CN115222297A - Bus route optimization adjustment scheme evaluation method, electronic device and storage medium - Google Patents
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Abstract
The invention provides a bus route optimization adjustment scheme evaluation method, electronic equipment and a storage medium, and belongs to the technical field of bus route optimization adjustment evaluation. The method comprises the following steps: s1, inputting a bus network optimization and adjustment scheme based on a bus network basic scheme; s2, constructing a bus analysis model based on a bus network basic scheme or a bus network optimization adjustment scheme; s3, outputting a multi-dimensional evaluation index based on the bus analysis model; s4, calculating a bus cost, bus benefit and service quality evaluation bus network optimization adjustment scheme based on the multi-dimensional evaluation indexes; the invention supports the test evaluation of the bus optimization adjustment scheme with the fusion of one or more measures such as bus line new opening, cancellation, delay or shortening and the like, and solves the technical problems of non-uniform evaluation standard, independent evaluation, over-strong specialty of an evaluation index system and no contribution to the rapid understanding of non-professionals in the prior art.
Description
Technical Field
The invention relates to an evaluation method, in particular to a bus route optimization adjustment scheme evaluation method, electronic equipment and a storage medium, and belongs to the technical field of bus route optimization adjustment evaluation.
Background
Urban traffic demands and traffic conditions are in dynamic changes, a public transport network also needs to be continuously optimized to adapt to new demands, and due to public transport facility resources, consideration of resident inherent travel habits and other reasons, the optimization and adjustment of the public transport line is a dynamic process and needs to be gradually optimized.
The optimization adjustment of the public transport network brings a series of cost changes for public transport operators, such as cost changes of vehicle use fees, labor cost fees, energy consumption and the like, and due to the public interest attribute positioning of urban public transport, public transport fares cannot be made too high generally, and the public transport operators cannot balance public transport cost investment only by virtue of public transport fare income and therefore need to rely on government financial support.
At the present stage, due to the lack of a uniform evaluation framework and the difference of different evaluation organizations in the aspects of data processing and analysis methods and technical levels, the provided evaluation conclusion brings certain difficulty for the government to make fair and fair approval decisions. Therefore, an evaluation framework of a network optimization adjustment scheme comprehensively considering the input and output of the bus and the social benefits needs to be designed, and a fair, transparent and efficient evaluation tool is provided for traffic management departments.
Through patent retrieval, the closest technical scheme to the invention is as follows:
CN113345259A discloses a method for adjusting ground bus routes based on data driving, which also has the following disadvantages:
1. different types of bus line adjustment measures (new opening, withdrawal, delay or shortening) need independent modeling evaluation, and cannot comprehensively evaluate adjustment schemes for fusing various types of adjustment measures;
2. different evaluation methods are different in data processing and analysis methods and evaluation conclusions, lack a set of unified evaluation standards and are not beneficial to objective and fair evaluation decisions;
3. the assessment index system is too professional, which is not suitable for non-professional persons to understand quickly.
Disclosure of Invention
The following presents a simplified summary of the invention in order to provide a basic understanding of some aspects of the invention. It should be understood that this summary is not an exhaustive overview of the invention. It is not intended to determine the key or important part of the present invention, nor is it intended to limit the scope of the present invention. Its sole purpose is to present some concepts in a simplified form as a prelude to the more detailed description that is discussed later.
In view of this, in order to solve the technical problems in the prior art that the assessment standards are not uniform, the assessment is independent, the expertise of an assessment index system is too strong, and the non-professional persons are not facilitated to quickly understand the assessment standards, the invention provides a bus route optimization adjustment scheme method, electronic equipment and a storage medium.
