A Time-Sharing Optimization Method for Low-Utilization Bus Lanes Based on HOV Concept

Abstract

This invention discloses a time-sharing optimization method for low-utilization bus lanes based on the HOV (House of Vehicles) concept, including a service model for the HOV-BPL time-sharing optimization strategy, a method for formulating and releasing the HOV-BPL time-sharing optimization strategy to travelers, and the HOV-BPL time-sharing optimization strategy model; this invention solves the problem of optimizing low-utilization bus lanes in the prior art.

Description

Technical Field

[0001] This invention belongs to the field of time-sharing optimization of low-utilization bus lanes based on the HOV concept, and specifically relates to a time-sharing optimization method for low-utilization bus lanes based on the HOV concept. Background Technology

[0002] In recent years, under the general trend of prioritizing public transport, many cities in my country have opened dedicated bus lanes (DBLs), occupying a significant amount of urban road resources. However, the utilization rate of dedicated bus lanes in many cities is low during certain periods, sparking considerable discussion. Existing research has proposed methods to optimize dedicated bus lanes, including optimizing the network layout, dynamically adjusting right-of-way for buses, and increasing the permitted vehicle types for buses.

[0003] Optimizing the bus network layout primarily involves studying the conditions for setting up bus lanes on different types of road sections. By constructing new planning models and adjusting the conditions for setting up bus lanes, the layout of bus lanes can be optimized to improve the overall efficiency of the public transportation system. Research on dynamically adjusting bus lane rights mainly focuses on intermittent bus lanes (IBLs), which determine the current right-of-way based on whether the bus lane is occupied by buses. Specifically, when a bus enters the lane, the section occupied by the bus is a bus lane; when the bus leaves, the section becomes a public lane open to other vehicles. When bus traffic is low, IBLs dynamically allocate lane resources, improving bus efficiency while reducing the impact on regular traffic, achieving efficient resource utilization. Furthermore, while ensuring bus operating efficiency, increasing the permitted vehicle types for bus lanes, allowing compact vehicles, emergency vehicles, and high-occupancy vehicles (HOVs) to use bus lanes, can also improve the utilization rate of existing bus lanes.

[0004] The development of information technology has made more detailed traffic management policies possible. Through big data combined with predictive models, more refined and targeted traffic management solutions can be formulated. Simultaneously, the development of information technology has reduced the difficulty for travelers to obtain information, allowing them to access information such as road congestion and traffic management policies before their trips. Based on existing technologies, this invention proposes a time-sharing optimization strategy for low-utilization bus lanes, optimizing bus lanes into HOV (High Occupancy Vehicle-Bus Priority Lanes, HOV-BPL). By dynamically adjusting the service mode of HOV-BPL (DBL, HOV2+, HOV3+), the overall road operating efficiency is improved. Specifically, when bus traffic volume is low, HOV vehicles are allowed to enter HOV-BPL while ensuring priority passage for buses, improving the utilization rate of bus lanes and encouraging carpooling. Conversely, when bus traffic volume is high, the lanes are reserved solely for buses, ensuring the operational efficiency of buses.

[0005] Technical solution of existing technology 1

[0006] Viegas et al. proposed the concept of Intermittent Bus Lane (IBL), a lane system where right-of-way is determined based on whether the bus lane is occupied by buses. Specifically, when a bus enters the lane, it occupies the bus lane; when the bus leaves, the lane becomes a public lane open to other vehicles. In situations with low bus traffic, IBL dynamically allocates lane resources, improving bus efficiency while minimizing impact on regular traffic, thus achieving efficient resource utilization. Lin Yingying et al. proposed a capacity-constrained intermittent bus lane control strategy, using vehicle-to-everything (V2X) technology to dynamically control the total number of private vehicles entering the dedicated lane. Zhao Chenxin et al. systematically studied the setting conditions of intermittent bus lanes and time-division multiplexing lanes in complex traffic environments and proposed a traffic criticality model to optimize setting standards. Typical scenarios with high and low traffic flow were selected to analyze the critical conditions for lane resource allocation.

[0007] Disadvantages of existing technology 1

[0008] In Technique 1, Viegas et al. first proposed using IBL (Internal Right-of-Way) to optimize underutilized bus lanes, allowing private vehicles to use IBL when buses are not occupying the bus lane. However, this optimization method results in too frequent right-of-way changes for private vehicles, and has significant shortcomings in both traffic management and practical application.

