Utility-maximized bus route and rail transit fusion relation discrimination method

Abstract

The invention relates to the technical field of fusion relation discrimination methods, and discloses a utility-maximized bus route and rail transit fusion relation discrimination method, which comprises the following steps: S1, determining an analysis area: determining the analysis area according to project or subject research needs; s2, identifying passenger travel OD; S3, analyzing different schemes of public transport travel: aiming at each passenger travel OD pair, analyzing the different schemes of the public transport travel; and S4, establishing a scheme selection probability calculation model based on a utility maximization principle. According to the method, the passenger travel characteristics are mastered, and the principle of optimal passenger travel time cost, money cost and comfort is adopted, namely, the principle of effectiveness maximization is adopted, so that the judgment method for the fusion relation between the current bus route and the rail transit is studied. On the basis of determining an analysis area, various types of big data are collected, main travel OD pairs of passengers in the area are identified, selection probabilities of different public transport travel schemes are calculated, and a fusion relation is discriminated according to a calculation result.

Description

Technical Field

[0001] The present invention relates to the field of fusion relationship determination methods, and in particular to a utility-maximizing method for determining the fusion relationship between bus lines and rail transit. Background Art

[0002] With the vigorous development of domestic rail transit systems and the increasingly improved rail networks in various cities, this phenomenon has posed a significant impact and challenge to the traditional conventional bus system. In response to this change, effectively evaluating and optimizing the integration relationship between existing urban bus routes and rail transit has become a key path to improving the overall efficiency and service quality of public transportation.

[0003] Existing transfers are usually recommended in the way that most people do, and are single, with departure and interval times based on experience. Specifically, this means that it is necessary to deeply analyze key factors such as the spatial layout, service coverage, and passenger flow characteristics of existing bus routes and rail transit lines, and to use scientific methods to evaluate the complementarity and potential conflict points between the two. Subsequently, by adjusting the bus route layout, optimizing departure intervals, and implementing transfer preferential policies, we can promote seamless connection and efficient coordination between the two, so that the public transportation network can fully utilize the advantages of large capacity and fast speed of rail transit, and utilize the flexibility and ability of conventional buses to penetrate into the community, and jointly build a more convenient, economical, and environmentally friendly urban travel environment.

[0004] In order to solve the above problems, this application proposes a method for determining the integration relationship between bus routes and rail transit with maximum utility. Summary of the invention

[0005] 1. Purpose of the invention In order to solve the technical problems existing in the background technology, the present invention proposes a method for determining the integration relationship between bus routes and rail transit with maximum utility. The present invention studies the method for determining the integration relationship between current bus routes and rail transit by grasping the travel characteristics of passengers and taking the principle of optimizing the time cost, money cost and comfort level of passengers, that is, the principle of utility maximization, into account. On the basis of determining the analysis area, various types of big data are collected to identify the main OD pairs of passengers in the area, calculate the selection probability of different public transportation travel plans, and determine the integration relationship based on the calculation results.

[0006] (II) Technical solution In order to solve the above problems, the present invention provides a method for determining the integration relationship between bus routes and rail transit with maximum utility, comprising the following steps: S1. Determine the analysis area: Determine the analysis area according to the needs of the project or research topic; S2. Identify passenger travel OD: S3. Analyze different options for public transportation: For each passenger trip OD pair, analyze different public transportation travel options; S4. Establish a model for calculating the probability of scheme selection: Based on the principle of utility maximization, the multinomial Logit model is used to calculate the probability of choosing various travel options. The specific formula is as follows: ; Where: : The travel probability of various travel plans; : Travel costs of various travel options.

[0007] Travel cost is a decision-making factor in people's choice of travel mode. The lower the travel cost, the more people are willing to choose it. From the perspective of travel cost in a broad sense, it not only includes travel expenses, but also travel time and travel comfort. From the three aspects of convenience, economy and comfort, the three most critical indicators are selected to measure, namely travel time, travel expenses, and average section load rate. Then, according to people's scores on the importance of each indicator, weights are assigned to each indicator, and finally the total travel cost is obtained by weighting; S5. Determine the integration relationship between public transportation and rail.

[0008] Preferably, in S2, the main OD pairs of passengers traveling in the area are identified through comprehensive analysis of big data including mobile phone signaling data, bus card swiping data, and rail card swiping data.

[0009] Preferably, S3 includes: Option 1: Travel by public transportation throughout the journey; Option 2: Travel by rail transit throughout the journey; Option three: Transfer between rail and bus.

[0010] Preferably, in S4, it includes: ① The calculation formula of travel cost: ; Where: : travel costs; : De-dimensionalized value of travel time; : De-dimensionalized value of travel expenses; : Dedimensionalized value of average section full load factor; , , : Importance calibration parameter.