The first scheme and the method for evaluating the bus route optimization adjustment scheme comprise the following steps of:
s1, inputting a bus network optimization and adjustment scheme based on a bus network basic scheme;
s2, constructing a bus analysis model based on a bus network basic scheme or a bus network optimization adjustment scheme;
s3, outputting a multi-dimensional evaluation index based on the bus analysis model;
s4, calculating a bus cost, bus benefit and service quality evaluation bus network optimization adjustment scheme based on the multi-dimensional evaluation indexes; the public transportation cost comprises public transportation vehicle use cost, energy consumption cost and manpower cost; the public transportation benefits comprise direct fare benefits, public transportation induced travel volume travel cost, and social benefits generated by travel volume travel cost reduction and route change travel volume travel cost change; the service quality comprises the total passenger flow, the average walking time consumption ratio, the average waiting time consumption ratio, the transfer coefficient, the station coverage rate and the bus network coverage rate.
Preferably, the bus usage charge is calculated asThe following: vehicle use fee C1 of basic scheme base For a fixed value, the calculation of the use fee of the bus with the optimized adjustment scheme comprises two conditions of adding the bus and reducing the bus:
the expression of the bus use fee of the optimized adjustment scheme under the condition of newly added vehicles is as follows:
wherein the content of the first and second substances,
as a base vehicle, K is a set of all bus types,
the purchase expense for the bus with the model k,
the number of the buses with the vehicle type k is purchased,
the service life of the bus with the model k is prolonged;
the expression of the bus usage charge of the optimized adjustment scheme under the condition of reducing the vehicles is as follows:
wherein, the first and the second end of the pipe are connected with each other,
the number of buses with the vehicle type j is reduced,
is the depreciation factor.
Preferably, the energy consumption is calculated as follows:
wherein K is the set of all bus types,
the monthly accumulated operating mileage for the vehicle type k,
the average fuel consumption per kilometer price of the vehicle type k is shown.
Preferably, the labor cost fee is calculated as follows: set the human cost fee C3 of the basic scheme base For a fixed value, the calculation of the labor cost of the optimization adjustment scheme comprises two conditions of increasing the labor quantity of the vehicle and reducing the labor quantity:
the calculation expression of the labor cost fee of the optimization adjustment scheme under the condition of newly increased labor amount is as follows:
wherein the content of the first and second substances,
as a base number of workers, L is the set of all driver classes,
for a driver with a labor cost of class i,
number of drivers with driver rank l;
the human cost fee for optimizing the adjustment scheme under the condition of reducing the number of workers is calculated as follows:
wherein the content of the first and second substances,
is the base number of workers, S is the set of all levels of workers,
for a labor cost of a manual grade of s,
the number of drivers with an artificial grade of m;
the direct fare gains are calculated as follows:
B1=
wherein, O is the set of all bus trip starting points, D is the set of all bus trip end points,
the number of bus trips with the starting point of i and the end point of j,
the bus trip cost with the starting point of i and the end point of j;
preferably, the bus induced travel amount is taken out in a non-bus transportation mode in the basic scheme, the bus mode is taken out in the optimized adjustment scheme, and the cost of the bus induced travel amount is lowered
The expression in the basic scheme is:
wherein O is the set of all bus trip starting points; d is a set of all bus trip endpoints; m is a travel mode set except a public transport mode,
、
、
respectively adopting the travel amount, travel time and travel expense of the traffic mode m from the travel starting point i to the travel terminal point j,
is a preset time value parameter;
bus induced travel cost
The expression in the optimization tuning scheme is:
wherein, the first and the second end of the pipe are connected with each other,
、
、
respectively the travel amount, the travel time and the travel cost of the public transport travel mode from the travel starting point i to the travel terminal point j,
is a preset time value parameter.
Preferably, a public transportation travel mode is adopted in the basic scheme for reducing the travel amount, a non-public transportation travel mode is adopted in the optimization adjustment scheme for traveling, and the travel cost of the travel amount is reduced
The expression in the basic scheme is:
wherein the content of the first and second substances,
、
、
the travel amount, travel time and travel cost of the bus travel mode from a travel starting point i to a travel terminal point j are respectively;
reduce the travel cost of the travel volume
The expression in the optimization tuning scheme is:
wherein, O is the set of all bus travel starting points, D is the set of all bus travel end points, M is the set of travel modes except the bus mode,
the travel time of the public transport travel mode from the travel starting point i to the travel terminal point j,
the travel cost of the public transportation travel mode from the travel starting point i to the travel terminal point j is shown.