[0009] Studies by scholars such as Lin Yingying and Zhao Chenxin have taken into account the status of public lanes and bus lanes, and analyzed the conditions that need to be met for opening bus lanes to public vehicles. However, they did not differentiate between public vehicles and prioritized allowing HOV vehicles to use bus lanes, which may have resulted in better optimization.

[0010] Prior art related to this invention

[0011] Technical solution of existing technology 2

[0012] Shao Chunfu et al. added HOV (House, Vehicle, and Air) vehicles as a permitted vehicle type to the original bus lanes, converting them into HOV lanes. They conducted SP (Special Purpose) surveys and field investigations, constructed a Logit model for travelers choosing HOV lanes, and developed corresponding evaluation indicators. They compared and analyzed the current situation and the effects of implementing HOV2+ and HOV3+ traffic organization optimization schemes. Lynn Fayed et al. studied the impact of adding carpooling vehicles and ride-hailing vehicles to bus lanes and designed a dynamic pricing model that combines real-time traffic flow and travel demand.

[0013] Disadvantages of existing technology 2

[0014] The research by Shao Chunfu et al. and Lynn Fayed et al. in Technique 2 discussed an optimization method for allowing HOV vehicles and other intensive vehicles to use bus lanes. The principle is to convert existing bus lanes into HOV lanes. While this optimization method can increase the utilization rate of the original bus lanes, it lacks responsiveness to changes in traffic volume. The number of vehicles meeting the usage requirements varies significantly throughout the day. Furthermore, the service mode of HOV lanes can only be set to either HOV2+ or HOV3+, making it difficult to adapt to the traffic characteristics of different time periods, and there is still room for optimization. Figure 1 Meanwhile, the issue of the capacity limit of HOV lanes after the introduction of HOV vehicles was not considered. HOV lanes may experience a decline in service levels and lose their attractiveness due to the large influx of vehicles. Summary of the Invention

[0015] To address the aforementioned technical problems, this invention proposes a time-sharing optimization method for low-utilization bus lanes based on the HOV (House of Vehicles) concept, which solves the optimization problem of low-utilization bus lanes in the prior art.

[0016] The technical solution of the present invention is as follows:

[0017] A time-sharing optimization method for low-utilization bus lanes based on the HOV concept, including a service model for the HOV-BPL time-sharing optimization strategy, a method for formulating and releasing the HOV-BPL time-sharing optimization strategy to travelers, and the HOV-BPL time-sharing optimization strategy model.

[0018] Preferably, the service model of the HOV-BPL time-sharing optimization strategy includes:

[0019] Bus lanes are designated for use by buses only.

[0020] The HOV2+ / HOV3+ mode is used to allow vehicles with 2 or 3 or more passengers to pass, provided that priority is given to buses.

[0021] Mixed traffic mode is used to allow all vehicles to pass.

[0022] Preferably, the method for providing travelers with the HOV-BPL time-sharing optimization strategy from formulation to release includes:

[0023] Historical data such as road traffic volume and vehicle occupant composition from the day before the operating day Day1 (i.e., the base day Day0) are input into the HOV-BPL time-sharing optimization strategy model to formulate the HOV-BPL service mode for each time period on the operating day.

[0024] For the period when HOV mode is enabled, calculate the expected speed increase rate of HOV vehicles;

[0025] On the benchmark date, information such as the time period when HOV-BPL will activate HOV mode, the number of passengers required, and the expected speed increase rate will be released to travelers through the information platform.

[0026] Vehicle detection loops are installed at both the entrance and exit of HOV-BPL to monitor the number of vehicles in the road section in real time. The number of vehicles allowed to enter HOV-BPL is controlled by the HOV-BPL color light status, i.e., red or green, to maintain the high service level of HOV-BPL. At the same time, camera detection devices are installed on the roadside to verify the number of people in the vehicle.

[0027] During operation, the number of occupants in the vehicle is verified based on camera and user mobile phone location information, which strengthens the verification, coordination and supervision of the number of occupants in social vehicles on HOV-BPL;

[0028] In actual operation, when travelers are about to enter a road section with HOV-BPL, they first need to confirm the HOV-BPL status and passenger number requirements displayed on the traffic signs. When the lane is open and the number of passengers meets the requirements, they can decide whether to enter the HOV-BPL.