[0011] ②Normalization to remove dimension Where: : The travel time of the ith option; , : The maximum and minimum travel time of all options; : The travel cost of the ith option; , : The maximum and minimum travel costs of all options; : The average section load rate of the i-th scheme; , : The maximum and minimum travel costs of all options.

[0012] Preferably, a method for determining the integration relationship between bus routes and rail transit with maximum utility is characterized in that, in S4, it also includes: ③ Travel time calculation

[0013]

[0014]

[0015] Where: , , : They are the total travel time of buses, the total travel time of rails, and the travel time of rail-bus transfers; , : are the distance from the departure point to the bus stop and the distance from the bus stop to the destination; , : are the distance from the departure point to the platform level of the rail station, and the distance from the platform level of the rail station to the destination; , , : They are walking, bus and rail running speeds respectively; , : They are the bus waiting time and rail waiting time respectively; , : They are the waiting time for bus transfer and the total waiting time for rail transfer; , : are the distance between bus stops and the distance between rail stations respectively; : Total transfer distance for rail transfers.

[0016] Preferably, it also includes: ④ Calculation of travel expenses: Calculate the travel cost of each option based on the public transportation ticket fare system; ⑤ Calculation of average full load rate: Identify each bus stop / rail station of the travel plan, determine the line load factor at the station, and calculate the weighted average of the load factor for the entire travel process; ⑥α, β, γ parameter calibration: A sample questionnaire survey was conducted on public transportation passengers in the study area. Each passenger scored the importance of convenience, economy, and comfort based on their actual feelings. The average scores of α, β, and γ were finally obtained by analyzing the collected valid questionnaires, which are the calibration parameters. Preferably, in S5, the following is included: ① Determine the integration relationship between public transportation and rail in the entire area:

[0017] Where: : Bus-rail integration index, the value range is [0,1]. The smaller the value, the stronger the bus-rail integration relationship; the larger the value, the stronger the bus-rail competition relationship; : The probability of choosing the full-trip bus travel plan in the i-th section; : OD volume of public transportation travel in the i-th section; : The probability of selecting the jth travel plan in the i-th section; ② Determine the integration relationship between public transportation and rail in a single section: If the probability P of choosing full rail transit travel or rail-bus transfer travel is the largest, then the bus line and rail transit form a good connection relationship; If the probability P of choosing full-trip bus travel is the largest, then bus travel is the best travel mode in this section. If there is alternative rail transit, the bus line and rail transit are in a competitive relationship; if there is no alternative rail transit, the bus line and rail transit form a good complementary relationship.

[0018] The above technical solution of the present invention has the following beneficial technical effects: When optimizing the urban public transportation system, it is an important strategy to evaluate and optimize the integration of existing bus routes and rail transit by deeply understanding the travel characteristics of passengers and taking their travel time cost, money cost and comfort as the key factors, that is, following the principle of utility maximization. This process first requires clarifying the specific area of ​​analysis as the basic framework of the research.

[0019] Subsequently, by extensively collecting and integrating various big data resources, including but not limited to public transportation card swiping records, mobile phone signaling data, and social media travel sharing, we can accurately identify the main travel starting points (O) and end points (D) of passengers in the area. These data not only reflect the daily travel habits of passengers, but also reveal the distribution of travel demand in different time periods and locations.

[0020] Based on the above OD pair information, we further use advanced traffic models and algorithms to calculate the time cost, money cost and comfort level that passengers need to bear under different public transportation travel plans (such as taking only buses, taking only rail transit, and bus-rail transfer), and estimate the comprehensive utility value of each plan. The core of this step is quantitative evaluation to ensure that each cost factor can be compared with a unified standard.

[0021] Finally, based on the calculated probabilities of different travel options, the integration relationship between the current bus lines and rail transit can be intuitively determined. Transfer options with high selection probabilities often mean that there is good complementarity between the two, while low selection probabilities may reveal potential competition or redundancy issues. This method can not only identify bus line segments or stations that need to be optimized, but also provide strong support for the formulation of more scientific and reasonable public transportation planning, ultimately achieving the overall improvement of the public transportation network's efficiency and the optimization of passengers' travel experience. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 This is a flow chart of a method for determining the integrated relationship between bus routes and rail transit with maximum utility proposed by the present invention. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical scheme and advantages of the present invention clearer, the present invention is further described in detail below in conjunction with specific embodiments and with reference to the accompanying drawings. It should be understood that these descriptions are only exemplary and are not intended to limit the scope of the present invention. In addition, in the following description, the description of well-known structures and technologies is omitted to avoid unnecessary confusion of the concept of the present invention.