Preferably, the social benefit generated by the route change trip amount trip cost change is calculated as follows: calculating the difference of travel cost generated by changing the travel route due to the change of routes when the public transport mode is used for travel in both the basic scheme and the optimized adjustment scheme, and calculating the travel amount still using the public transport mode on the basisTotal travel cost in plan
The expression is as follows:
wherein the content of the first and second substances,
、
、
the total bus trip amount, the trip time and the trip cost with the starting point of i and the end point of j in the basic scheme are respectively;
total travel cost in optimized adjustment scheme
The expression is as follows:
wherein, the first and the second end of the pipe are connected with each other,
、
、
the total bus trip amount, the trip time and the trip cost with the starting point of i and the end point of j in the optimized adjustment scheme are respectively.
Preferably, the quality of service is calculated as follows:
total amount of passenger flow:
wherein, in the step (A),
the number of bus trips with the starting point i and the end point j is set;
average walk-time consumption ratio:
) X1, wherein,
the starting point is i, and the end point is the time consumed by walking in the j bus trip;
average waiting time consumption ratio:
) X1, wherein,
the starting point is i, and the end point is the time consumed by the middle bus and the waiting bus in the trip of j;
conversion coefficient:
) Wherein, in the step (A),
counting the total passenger flow of the bus line n;
site coverage rate: the ratio of the radius coverage area of a bus stop of 500m to the built-up area of a central urban area;
coverage rate of bus line road network: the length of the public traffic line network is compared with the length of the urban road.
And the second scheme is that the electronic equipment comprises a memory and a processor, wherein the memory stores a computer program, and the processor realizes the step of the bus route optimization adjustment scheme method in the first scheme when executing the computer program.
And the third scheme is a computer readable storage medium, wherein a computer program is stored on the computer readable storage medium, and when the computer program is executed by a processor, the method for optimizing and adjusting the bus route in the first scheme is realized.
The invention has the following beneficial effects:
1. the test evaluation of the traffic regulation scheme integrating one or more measures such as bus line new opening, cancellation, delay or shortening is supported;
2. the evaluation output result is clear, and the method is helpful for non-professionals to quickly understand so as to assist scientific decision-making of governments;
3. can be standardized as a software tool.
Drawings
The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:
FIG. 1 is a schematic flow chart of a bus route optimization adjustment scheme method;
FIG. 2 is a schematic diagram showing the relationship between the bus traffic, the induced increase traffic and the decrease traffic;
FIG. 3 is a schematic diagram of the traffic mode used by the induced traffic volume in the basic scheme and the optimized adjustment scheme;
fig. 4 is a schematic diagram of traffic modes used in a basic scheme and an optimized adjustment scheme for reducing the traffic.
Detailed Description
In order to make the technical solutions and advantages of the embodiments of the present invention more apparent, the following further detailed description of the exemplary embodiments of the present invention is provided with reference to the accompanying drawings, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and are not exhaustive of all the embodiments. It should be noted that the embodiments and features of the embodiments may be combined with each other without conflict.
s1, inputting a bus network optimization and adjustment scheme based on a bus network basic scheme;
the bus network basic scheme and the bus network optimization information comprise bus lines and station GIS, vehicle allocation and driver allocation of the basic and adjusting schemes;
s2, constructing a bus analysis model based on a bus network basic scheme or a bus network optimization adjustment scheme;
the bus analysis model comprises bus network topology construction, parameter setting and bus passenger flow distribution;
the bus network topology construction: bus lines and stations GIS files cannot be directly used for bus passenger flow distribution, and the bus lines, stations and dependent urban roads need to be subjected to topology, so that the fact that bus travel paths serving as end points are abstracted into relevant point and line association sets in a network is achieved. After the network topology is generated, checking and modification are needed from the aspects of connectivity and authenticity.