[0029] Based on whether the vehicle's passenger capacity meets the required number of passengers, travelers can be divided into two categories. One category consists of travelers who have already met the passenger capacity requirement, namely HOV travelers, who can choose whether to use HOV-BPL on their travel day after learning about the time-sharing policy information in advance. The other category consists of travelers who do not meet the passenger capacity requirement, namely LOV travelers, who can meet the passenger capacity requirement for using HOV-BPL by carpooling themselves or through the platform.

[0030] Preferably, the HOV-BPL time-sharing optimization strategy model includes model assumptions and the model itself.

[0031] Preferably, the model makes the following assumptions:

[0032] Assuming that the total number of travelers on the road remains unchanged after the introduction of HOV-BPL;

[0033] Assume that social vehicles are evenly distributed in each social lane;

[0034] Assume that all vehicles are traveling at a constant speed, and ignore the acceleration and deceleration processes of the vehicles;

[0035] Assuming the composition of vehicle occupants is the same as that found in Beijing's seventh traffic survey;

[0036] Assume all buses are the same type of vehicle;

[0037] Assume the minimum time unit for the time-sharing optimization strategy is 1 hour.

[0038] Preferably, the model is:

[0039] With the goal of minimizing total road travel time.

[0040]

[0041] DBL mode is:

[0042]

[0043] HOV mode is:

[0044]

[0045] MIX mode is:

[0046]

[0047] HOV mode or MIX mode can only be activated when the bus occupancy factor of the bus lane is low.

[0048]

[0049] HOV mode or MIX mode can only be activated when the public lanes are congested.

[0050]

[0051] The length of HOV-BPL should be greater than 1 km.

[0052]

[0053] HOV mode or MIX mode can only be activated when the number of lanes in one direction on the road is not less than 3.

[0054]

[0055] HOV-BPL must be maintained within the load range of Level 1 service.

[0056]

[0057] in, This indicates the traffic volume of a certain type of vehicle. Among them, N1, N2, N3, and N4 refer to the traffic volume of buses, private vehicles, HOV vehicles, and LOV vehicles, respectively. This indicates the occupancy factor of buses on the bus lane; This indicates that on the bus lane, there are simultaneously The probability of a bus arriving; This indicates that when calculating the bus occupancy factor, simultaneous arrivals on the same route segment... The conversion factor for each bus ; Indicates the length of HOV-BPL; Indicates the number of lanes in one direction on the road; This indicates the average number of occupants for a particular type of vehicle. Indicates the first The capacity of each lane Of these, the first lane is a dedicated bus lane, and the remaining lanes are for general public use.

[0058] This represents the total travel time for a specific type of vehicle under a specific service mode. These correspond to DBL mode, HOV2+ mode, HOV3+ mode, and mixed mode, respectively. This represents the total travel time of all vehicles on the road under a certain service mode; Indicates the free passage time for social vehicles; Indicates the free-flow time for buses; This indicates the conversion factor for bus models; This represents the parameters of the BPR model.

[0059] The beneficial effects of the time-sharing optimization method for low-utilization bus lanes based on the HOV concept of this invention are as follows:

[0060] 6. This invention optimizes low-utilization bus lanes into HOV bus priority lanes (HOV-BPL).

[0061] 7. Under the premise of ensuring the operating efficiency of public transport vehicles, this invention aims to minimize the overall travel time of roads. It comprehensively considers factors such as the traffic volume of social vehicles, the traffic volume of public transport vehicles, road conditions, and the operation of public transport vehicles. Using hours as the research unit, it flexibly selects appropriate service modes during the various time periods when the original dedicated bus lanes are in use, allowing HOV vehicles to travel, thereby achieving efficient allocation of road resources, improving the overall traffic efficiency of roads, and encouraging intensive travel. Attached Figure Description

[0062] To more clearly illustrate the purpose, design concept, and innovation of the time-sharing optimization method for low-utilization bus lanes based on the HOV concept proposed in this invention, the invention will be described in detail below with reference to the accompanying drawings and tables.

[0063] Figure 1 This invention provides a HOV lane map employing a single service mode.

