軌道交通影響下的常規(guī)公交線網(wǎng)優(yōu)化及其應(yīng)用研究
發(fā)布時(shí)間：2018-07-23 16:35
【摘要】：隨著我國城鎮(zhèn)化的快速發(fā)展,城市公共交通需求和基礎(chǔ)設(shè)施供給之間的矛盾越來越突出。城市交通擁擠問題不僅影響到人們的正常生活,也嚴(yán)重制約著一個(gè)城市的經(jīng)濟(jì)發(fā)展。因此,在城市化進(jìn)程中,迫切需要解決不斷增加的公共交通需求所引起的矛盾。城市軌道交通作為解決大城市交通擁擠問題的途徑之一,正在我國主要的大城市被廣泛推廣。但是,軌道交通的線網(wǎng)密度及覆蓋率受到一定的限制,所以要能充分發(fā)揮其大容量、高效率等優(yōu)勢,必須要借助其它交通方式的配合。在我國城市綜合公共交通體系中,一般是先有常規(guī)公交,后有軌道交通。為了使常規(guī)公交與軌道交通能一起構(gòu)成城市協(xié)調(diào)發(fā)展的綜合公共交通運(yùn)輸系統(tǒng),就必須對常規(guī)公交線網(wǎng)重新進(jìn)行優(yōu)化,使兩者能有機(jī)結(jié)合、相互補(bǔ)充、共同發(fā)展成多元化的城市綜合公共交通系統(tǒng)。為了研究城市軌道交通出現(xiàn)后常規(guī)公交線路的優(yōu)化問題,本文以成都市公共交通線網(wǎng)系統(tǒng)為背景,針對接駁軌道交通的常規(guī)公交線網(wǎng)優(yōu)化問題,主要開展了以下四方面的研究：第一,為了分析軌道交通對常規(guī)公交乘客選擇出行方式的影響,基于出行時(shí)間最少為出行方式選擇的目標(biāo),用Dijkstra算法尋找出行時(shí)間最短的路徑,使用MATLAB軟件實(shí)現(xiàn)對軌道交通影響下的常規(guī)公交客流量OD矩陣的算法設(shè)計(jì),可以對配合軌道交通的公交線網(wǎng)的優(yōu)化提供基礎(chǔ)數(shù)據(jù)。該方法與傳統(tǒng)的重力模型相比,避免了估計(jì)阻抗系數(shù)的復(fù)雜過程。研究結(jié)果表明,如果是基于換乘次數(shù)的最少化為決策目標(biāo),則對原來的客流OD數(shù)據(jù)影響不大。第二,在兩類主要的非集計(jì)模型—Logit和Probit模型的基礎(chǔ)上,構(gòu)建了一類組合交通工具選擇概率模型。然后對出行人交通方式選擇概率進(jìn)行估算,從而重新估計(jì)在城市軌道交通出現(xiàn)后,對出行人公交客流分配的選擇。數(shù)值計(jì)算表明,組合預(yù)測方法可以較好彌補(bǔ)單純使用Logit和Probit模型的不足。第三,基于出行人總花費(fèi)時(shí)間最少的目標(biāo),對平行于城市軌道交通的常規(guī)公交線路的站點(diǎn)數(shù)目優(yōu)化設(shè)置問題進(jìn)行了研究。在沿城市軌道交通或者公交線路的出行人均勻分布的假設(shè)下,得到了最優(yōu)站點(diǎn)數(shù)目公式。研究結(jié)論表明站點(diǎn)數(shù)目設(shè)置與公交線路上的運(yùn)行速度成正向變化關(guān)系。同時(shí),常規(guī)公交站點(diǎn)與軌道交通站點(diǎn)的同一位置的設(shè)置未必是最優(yōu)的選擇。這就要求在軌道交通建立后,有必要重新對常規(guī)公交站點(diǎn)進(jìn)行優(yōu)化配置,從而使得軌道交通與常規(guī)公交一起到達(dá)最大的運(yùn)輸效用,最大程度上滿足不同出行人的需求。第四,在對不同區(qū)位城市軌道交通車站換乘客流(預(yù)測估計(jì))分析的基礎(chǔ)上,以乘客平均出行時(shí)間最小化、公交集團(tuán)的營運(yùn)成本最小化的多目標(biāo),建立了接駁城市軌道交通的常規(guī)公交線路的優(yōu)化模型,分別分析了垂直于軌道交通的常規(guī)公交線路密度,以及平行于軌道交通的常規(guī)公交線路密度及其站點(diǎn)設(shè)置等優(yōu)化問題,并設(shè)計(jì)了對應(yīng)的遺傳算法求解該多目標(biāo)問題,最后利用算法對成都市地鐵1號(hào)線和2號(hào)線出現(xiàn)后,沿線公交線路的優(yōu)化問題進(jìn)行了計(jì)算分析。綜上所述,本文的研究為解決軌道交通出現(xiàn)后,如何估算城市公共交通客流OD矩陣變化提出了新的模型和算法。包括單線站點(diǎn)優(yōu)化模型和多線網(wǎng)的優(yōu)化模型。研究結(jié)論對于建立高效的城市軌道交通接駁系統(tǒng),形成城市軌道交通與常規(guī)公交協(xié)調(diào)統(tǒng)一的城市綜合公共交通體系,具有一定的參考價(jià)值。
[Abstract]:With the rapid development of urbanization in China, the contradiction between the demand of urban public transportation and the supply of infrastructure is becoming more and more prominent. The problem of urban traffic congestion not only affects the normal life of people, but also seriously restricts the economic development of a city. Therefore, in the process of urbanization, it is urgent to solve the increasing demand for public transportation. As one of the ways to solve the problem of traffic congestion in large cities, urban rail transit is widely popularized in major cities in China. However, the line network density and coverage of rail transit are limited, so it is necessary to give full play to its large capacity, high efficiency and other advantages. In the urban comprehensive public transportation system in China, the general public transport system is generally first, and then there is rail traffic. In order to make the regular public transport and rail transit to constitute the coordinated development of the comprehensive public transportation system, the conventional bus network must be re optimized, so that the two can be organically combined, complementary and common development. In order to study the optimization of public transit lines after the emergence of urban rail transit, this paper takes Chengdu public transport network system as the background to study the problem of conventional bus network optimization for rail transit. The following four aspects are mainly carried out: first, to analyze the track. The influence of traffic on the choice of travel mode of regular bus passengers is based on the least travel time as the choice of travel mode. Dijkstra algorithm is used to find the shortest route of travel time. MATLAB software is used to design the calculation method of OD matrix of regular bus traffic under