Setting parameters: the parameter setting comprises user travel behavior parameter setting and bus operation parameter setting; the user travel behavior parameter setting comprises maximum endurable walking time, maximum endurable transfer times, walking time and waiting time weight parameters of a traveler in a process of traveling from a travel starting point to an end point in a public transportation mode. The bus operation sets bus route fare and departure interval parameters. See table 1 for details of the parameter settings.
TABLE 1 parameter settings table
Bus passenger flow distribution: the bus travel demand is loaded into a bus topology network by adopting a method according with an actual travel rule, bus route and station passenger flow are calculated, the bus passenger flow distribution result of the basic model and the actual bus operation statistical result are within a certain error range, the basic model can be used as a basic scheme for evaluation, and otherwise, the bus topology network model and parameter setting need to be adjusted.
And S3, outputting multidimensional evaluation indexes including network structure indexes, operation indexes and travel indexes based on the public transport analysis model, and referring to a multidimensional index output table in a table 2 in detail.
The network structure index comprises the length of a public transport network and the length of a road network;
the operation indexes comprise line passenger flow, line operation mileage and line fare income;
the travel indexes comprise travel time, travel cost, passenger transport travel amount, induced traffic volume of an m mode, traffic volume reduction, the number of traffic volumes transferred to the m mode, walking time, waiting time and transfer times;
TABLE 2 multidimensional index output table
| Index name | (symbol) | Means of | Unit |
| Length of public transport network | transitnet_len | Length of road center line covered by public transport network | Kilometer (km) |
| Road network length | roadnet_len | Length of central line of urban road network | Kilometer (km) |
| Line passenger flow | passenger x | Passenger flow for line x | Times/day of a person |
| Mileage of line operation | operation_miles x | Running mileage of line x | Kilometers/day of vehicle |
| Line fare revenue | total_fare x | Fare income for the line | Yuan/day |
| Length of trip | total_time ij | The representation takes i as a travel starting point and j as a travel terminal point to represent the total time consumed during travel in a public transportation mode | Minutes (min) |
| Travel cost | total_fare ij | Representing the medium cost consumed when the bus trip is adopted by taking i as a trip starting point and j as a trip end point | Yuan |
| Passenger traffic volume | trips ij | The representation takes i as a trip starting point and j as a trip end point and adopts the public transportation mode to trip the traffic | Number of people |
| Inducing and increasing traffic volume | q ij | In the optimized adjustment scheme, newly increased bus travel amount (number of people) taking i as a travel starting point and j as a travel terminal point is added | Number of people |
| Induce m-mode traffic volume |
 |
After the characterization scheme is implemented, m (walking, bicycle, car) is used in the basic scheme by taking i as a trip starting point and j as a trip end point Etc.) mode of going (number of people) | Number of people |
| Reduce traffic volume | d ij | After the representation scheme is implemented, the basic scheme takes i as a travel starting point and j as a travel end point to stop using the travel amount (number of people) of the public transportation mode | Number of people |
| Reducing traffic shift to m Number of ways |
 |
After the characterization scheme is implemented, i is taken as a travel starting point, j is taken as a travel terminal point, and after the bus is stopped, m (walking, bicycles, cars and the like) modes are adopted Volume of adult trip (number of people) | Number of people |
| Duration of walking | walk_time ij | Taking i as a travel starting point and j as a travel ending point, and adopting the time consumed by walking in the public transportation mode for traveling, such as walking to arrive at, leaving a bus stop and transfer Time of walking | Minutes (min) |
| Wait for time | wait_time ij | Taking i as a travel starting point and j as a travel terminal, and adopting the time consumed by waiting for the bus in the public transportation mode, such as the time for waiting for arrival and the time for transferring and waiting for the bus | Minutes (min) |
| Number of transfers | Transfer ij | Taking i as a trip starting point and j as a trip end point, and adopting the number of transfer times required in the trip in the public transportation mode | Next time |
The invention not only considers the economic influence of the project on the direct expenditure and the income of the construction party and the using party, but also considers the influence of the project on the society and the government even more widely after the project is implemented, expresses the influence factors by the currency value as much as possible, and forms an evaluation summary table (see the evaluation summary table in the table 3 in detail) so as to directly compare the cost and the income of different project schemes, and the important index which cannot be expressed by the currency value needs to be embodied in the evaluation summary table. When the direct economic benefit calculation of the influence indexes is performed, an evaluation time period needs to be set so as to calculate the accumulated value of each evaluation index in a preset time period, and in the embodiment, "month" is taken as the evaluation time period to summarize each evaluation index. And all cost and benefit calculation indexes are increased (decreased) values relative to the existing basic scheme.