[0064] Figure 2 This is a diagram of the HOV-BPL time-sharing optimization strategy of the present invention.

[0065] Figure 3 This is a flowchart illustrating the formulation and release of the time-sharing optimization strategy of the present invention.

[0066] Figure 4 This invention provides users with information on the HOV-BPL time-sharing strategy.

[0067] Figure 5 This is the HOV-BPL lane marking diagram of the present invention.

[0068] Figure 6(a) is a diagram of the HOV-BPL signboard of the present invention - green light.

[0069] Figure 6(b) is a diagram of the HOV-BPL signboard of the present invention - red light.

[0070] Figure 7 This is a table showing the service modes of HOV-BPL for different time periods according to the present invention. Detailed Implementation

[0071] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments.

[0072] The specific embodiments of the present invention are described below to enable those skilled in the art to understand the present invention. However, it should be understood that the present invention is not limited to the scope of the specific embodiments. For those skilled in the art, various changes are obvious as long as they are within the spirit and scope of the present invention as defined and determined by the appended claims. All inventions utilizing the concept of the present invention are protected.

[0073] A time-sharing optimization method for low-utilization bus lanes based on the HOV concept, including a service model for the HOV-BPL time-sharing optimization strategy, a method for formulating and releasing the HOV-BPL time-sharing optimization strategy to travelers, and the HOV-BPL time-sharing optimization strategy model.

[0074] The service model of the HOV-BPL time-sharing optimization strategy in this implementation plan includes:

[0075] Bus lanes are designated for use by buses only.

[0076] The HOV2+ / HOV3+ mode is used to allow vehicles with 2 or 3 or more passengers to pass, provided that priority is given to buses.

[0077] Mixed traffic mode is used to allow all vehicles to pass.

[0078] This implementation plan provides the following methods for travelers from the formulation to the release of the HOV-BPL time-sharing optimization strategy:

[0079] Historical data such as road traffic volume and vehicle occupant composition from the day before the operating day Day1 (i.e., the base day Day0) are input into the HOV-BPL time-sharing optimization strategy model to formulate the HOV-BPL service mode for each time period on the operating day.

[0080] For the period when HOV mode is enabled, calculate the expected speed increase rate of HOV vehicles;

[0081] On the benchmark date, information such as the time period when HOV-BPL will activate HOV mode, the number of passengers required, and the expected speed increase rate will be released to travelers through the information platform.

[0082] Vehicle detection loops are installed at both the entrance and exit of HOV-BPL to monitor the number of vehicles in the road section in real time. The number of vehicles allowed to enter HOV-BPL is controlled by the HOV-BPL color light status, i.e., red or green, to maintain the high service level of HOV-BPL. At the same time, camera detection devices are installed on the roadside to verify the number of people in the vehicle.

[0083] During operation, the number of occupants in the vehicle is verified based on camera and user mobile phone location information, which strengthens the verification, coordination and supervision of the number of occupants in social vehicles on HOV-BPL;

[0084] In actual operation, when travelers are about to enter a road section with HOV-BPL, they first need to confirm the HOV-BPL status and passenger number requirements displayed on the traffic signs. When the lane is open and the number of passengers meets the requirements, they can decide whether to enter the HOV-BPL.

[0085] Based on whether the vehicle's passenger capacity meets the required number of passengers, travelers can be divided into two categories. One category consists of travelers who have already met the passenger capacity requirement, namely HOV travelers, who can choose whether to use HOV-BPL on their travel day after learning about the time-sharing policy information in advance. The other category consists of travelers who do not meet the passenger capacity requirement, namely LOV travelers, who can meet the passenger capacity requirement for using HOV-BPL by carpooling themselves or through the platform.

[0086] The HOV-BPL time-sharing optimization strategy model in this implementation plan includes model assumptions and the model itself.

[0087] The model assumptions of this implementation plan are as follows:

[0088] Assuming that the total number of travelers on the road remains unchanged after the introduction of HOV-BPL;

[0089] Assume that social vehicles are evenly distributed in each social lane;

[0090] Assume that all vehicles are traveling at a constant speed, and ignore the acceleration and deceleration processes of the vehicles;

[0091] Assuming the composition of vehicle occupants is the same as that found in Beijing's seventh traffic survey;

[0092] Assume all buses are the same type of vehicle;

[0093] Assume the minimum time unit for the time-sharing optimization strategy is 1 hour.