[0024] OD stands for "Origin-Destination", which means "starting and ending point" or "starting and ending point". Here, "O" stands for the origin, which is the departure point of the passenger's trip; "D" stands for the destination, which is the arrival point of the passenger's trip. OD identification or OD analysis refers to a detailed investigation and analysis of the starting and ending points of the passenger's trip in order to understand the travel patterns and needs of the passengers and provide a basis for transportation planning and design.

[0025] In the field of public transportation, OD identification is an important part of passenger flow analysis. By collecting and analyzing passengers' OD data, we can understand passengers' travel needs, travel time, and travel distance information, and provide a scientific basis for bus route planning, operation scheduling, and vehicle configuration. For example, in the application of bus passenger flow OD, the Internet of Things technology is used to achieve full connection of all production elements of buses, including charging piles, routes, vehicles, stations, and passenger information, thereby building a "thinking, self-adjusting" operation organization model to improve the scientificity and intelligence of bus operations.

[0026] like Figure 1 As shown, the present invention proposes a method for determining the integration relationship between bus routes and rail transit with maximum utility, comprising the following steps: S1. Determine the analysis area: Determine the analysis area according to the needs of the project or research topic; S2. Identify passenger travel OD: Through comprehensive analysis of mobile phone signaling data, bus card swiping data, and rail card swiping data, the main travel OD pairs of passengers in the area are identified.

[0027] S3. Analyze different options for public transportation: For each passenger trip OD pair, analyze different public transportation travel options; Option 1: Travel by public transportation throughout the journey; Option 2: Travel by rail transit throughout the journey; Option three: Transfer between rail and bus.

[0028] S4. Establish a model for calculating the probability of scheme selection: Based on the principle of utility maximization, the multinomial Logit model is used to calculate the probability of choosing various travel options. The specific formula is as follows: ; Where: : The travel probability of various travel plans; : Travel costs of various travel options.

[0029] Travel cost is a decision-making factor in people's choice of travel mode. The lower the travel cost, the more people are willing to choose it. From the perspective of travel cost in a broad sense, it not only includes travel expenses, but also travel time and travel comfort. From the three aspects of convenience, economy and comfort, the three most critical indicators are selected to measure, namely travel time, travel expenses, and average section load rate. Then, according to people's scores on the importance of each indicator, weights are assigned to each indicator, and finally the total travel cost is obtained by weighting; ① The calculation formula of travel cost: ; Where: : travel costs; : De-dimensionalized value of travel time; : De-dimensionalized value of travel expenses; : Dedimensionalized value of average section full load factor; , , : Importance calibration parameter.

[0030] ②Normalization to remove dimension Where: : The travel time of the ith option; , : The maximum and minimum travel time of all options; : The travel cost of the ith option; , : The maximum and minimum travel costs of all options; : The average section load rate of the i-th scheme; , : The maximum and minimum travel costs of all options.

[0031] ③ Travel time calculation

[0032]

[0033]

[0034] Where: , , : They are the total travel time of buses, the total travel time of rails, and the travel time of rail-bus transfers; , : are the distance from the departure point to the bus stop and the distance from the bus stop to the destination; , : are the distance from the departure point to the platform level of the rail station, and the distance from the platform level of the rail station to the destination; , , : They are walking, bus and rail running speeds respectively; , : They are the bus waiting time and rail waiting time respectively; , : They are the waiting time for bus transfer and the total waiting time for rail transfer; , : are the distance between bus stops and the distance between rail stations respectively; : Total transfer distance for rail transfers.

[0035] Preferably, it also includes: ④ Calculation of travel expenses: Calculate the travel cost of each option based on the public transportation ticket fare system; ⑤ Calculation of average full load rate: Identify each bus stop / rail station of the travel plan, determine the line load factor at the station, and calculate the weighted average of the load factor for the entire travel process; ⑥α, β, γ parameter calibration: A sample questionnaire survey was conducted on public transportation passengers in the study area. Each passenger scored the importance of convenience, economy, and comfort based on his or her actual feelings. The returned valid questionnaires were analyzed and the average scores of α, β, and γ were finally obtained, which are the calibration parameters.

[0036] S5. Determine the integration relationship between public transportation and rail: ① Determine the integration relationship between public transportation and rail in the entire area:

[0037] Where: : Bus-rail integration index, the value range is [0,1]. The smaller the value, the stronger the bus-rail integration relationship; the larger the value, the stronger the bus-rail competition relationship; : The probability of choosing the full-trip bus travel plan in the i-th section; : OD volume of public transportation travel in the i-th section; : The probability of selecting the jth travel plan in the i-th section; ② Determine the integration relationship between public transportation and rail in a single section: If the probability P of choosing full rail transit travel or rail-bus transfer travel is the largest, then the bus line and rail transit form a good connection relationship; If the probability P of choosing full-trip bus travel is the largest, then bus travel is the best travel mode in this section. If there is alternative rail transit, the bus line and rail transit are in a competitive relationship; if there is no alternative rail transit, the bus line and rail transit form a good complementary relationship.