S4, calculating a bus cost, bus benefit and service quality evaluation bus network optimization adjustment scheme based on the multi-dimensional evaluation indexes; the bus cost comprises bus use fee, energy consumption and labor cost fee; the public transportation benefits comprise social benefits generated by the change of the travel cost of direct fare income, public transportation induced travel volume, travel volume reduction and route change travel volume (refer to figure 2); the service quality comprises the total passenger flow, the average walking time consumption ratio, the average waiting time consumption ratio, the transfer coefficient, the station coverage rate and the bus line network coverage rate.
The bus usage charge is calculated as follows:
basic scheme-based vehicle usage fee C1 base For a fixed value, the calculation of the use fee of the bus with the optimized adjustment scheme comprises two conditions of adding the bus and reducing the bus:
the expression of the bus use fee of the optimized adjustment scheme under the condition of newly added vehicles is as follows:
wherein, the first and the second end of the pipe are connected with each other,
as the base vehicle, K is the set of all bus types,
the purchase expense for the bus with the model k,
the number of the buses with the vehicle type k is purchased,
the service life of the bus with the model k is shown;
the expression of the bus usage charge of the optimized adjustment scheme under the condition of reducing the vehicles is as follows:
wherein the content of the first and second substances,
is a basic vehicle and is characterized by that it includes a vehicle body,
the number of buses with the vehicle type j is reduced,
is a depreciation factor.
The energy consumption is calculated as follows:
wherein K is the set of all bus types,
accumulating the operating mileage for the monthly accumulated operation mileage of the vehicle type k,
the average fuel consumption per kilometer price of the vehicle type k is shown.
The human cost fee is calculated as follows:
manpower cost fee C3 for basic scheme base For a fixed value, the calculation of the manpower cost of the optimized adjustment scheme comprises a vehicleThe two situations of increasing the number of the workers and reducing the number of the workers are as follows:
the calculation expression of the labor cost fee of the optimization adjustment scheme under the condition of newly increased labor amount is as follows:
wherein the content of the first and second substances,
for the basis of the manual quantity, L refers to the set of all driver classes,
for a cost of labor of driver class l,
number of drivers in driver class l;
the calculation expression of the labor cost fee of the optimization adjustment scheme under the condition of reducing the number of workers is as follows:
wherein the content of the first and second substances,
as a base number of workers, S as a set of all worker levels,
for a labor cost of a manual rating of s,
the number of drivers with the manual grade of m.
The direct fare return is calculated as follows:
B1=
wherein, O is the set of all bus trip starting points, D is the set of all bus trip end points,
the number of bus trips with the starting point i and the end point j is shown,
the bus trip cost with the starting point of i and the end point of j;
the bus induced travel amount is taken out in a non-bus transportation mode in the basic scheme, the bus mode is taken out in the optimized adjustment scheme (refer to fig. 4), and the cost of the bus induced travel amount is lowered
The expression in the basic scheme is:
wherein, O is the set of all bus trip starting points, D is the set of all bus trip end points, M is the set of trip modes except the bus mode,
、
、
respectively adopting the travel amount, travel time and travel expense of the traffic mode m from the travel starting point i to the travel terminal point j,
is a preset time value parameter;
bus induced travel cost
The expression in the optimization tuning scheme is:
wherein the content of the first and second substances,
、
、
respectively the travel amount, the travel time and the travel cost of the public transport travel mode from the travel starting point i to the travel terminal point j,
is a preset time value parameter.