[0094] The model for this implementation plan is as follows:

[0095] With the goal of minimizing total road travel time.

[0096]

[0097] DBL mode is:

[0098]

[0099] HOV mode is:

[0100]

[0101] MIX mode is:

[0102]

[0103] HOV mode or MIX mode can only be activated when the bus occupancy factor of the bus lane is low.

[0104]

[0105] HOV mode or MIX mode can only be activated when the public lanes are congested.

[0106]

[0107] The length of HOV-BPL should be greater than 1 km.

[0108]

[0109] HOV mode or MIX mode can only be activated when the number of lanes in one direction on the road is not less than 3.

[0110]

[0111] HOV-BPL must be maintained within the load range of Level 1 service.

[0112]

[0113] in, This indicates the traffic volume of a certain type of vehicle. Among them, N1, N2, N3, and N4 refer to the traffic volume of buses, private vehicles, HOV vehicles, and LOV vehicles, respectively. This indicates the occupancy factor of buses on the bus lane; This indicates that on the bus lane, there are simultaneously The probability of a bus arriving; This indicates that when calculating the bus occupancy factor, simultaneous arrivals on the same route segment... The conversion factor for each bus ; Indicates the length of HOV-BPL; Indicates the number of lanes in one direction on the road; This indicates the average number of occupants for a particular type of vehicle. Indicates the first The capacity of each lane Of these, the first lane is a dedicated bus lane, and the remaining lanes are for general public use.

[0114] This represents the total travel time for a specific type of vehicle under a specific service mode. These correspond to DBL mode, HOV2+ mode, HOV3+ mode, and mixed mode, respectively. This represents the total travel time of all vehicles on the road under a certain service mode; Indicates the free passage time for social vehicles; Indicates the free-flow time for buses; This indicates the conversion factor for bus models; This represents the parameters of the BPR model.

[0115] When this implementation plan is implemented,

[0116] 1. HOV-BPL Time-Sharing Optimization Strategy and Service Solution

[0117] The service models that can be adopted in the HOV-BPL time-sharing optimization strategy include:

[0118] (1) Bus lane (DBL) mode: for buses only;

[0119] (2) HOV2+ / HOV3+: Under the premise of ensuring priority passage for buses, vehicles with 2 or more passengers are allowed to pass;

[0120] (3) Mixed traffic (MIX) mode: allows all vehicles to pass.

[0121] The process of formulating and releasing the HOV-BPL time-sharing optimization strategy is described below. Figure 3 As shown:

[0122] (1) Input historical data such as road traffic volume and vehicle occupant composition of Day 0 (the day before the operating day Day 1) into the HOV-BPL time-sharing optimization strategy model to formulate the service mode of HOV-BPL in each time period of the operating day.

[0123] (2) For the period when HOV mode is enabled, calculate the expected speed increase rate of HOV vehicles;

[0124] (3) On the benchmark date, information such as the time period when HOV-BPL is enabled in HOV mode, the number of passengers required, and the expected speed increase rate will be released to travelers through the information platform.

[0125] The HOV-BPL markings on the ground are green, and diamond-shaped markings are applied to the road surface. Figure 5Vehicle detection loops are installed at both the entrance and exit of the HOV-BPL to monitor the number of vehicles in the road segment in real time. The number of vehicles allowed to enter the HOV-BPL is controlled by the HOV-BPL color light status (red, green) (Figure 6), maintaining a high service level for the HOV-BPL. At the same time, camera detection devices are installed on the roadside to verify the number of people inside vehicles. During operation, the number of occupants in vehicles is verified based on the camera and the location information of the user's mobile phone, strengthening the verification, coordination, and supervision of the number of occupants of social vehicles on the HOV-BPL.

[0126] In actual operation, when travelers are about to enter a road section with HOV-BPL, they first need to confirm the HOV-BPL status and passenger number requirements displayed on the traffic signs. If the lane is open and the number of passengers meets the requirements, they can decide whether to enter the HOV-BPL.