[0038] It should be understood that the above specific embodiments of the present invention are only used to illustrate or explain the principles of the present invention, and do not constitute a limitation of the present invention. Therefore, any modifications, equivalent substitutions, improvements, etc. made without departing from the spirit and scope of the present invention should be included in the protection scope of the present invention. In addition, the appended claims of the present invention are intended to cover all changes and modifications that fall within the scope and boundaries of the appended claims, or the equivalent forms of such scope and boundaries.

Claims

1. A method for determining the integration relationship between bus routes and rail transit with maximum utility, characterized in that: The following steps are involved: S1. Determine the analysis area: Determine the analysis area according to the needs of the project or research topic; S2, identify passenger travel OD; S3. Analyze different options for public transportation: For each passenger trip OD pair, analyze different public transportation travel options; S4. Establish a model for calculating the probability of scheme selection: Based on the principle of utility maximization, the multinomial Logit model is used to calculate the probability of choosing various travel options. The specific formula is as follows: ； Where: : The travel probability of various travel plans; : travel costs of various travel options; S5. Determine the integration relationship between public transportation and rail.

2. The utility-maximizing bus route and rail transit integration relationship determination method according to claim 1 is characterized in that: In S2, the main OD pairs of passengers traveling in the area are identified through comprehensive analysis of mobile phone signaling data, bus card swiping data, and rail card swiping data.

3. The method for determining the integration relationship between bus routes and rail transit with maximum utility according to claim 2, characterized in that: Included in S3: Option 1: Travel by public transportation throughout the journey; Option 2: Travel by rail transit throughout the journey; Option three: Transfer between rail and bus.

4. The utility-maximizing bus route and rail transit integration relationship determination method according to claim 3 is characterized in that: In S4, it includes: ① The calculation formula of travel cost: ； Where: : travel costs; : De-dimensionalized value of travel time; : De-dimensionalized value of travel expenses; : Dedimensionalized value of average section full load factor; , , : Importance calibration parameter; ②Normalization to remove dimension Where: : The travel time of the ith option; , : The maximum and minimum travel time of all options; : The travel cost of the ith option; , : The maximum and minimum travel costs of all options; : The average section load rate of the i-th scheme; , : The maximum and minimum travel costs of all options.

5. The utility-maximizing bus route and rail transit integration relationship determination method according to claim 4 is characterized in that: In S4, it also includes: ③ Travel time calculation Where: , , : They are the total travel time of buses, the total travel time of rails, and the travel time of rail-bus transfers; , : are the distance from the departure point to the bus stop and the distance from the bus stop to the destination; , : are the distance from the departure point to the platform level of the rail station, and the distance from the platform level of the rail station to the destination; , , : They are walking, bus and rail running speeds respectively; , : They are the bus waiting time and rail waiting time respectively; , : They are the waiting time for bus transfer and the total waiting time for rail transfer; , : are the distance between bus stops and the distance between rail stations respectively; : Total transfer distance for rail transfers.

6. A method for determining the integration relationship between bus routes and rail transit with maximum utility according to claim 5, characterized in that: Also includes: ④ Calculation of travel expenses: Calculate the travel cost of each option based on the public transportation ticket fare system; ⑤ Calculation of average full load rate: Identify each bus stop / rail station of the travel plan, determine the line load factor at the station, and calculate the weighted average of the load factor for the entire travel process; ⑥α, β, γ parameter calibration: A sample questionnaire survey was conducted on public transportation passengers in the study area. Each passenger scored the importance of convenience, economy, and comfort based on his or her actual feelings. The returned valid questionnaires were analyzed and the average scores of α, β, and γ were finally obtained, which are the calibration parameters.

7. The utility-maximizing bus route and rail transit integration relationship determination method according to claim 6 is characterized in that: In S5, it includes: ① Determine the integration relationship between public transportation and rail in the entire area: Where: : Bus-rail integration index, the value range is [0,1]. The smaller the value, the stronger the bus-rail integration relationship; the larger the value, the stronger the bus-rail competition relationship; : The probability of choosing the full-trip bus travel plan in the i-th section; : OD volume of public transportation travel in the i-th section; : The probability of selecting the jth travel plan in the i-th section; ② Determine the integration relationship between public transportation and rail in a single section: If the probability P of choosing full rail transit travel or rail-bus transfer travel is the largest, then the bus line and rail transit form a good connection relationship; If the probability P of choosing full-trip bus travel is the largest, then bus travel is the best travel mode in this section. If there is alternative rail transit, the bus line and rail transit are in a competitive relationship; if there is no alternative rail transit, the bus line and rail transit form a good complementary relationship.

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