The method has the advantages that the bus trip mode is adopted in the basic scheme for reducing the trip amount, the non-bus trip mode is adopted in the optimized adjustment scheme (see the attached figure 4), and the trip cost of the trip amount is reduced
The expression in the basic scheme is:
reduce the travel cost of the travel volume
The expression in the basic scheme is:
wherein, the first and the second end of the pipe are connected with each other,
、
、
respectively obtaining the travel amount, the travel time and the travel cost of the public transport travel mode from the travel starting point i to the travel terminal point j;
reduce the travel cost of the travel volume
The expression in the optimization tuning scheme is:
wherein O is the set of all bus trip starting points; d is a set of all bus trip endpoints; m is a travel mode set except a public transport mode,
the travel time of the public transport travel mode from the travel starting point i to the travel terminal point j,
the travel cost of the public transportation travel mode from the travel starting point i to the travel terminal point j is shown.
The social benefit generated by the route change trip volume trip cost change is calculated as follows: calculating the travel cost difference generated by using a public transportation mode to travel in both the basic scheme and the optimization and adjustment scheme but changing the travel route due to the change of routes, and calculating the total travel cost of the travel amount still using the public transportation mode in the basic scheme
The expression is as follows:
wherein, the first and the second end of the pipe are connected with each other,
、
、
the total bus trip amount, the trip time and the trip cost with the starting point of i and the end point of j in the basic scheme are respectively;
total travel cost in optimized tuning scenarios
The expression is as follows:
wherein, the first and the second end of the pipe are connected with each other,
、
、
the bus trip total amount, the trip time and the trip cost with the starting point i and the end point j in the optimized adjustment scheme are respectively.
The quality of service is calculated as follows:
total passenger flow:
wherein, in the step (A),
the number of bus trips with the starting point i and the end point j;
average walk-time consumption ratio:
) a/X1, wherein,
the starting point is i, and the end point is the time consumed by walking in the j bus trip;
average waiting time consumption ratio:
) a/X1, wherein,
the starting point is i, and the end point is the time consumed by waiting for the bus in j bus trip;
conversion coefficient:
) Wherein,
counting the total passenger flow of the bus line n;
site coverage rate: the ratio of the radius coverage area of a bus stop of 500m to the built-up area of a central urban area;
coverage rate of bus line road network: the length of the public traffic line network is compared with the length of the urban road.
Table 3 evaluation summary sheet
| Expression of calculation of variation value | |
| 1) Expenditure of money | |
| Δ C1: vehicle use fee | C1case-C1base |
| Δ C2: consumption of energy source | C2case-C2base |
| Δ C3: per capita cost fee | C3case-C3base |
| Δ C4: other costs | C4case-C4base |
| 2) Income (R) | |
| Δ B1: income of fare | B1case-B1base |
| 3) Social benefits | |
| Δ S1: social cost savings | S1case-S1base |
| 4) Cost variation | ∆C1+∆C2+∆C3+∆C4 |
| 5) Revenue variation | ∆B1+∆S1 |
| 6) Cost to benefit ratio | 5）/4） |
| Grade of | Means of |
| -2 | Obvious negative effect |
| -1 | Slight negative effect |
| 0 | Has |
| 1 | Slight positive effect |
| 2 | Obvious positive benefit |
Table 3 summarizes the cost-benefit increase (decrease) values of the calculated adjustment scheme compared with the basic scheme, and the calculation results of the basic scheme and the adjustment scheme are output and can be qualitatively evaluated, wherein the calculation results cannot be measured by using the currency value. The evaluation scale was classified into 5 grades.
The method for optimizing and adjusting the bus route according to the embodiment evaluates the adjustment scheme of the current bus line network planned to be adjusted in a certain city, wherein the adjustment scheme comprises adding a bus route and canceling a bus route,
the one-way operation length of the newly added line is 12 kilometers, and 20 sites are set; the method comprises the following steps of (1) preparing 10 vehicles and adding 10 drivers; the planned daily average operating mileage is 1680 kilometers; the line fare is 2 yuan once. The one-way operation length of the line to be cancelled is 15 kilometers, and 25 sites are set; 8 vehicles are prepared, 8 drivers operate at the daily average operating mileage of 1620 kilometers, the route fare is 2 yuan, and the daily average passenger flow of the route is about 1200 times/day.