[0127] Based on whether the vehicle's passenger capacity meets the required number of passengers, travelers can be divided into two categories. One category consists of travelers who have already met the passenger capacity requirement, namely HOV travelers, who can choose whether to use HOV-BPL on their travel day after learning about the time-sharing policy information in advance. The other category consists of travelers who do not meet the passenger capacity requirement, namely LOV travelers, who can meet the passenger capacity requirement for using HOV-BPL by carpooling themselves or through the platform.

[0128] In actual operation, when travelers are about to enter a road section with HOV-BPL, they first need to confirm the HOV-BPL status and passenger number requirements displayed on the traffic signs. If the lane is open and the number of passengers meets the requirements, they can decide whether to enter the HOV-BPL.

[0129] Based on whether the vehicle's passenger capacity meets the required number of passengers, travelers can be divided into two categories. One category consists of travelers who have already met the passenger capacity requirement, namely HOV travelers, who can choose whether to use HOV-BPL on their travel day after learning about the time-sharing policy information in advance. The other category consists of travelers who do not meet the passenger capacity requirement, namely LOV travelers, who can meet the passenger capacity requirement for using HOV-BPL by carpooling themselves or through the platform.

[0130] 2. HOV-BPL Time-Sharing Optimization Strategy Model

[0131] In the process of optimizing DBL to HOV-BPL, the selection of the optimal service mode for each time period requires the establishment of an HOV-BPL time-sharing optimization strategy model. The key issue to be addressed is how to explore the method of formulating an HOV-BPL time-sharing optimization strategy based on the composition of passenger numbers in private vehicles and the traffic volume of buses and private vehicles in each time period, to select the optimal service mode, and to minimize the total road travel time while ensuring the operating efficiency of public transport vehicles.

[0132] 2.1 Model Assumptions

[0133] Considering the complexity of time-sharing optimization problems, the following assumptions are made during the model building process:

[0134] 1. Assume that the total number of travelers on the road remains unchanged after the introduction of HOV-BPL;

[0135] 2. Assume that vehicles are evenly distributed in each lane;

[0136] 3. Assume that all vehicles are traveling at a constant speed, and do not consider the acceleration and deceleration process of the vehicles;

[0137] 4. Assume that the composition of vehicle occupants on the road is the same as that found in the seventh traffic survey of Beijing.

[0138] 5. Assume that all buses are of the same type;

[0139] 6. Assume that the minimum time unit of the time-sharing optimization strategy is 1 hour.

[0140] 2.2 Parameter Definition

[0141] The parameters in the model are set as follows:

[0142] This indicates the traffic volume of a certain type of vehicle. ,in, , , , These refer to the traffic volume of buses, private vehicles, HOV vehicles, and LOV vehicles, respectively, and the same applies below;

[0143] This indicates the occupancy factor of buses on the bus lane;

[0144] This indicates that on the bus lane, there are simultaneously The probability of a bus arriving;

[0145] This indicates that when calculating the bus occupancy factor, simultaneous arrivals on the same route segment... The conversion factor for each bus ;

[0146] Indicates the length of HOV-BPL;

[0147] Indicates the number of lanes in one direction on the road;

[0148] This indicates the average number of occupants for a particular type of vehicle.

[0149] Indicates the first The capacity of each lane Of these, the first lane is a dedicated bus lane, and the remaining lanes are for general public use.

[0150] This represents the total travel time for a specific type of vehicle under a specific service mode. These correspond to DBL mode, HOV2+ mode, HOV3+ mode, and mixed mode, respectively, and the same applies below;

[0151] This represents the total travel time of all vehicles on the road under a certain service mode;

[0152] Indicates the free passage time for social vehicles;

[0153] Indicates the free-flow time for buses;

[0154] This indicates the conversion factor for bus models;

[0155] This represents the parameters of the BPR model.

