the technical scope disclosed by the present invention, which should be covered by the protection scope of the present invention.

Claims

1. A method for managing frequently congested road sections in cities based on travel reservation, characterized in that: The following steps are involved: (1) Clarify the implementation mechanism of the travel reservation strategy on frequently congested roads, based on a stochastic user equilibrium allocation model for multiple vehicle types, taking into account the travel time and cost of heterogeneous users, and determine the generalized travel costs of different transportation modes; (2) Based on the theory of traffic network equilibrium, a multi-user, multi-criteria, and multi-modal traffic mode division and traffic allocation combination model is established by considering the heterogeneity of travelers' time value, the generalized cost of integrating travel time and travel expenses, and the impact of transfers among multiple modes of transportation. It is further extended to a variational inequality model with inseparable road section impedance functions, and the adaptive averaging method is used to solve the model to determine the residents' travel mode choices and path selection results.

2. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 1 is characterized in that: Booking travel strategy: Determine the capacity threshold for each reservation period on frequently congested sections. During the implementation of the reservation travel strategy, motor vehicles entering the reservation section must make reservations in advance. Travelers who are inclined to make reservations will make reservations in advance on the corresponding platform before traveling. Only after a successful reservation can they travel on the reserved road. For users who participate in the reservation but do not obtain the right of way, alternative travel routes will be provided for them, and they will be encouraged to choose public transportation and provide them with corresponding discounts.

3. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 1 is characterized in that: The transportation modes include four single travel modes: non-reserved car, reserved car, bus and subway, as well as two combined travel modes: car and bus transfer, and car and subway transfer.

4. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 3 is characterized in that: The generalized travel cost of a car on a non-reserved road section is calculated as follows: When a non-booking user drives a car on a road section, the generalized cost of his travel includes travel time, fuel costs and parking fees. The calculation formula is as follows: in, is the generalized travel cost of a car of user class i on a non-reserved road section, i∈I, I is the number of traveler categories; For road section a with a traffic volume of x a The driving time of the car under the condition of x a is the traffic volume of section a; is the free travel time of the car on road section a, a∈A, A is the set of all road sections in the network; are the flow rates of cars and buses on road section a respectively; is the traffic capacity of cars on road section a; P+R is the parking fee of the car in the combination of car-bus transfer and car-subway transfer; e is the fuel cost per unit mileage; l a is the length of section a; v i The time value of user class i; α car , β car and γ car is the road resistance function parameter of the car.

5. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 3 is characterized in that: The generalized travel cost of a car on a non-reserved road section is calculated as follows: Since the reservation travel mode itself does not require additional travel expenses, the generalized travel cost of the reserved car is basically the same as that of the non-reserved car; considering that there is a total reservation limit on the reserved section, the car flow on the section cannot exceed the total reservation amount of the section; in, is the penalty coefficient, and ρ is the optimal total reservation ratio of the road section; is the generalized travel cost of the car of user type i on the reserved road section; For reserved section a with a traffic volume of x a The driving time of the car under the condition of β re _ car is the road resistance function parameter of the car on the reserved road section; K is the path set.

6. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 3 is characterized in that: The generalized travel cost calculation method for bus travel is as follows: When a bus is traveling on a road section, the generalized cost of its travel includes travel time, bus waiting time, congestion effect caused by passengers in the bus, and fare. The calculation formula is as follows: in, is the generalized travel cost of the bus for user type i; is the free travel time of the bus on section a; is the bus capacity on section a; α bus , β bus and γ bus is the road resistance function parameter of the bus; d bus is the departure interval of the bus; t w is the waiting time for the bus, including the waiting time for transfers; bus is the bus fare; ψ is the congestion cost coefficient in the vehicle, is the crowding coefficient related to the number of passengers; It is the sum of the number of passengers waiting to board the bus at the station and the number of passengers on the bus; bus / v i It means converting the fare into time, which is independent of the travel path; C bus The passenger capacity of a single bus.

7. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 3 is characterized in that: The generalized travel cost calculation method for subway travel is as follows: The generalized cost of taking the subway includes travel time, waiting time and fare. Since the subway has a dedicated running track, the travel efficiency will not be affected by the traffic of other modes, so the BPR function is used to calculate its travel time. The calculation formula of the generalized travel cost is as follows: in, is the generalized travel cost of subway for user class i; is the free travel time of the subway on section a; metro is the rail transit fare; α metro is the subway crowding coefficient, β metro is the crowding coefficient related to the number of passengers; is the passenger flow; d metro is the departure interval of the subway; The number of passengers per subway car is limited; metro / v i It means converting the fare into time, which is independent of the travel path; subway waiting time t w .

8. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 3 is characterized in that: In the process of calculating the generalized travel cost of combined transfer, the transfer node is determined, and the generalized travel cost before and after the transfer is calculated respectively and summed.

9. The method for managing frequently congested road sections in cities based on scheduled travel according to claim 1, characterized in that: Multi-user, multi-criteria, multi-mode traffic mode division and traffic assignment combination model: Assume that the number of type i travelers between OD pairs (r, s) is And the number of people who choose transportation mode m is The number of people who choose path k is The traveler's path selection behavior and transportation mode selection behavior are calculated using the following formula: ① Path selection behavior: The probability of type i travelers choosing path k with transportation mode m between OD pairs (r, s) is: Among them, P(k|i,r,s,m) is the probability of type i travelers choosing path k with transportation mode m between OD pairs (r,s); is the generalized cost of path k with transportation mode m between OD pair (r, s); θ1 is the path selection dispersion coefficient; ② Transportation mode selection behavior: The probability of type i travelers choosing a transportation mode between OD pairs (r, s) is: Among them, P(m|i,r,s) is the probability of type i travelers choosing a transportation mode between OD pairs (r,s); is the expected minimum cost of the path of type i travelers using transportation mode m between OD pairs (r, s), θ2 is the discrete coefficient of transportation mode selection; Therefore, the traffic mode division and traffic assignment model in the four-stage model are expressed by the following formulas: The objective function and constraints for constructing the MDTSA model based on Nested Logit loading are as follows: Among them, formula (14) is the objective function of the multi-user multi-criteria multi-mode combination model, is the unit travel cost of mode m on road section a, v i is the time value of user class i, Refers to the sum of the reduced travel time of all passengers; is the traffic volume of user class i on road section a with traffic mode m; is the time required for traffic mode m on road section a; Formula (15a) is the traffic mode division constraint; Formula (15b) is the traffic allocation constraint; Formula (15c) is the travel demand constraint of the reservation user, is a decision variable, which means that when the car traveler of user class i who obtains the right of way through reservation contains a section where reservation travel management is implemented in the path k between the OD pair r, s, it is 1, otherwise it is 0; Formula (15d) is the travel demand constraint of non-reservation users, is a decision variable, which means that when the car traveler of user class i who has not obtained the right of way on the reserved road segment contains a road segment where the reserved travel management is implemented in the path k between the OD pair r, s, it is 0, otherwise it is 1; Formula (15e) is the flow constraint of the road segment, is a decision variable, which means that when user i uses transportation mode m and the travel path k passes through section a, it is 1, otherwise it is 0; ρ is the optimal total reservation ratio of the section; Formula (15f) is a descriptive constraint; Formula (15g) is the total reservation constraint of the section, A r is the set of road sections for implementing the reservation travel mode; Formula (15h) is a non-negative constraint; In actual traffic systems, the road section impedance function is inseparable; therefore, it is expressed by variational inequality and formula (14) is rewritten as follows:

10. A travel reservation system for implementing any of the methods of claims 1-9, characterized in that: Calculation systems, reservation systems and management systems; The computing system determines the road sections and time periods of road network congestion based on historical traffic trends, considers the spatial and temporal supply and demand balance of each road section at different time periods, determines the capacity threshold of each reservation time period, and outputs a travel plan for the user; The reservation system displays a reservation travel schedule to travelers, which shows the remaining capacity of the road section that needs to be reserved within a specific time period. Travelers make reservations through the reservation system. After the reservation is successful, the reservation system reserves the time slot for the traveler to use the reserved road; for users who participate in the reservation but do not obtain the right of way, the reservation system provides them with alternative travel routes, encourages them to choose public transportation, and provides them with corresponding discounts; ultimately, this group will have three travel modes: public transportation, detours along alternative routes, and illegal travel through the reserved road section; The management system transmits road traffic control information by setting corresponding traffic signs and markings in the upstream area of ​​the reserved road section; uses vehicle license plate recognition technology to verify the performance of the reserved vehicles and implements a corresponding reward and punishment system.

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