the influence of rail traffic, which can be used for the bus line network with rail traffic. This method provides basic data. Compared with the traditional gravity model, this method avoids the complex process of estimating the impedance coefficient. The results show that if the number of transfer times is minimized to the decision goal, it has little influence on the original OD data. Second, the basis of the two types of non centralized model, the basis of the model of Logit and Probit, is the basis. On the other hand, a type of combined traffic tool selection probability model is constructed. Then the probability of travel mode selection is estimated, and the selection of passenger traffic distribution is reestimated after urban rail transit. The numerical calculation shows that the combined prediction method can make up for the shortcomings of the simple use of Logit and Probit models. Third, based on the goal that the travelers spend the least time, this paper studies the optimization of the number of stations in the conventional bus lines parallel to urban rail transit. The optimal number of stations is obtained under the assumption of the uniform distribution of urban rail transit or bus routes. The results show that the number of stations is set up. At the same time, there is a positive change in the running speed of the bus line. At the same time, the setting of the same position between the regular bus station and the rail transit station is not necessarily the best choice. This requires that after the establishment of the rail transit, it is necessary to optimize the distribution of the conventional bus stations, so that the rail transit and the conventional bus will reach the most. The large transport utility maximizes the demand for different travelers. Fourth, on the basis of the passenger flow (prediction) analysis of different urban rail transit stations, the average travel time of passengers is minimized and the operation cost of the bus group is minimized, and the conventional bus routes to connect urban rail transit are established. The optimization model is used to analyze the conventional bus line density perpendicular to the rail transit, as well as the optimization problems of the conventional bus line density and site setting parallel to the rail transit, and the corresponding genetic algorithm is designed to solve the multi-objective problem. Finally, the algorithm is used for the subway line 1 and line 2 in Chengdu. In this paper, a new model and algorithm for how to estimate the OD matrix change of urban public transport passenger flow, including single line site optimization model and multi line network optimization model, is proposed. Refutation system, which forms a comprehensive urban public transport system which is coordinated by urban rail transit and conventional public transport, has certain reference value.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.17
[Abstract]:With the rapid development of urbanization in China, the contradiction between the demand of urban public transportation and the supply of infrastructure is becoming more and more prominent. The problem of urban traffic congestion not only affects the normal life of people, but also seriously restricts the economic development of a city. Therefore, in the process of urbanization, it is urgent to solve the increasing demand for public transportation. As one of the ways to solve the problem of traffic congestion in large cities, urban rail transit is widely popularized in major cities in China. However, the line network density and coverage of rail transit are limited, so it is necessary to give full play to its large capacity, high efficiency and other advantages. In the urban comprehensive public transportation system in China, the general public transport system is generally first, and then there is rail traffic. In order to make the regular public transport and rail transit to constitute the coordinated