[0156] 2.3 Objective Function

[0157] The goal of the time-sharing optimization strategy model is to minimize the total travel time on roads, that is:

[0158]

[0159] Under different service modes, the types of vehicles traveling in the social lane and HOV-BPL are different, so the total travel time under the original state (DBL mode), HOV mode, and MIX mode needs to be calculated separately:

[0160] 1. In the original state (DBL mode), the vehicle types on the road are divided into buses and private vehicles. The travel time of buses, the travel time of private vehicles, and the total travel time on the road are as follows:

[0161]

[0162]

[0163]

[0164] 2. In HOV mode, taking HOV2+ mode as an example, vehicles on the road are divided into HOV vehicles, LOV vehicles, and public transport vehicles; among them, public transport vehicles and HOV vehicles travel on HOV-BPL, and their travel times are respectively and , while LOV vehicles travel on the public lane, and their travel time is . The total travel time on the road is then:

[0165]

[0166]

[0167]

[0168]

[0169] 3. In MIX mode, the vehicle types on the road are private vehicles and public transport vehicles, with public transport vehicles sharing the same route. Their travel times are as follows: and The total travel time by road is Then we have:

[0170]

[0171]

[0172]

[0173] 2.4 Constraints

[0174] The HOV-BPL time-sharing optimization strategy also needs to consider the original status of the bus lane, the status of the private lane, the bus operation status, and road conditions.

[0175] (1) Status of bus lanes

[0176] When bus traffic is low, the utilization rate of bus lanes is low, resulting in a waste of road space resources. Using bus occupancy factors... To quantify the utilization rate of bus lanes, existing research indicates that when At times, dedicated bus lanes can be opened to private vehicles:

[0177]

[0178] (2) Status of social lanes

[0179] Bus lanes are only necessary when public lanes are congested. The "Code for Design of Urban Road Engineering" CJJ 37-2012 (2016) stipulates that when the load factor of an urban expressway exceeds 0.83, the traffic flow is saturated or forced flow, thus:

[0180]

[0181] (3) Road conditions

[0182] Existing research indicates that road sections planned for HOV facilities should have at least three lanes in each direction, and the length of HOV facilities should not be less than 1 km.

[0183]

[0184]

[0185] (4) Bus operating status:

[0186] To minimize the adverse impact of private vehicles on bus operations, HOV-BPL traffic volume should be controlled to maintain it at Level 1 service, i.e.:

[0187]

[0188] 2.5 Model Establishment

[0189] In summary, the mathematical model for the HOV-BPL time-sharing optimization strategy is as follows:

[0190]

[0191]

[0192]

[0193]

[0194]

[0195]

[0196]

[0197]

[0198]

[0199] in:

[0200] Equation (2-17) represents the goal of minimizing total road travel time;

[0201] Equations (2-18), (2-19), and (2-20) represent the total travel time on roads under DBL, HOV, and MIX modes, respectively.

[0202] Equation (2-21) indicates that HOV mode or MIX mode can only be activated when the bus occupancy factor of the bus lane factor is low.

[0203] Equation (2-22) indicates that HOV mode or MIX mode can only be activated when the social lane is congested;

[0204] Equation (2-23) indicates that the length of HOV-BPL should be greater than 1 km;

[0205] Equation (2-24) indicates that HOV mode or MIX mode can only be activated when the number of lanes in one direction of the road is not less than 3.

[0206] Equation (2-25) indicates that HOV-BPL must be maintained within the load range of Level 1 service.

[0207] 3. HOV-BPL service models for different time periods are determined.

[0208] Based on sections 2.1 to 2.5, by comparing the degree to which each service mode reduces the total travel time under the original bus-only lane conditions, the optimal service mode for each time period can be determined, such as... Figure 7 As shown.

[0209] What are the key technical points and protected aspects of this invention?

[0210] This invention addresses the optimization problem of underutilized bus lanes by innovatively proposing a time-sharing optimization strategy. It optimizes underutilized bus lanes into HOV-BPL lanes, aiming to minimize overall road travel time while ensuring bus vehicle operating efficiency. The strategy comprehensively considers factors such as road traffic volume, bus traffic volume, road conditions, and bus operation status to construct a time-sharing optimization model. Using hours as the research unit, the model flexibly selects appropriate service modes during different time periods when the original bus lane is in use, allowing some HOV vehicles to use HOV-BPL lanes. This improves the utilization rate of bus lanes while alleviating traffic congestion and encouraging carpooling.

Claims

1. A time-sharing optimization method for low-utilization bus lanes based on the HOV (House of Vehicles) concept, characterized in that, This includes the service model of the HOV-BPL time-sharing optimization strategy, the method for HOV-BPL time-sharing optimization strategy from formulation to release for travelers, and the HOV-BPL time-sharing optimization strategy model. The service model of the HOV-BPL time-sharing optimization strategy includes: Bus lanes are designated for use by buses only. The HOV2+ or HOV3+ mode is used to allow vehicles with 2 or 3 or more passengers to pass, provided that priority is given to buses. Mixed traffic mode is used to allow all vehicles to pass; The HOV-BPL time-sharing optimization strategy, from its formulation to its release, provides the following methods for travelers: Historical data such as road traffic volume and vehicle occupant composition from the day before the operating day Day1 (i.e., the base day Day0) are input into the HOV-BPL time-sharing optimization strategy model to formulate the HOV-BPL service mode for each time period on the operating day. For the period when HOV mode is enabled, calculate the expected speed increase rate of HOV vehicles; On the benchmark date, information such as the time period when HOV-BPL will activate HOV mode, the number of passengers required, and the expected speed increase rate will be released to travelers through the information platform. Vehicle detection loops are installed at both the entrance and exit of HOV-BPL to monitor the number of vehicles in the road section in real time. The number of vehicles allowed to enter HOV-BPL is controlled by the HOV-BPL color light status, i.e., red or green, to maintain the high service level of HOV-BPL. At the same time, camera detection devices are installed on the roadside to verify the number of people in the vehicle. During operation, the number of occupants in the vehicle is verified based on camera and user mobile phone location information, which strengthens the verification, coordination and supervision of the number of occupants in social vehicles on HOV-BPL; In actual operation, when travelers are about to enter a road section with HOV-BPL, they first need to confirm the HOV-BPL status and passenger number requirements displayed on the traffic signs. When the lane is open and the number of passengers meets the requirements, they can decide whether to enter the HOV-BPL. Based on whether the vehicle's passenger capacity meets the required number of passengers, travelers can be divided into two categories. One category consists of travelers who have already met the passenger capacity requirement, namely HOV travelers, who can choose whether to use HOV-BPL on the travel day after learning about the time-sharing strategy information in advance. The other category consists of travelers who do not meet the passenger capacity requirement, namely LOV travelers, who can meet the passenger capacity requirement for using HOV-BPL by carpooling themselves or through the platform. The HOV-BPL time-sharing optimization strategy model includes model assumptions and the model itself. The model makes the following assumptions: Assuming that the total number of travelers on the road remains unchanged after the introduction of HOV-BPL; Assume that social vehicles are evenly distributed in each social lane; Assume that all vehicles are traveling at a constant speed, and ignore the acceleration and deceleration processes of the vehicles; Assuming the composition of vehicle occupants is the same as that found in Beijing's seventh traffic survey; Assume all buses are the same type of vehicle; Assume the minimum time unit for the time-sharing optimization strategy is 1 hour; The model is as follows: With the goal of minimizing total road travel time. ， DBL mode is: ， HOV mode is: ， MIX mode is: ， HOV mode or MIX mode can only be activated when the bus occupancy factor of the bus lane is low. ， HOV mode or MIX mode can only be activated when the public lanes are congested. ， The length of HOV-BPL should be greater than 1 km. ， HOV mode or MIX mode can only be activated when the number of lanes in one direction on the road is not less than 3. ， HOV-BPL must be maintained within the load range of Level 1 service. ， in, This indicates the traffic volume of a certain type of vehicle. Among them, N1, N2, N3, and N4 refer to the traffic volume of buses, private vehicles, HOV vehicles, and LOV vehicles, respectively. This indicates the occupancy factor of buses on the bus lane; This indicates that on the bus lane, there are simultaneously The probability of a bus arriving; This indicates that when calculating the bus occupancy factor, simultaneous arrivals on the same route segment... The conversion factor for each bus ; Indicates the length of HOV-BPL; Indicates the number of lanes in one direction on the road; This indicates the average number of occupants for a particular type of vehicle. Indicates the first The capacity of each lane Of these, the first lane is a dedicated bus lane, and the remaining lanes are for general public use. This represents the total travel time for a specific type of vehicle under a specific service mode. These correspond to DBL mode, HOV2+ mode, HOV3+ mode, and mixed mode, respectively. This represents the total travel time of all vehicles on the road under a certain service mode; Indicates the free passage time for social vehicles; Indicates the free-flow time for buses; This indicates the conversion factor for bus models; This represents the parameters of the BPR model.

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