development of the comprehensive public transportation system, the conventional bus network must be re optimized, so that the two can be organically combined, complementary and common development. In order to study the optimization of public transit lines after the emergence of urban rail transit, this paper takes Chengdu public transport network system as the background to study the problem of conventional bus network optimization for rail transit. The following four aspects are mainly carried out: first, to analyze the track. The influence of traffic on the choice of travel mode of regular bus passengers is based on the least travel time as the choice of travel mode. Dijkstra algorithm is used to find the shortest route of travel time. MATLAB software is used to design the calculation method of OD matrix of regular bus traffic under the influence of rail traffic, which can be used for the bus line network with rail traffic. This method provides basic data. Compared with the traditional gravity model, this method avoids the complex process of estimating the impedance coefficient. The results show that if the number of transfer times is minimized to the decision goal, it has little influence on the original OD data. Second, the basis of the two types of non centralized model, the basis of the model of Logit and Probit, is the basis. On the other hand, a type of combined traffic tool selection probability model is constructed. Then the probability of travel mode selection is estimated, and the selection of passenger traffic distribution is reestimated after urban rail transit. The numerical calculation shows that the combined prediction method can make up for the shortcomings of the simple use of Logit and Probit models. Third, based on the goal that the travelers spend the least time, this paper studies the optimization of the number of stations in the conventional bus lines parallel to urban rail transit. The optimal number of stations is obtained under the assumption of the uniform distribution of urban rail transit or bus routes. The results show that the number of stations is set up. At the same time, there is a positive change in the running speed of the bus line. At the same time, the setting of the same position between the regular bus station and the rail transit station is not necessarily the best choice. This requires that after the establishment of the rail transit, it is necessary to optimize the distribution of the conventional bus stations, so that the rail transit and the conventional bus will reach the most. The large transport utility maximizes the demand for different travelers. Fourth, on the basis of the passenger flow (prediction) analysis of different urban rail transit stations, the average travel time of passengers is minimized and the operation cost of the bus group is minimized, and the conventional bus routes to connect urban rail transit are established. The optimization model is used to analyze the conventional bus line density perpendicular to the rail transit, as well as the optimization problems of the conventional bus line density and site setting parallel to the rail transit, and the corresponding genetic algorithm is designed to solve the multi-objective problem. Finally, the algorithm is used for the subway line 1 and line 2 in Chengdu. In this paper, a new model and algorithm for how to estimate the OD matrix change of urban public transport passenger flow, including single line site optimization model and multi line network optimization model, is proposed. Refutation system, which forms a comprehensive urban public transport system which is coordinated by urban rail transit and conventional public transport, has certain reference value.
【學(xué)位授予單位】：西南交通大學(xué)
【學(xué)位級別】：博士
【學(xué)位授予年份】：2014
【分類號(hào)】：U491.17
【參考文獻(xiàn)】
相關(guān)期刊論文 前10條
1 湯可夫,吳大為;基于改進(jìn)遺傳算法的公交線網(wǎng)整體優(yōu)化方法[J];重慶交通學(xué)院學(xué)報(bào);2004年06期
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