Based on the regulatory scheme traffic modeling, the following results are predicted: the basic scheme is that the daily average passenger flow of the bus is 30.21 ten thousand times per day, the adjustment scheme is 30.28 ten thousand times per day, 1800 passenger flows are induced (transferred to a bus travel mode from other traffic modes), 1000 passenger flows (transferred to other traffic modes from the bus travel mode) are reduced, and 1700 passenger flows are affected by travel (namely that the bus is still adopted and a single travel path is changed).
The relevant parameters are set as follows:
| parameter(s) | Set value | Unit |
| Vehicle purchase fee | 60 | Wan Yuan |
| Service life of vehicle | 15 | Year of year |
| Average unit operation kilometer energy consumption price | 0.5 | Unit/kilometer |
| Driver's manpower cost | 8000 | Yuan/month |
| Adding other costs | 8000 | Yuan/month |
| Time value | 0.75 | Yuan/min |
Based on the parameters, substituting the parameters into the corresponding formula to calculate the cost-benefit change values of the adjustment scheme relative to the basic scheme are summarized as follows:
| expression of calculation of variation value | |
| 1) Expenditure of | |
| The liquor is C1: vehicle use fee | 6666.6 |
| Δ C2: consumption of energy source | 750 |
| Δ C3: cost of labor | 16000 |
| Δ C4: other costs | 2000 |
| 2) Income (R) | |
| Δ B1: income of fare | 4000 |
| 3) Social benefits | |
| Δ S1: social cost savings | 107954 |
| 4) Cost variation | 25416 |
| 5) Revenue variation | 147954 |
| 6) Cost to benefit ratio | 5.82 |
Comparing multidimensional evaluation indexes
| Basic scheme | Adjustment scheme | Impact assessment | |
| X1: total amount of passenger flow | 30.21 million people times | 30.28 ten thousand | 0 has little effect |
| X2: ratio of consumption to time of walking | 18.2% | 18.3% | 0 has little effect |
| X3: ratio of consumption to occupation when waiting | 8.9% | 8.8% | 0 has little effect |
| X4: coefficient of transfer | 1.15 | 1.15 | 0 has little effect |
| X5: site coverage | 70% | 72% | 1 slightly lifted |
| X6: road network coverage rate of public transport lines | 67% | 69% | 1 slightly elevated |
In summary, this adjustment scheme is recommended.
In embodiment 2, the computer device of the present invention may be a device including a processor and a memory, for example, a single chip microcomputer including a central processing unit. And the processor is used for implementing the steps of the recommendation method capable of modifying the relationship-driven recommendation data based on the CREO software when executing the computer program stored in the memory.
The Processor may be a Central Processing Unit (CPU), other general purpose Processor, a Digital Signal Processor (DSP), an Application Specific Integrated Circuit (ASIC), an off-the-shelf Programmable Gate Array (FPGA) or other Programmable logic device, discrete Gate or transistor logic, discrete hardware components, etc. A general purpose processor may be a microprocessor or the processor may be any conventional processor or the like.
The memory may mainly include a storage program area and a storage data area, wherein the storage program area may store an operating system, an application program required by at least one function (such as a sound playing function, an image playing function, etc.), and the like; the storage data area may store data (such as audio data, a phonebook, etc.) created according to the use of the cellular phone, etc. In addition, the memory may include high speed random access memory, and may also include non-volatile memory, such as a hard disk, a memory, a plug-in hard disk, a Smart Media Card (SMC), a Secure Digital (SD) Card, a Flash memory Card (Flash Card), at least one magnetic disk storage device, a Flash memory device, or other volatile solid state storage device.
Embodiment 3 computer-readable storage Medium embodiment
The computer readable storage medium of the present invention may be any form of storage medium that can be read by a processor of a computer device, including but not limited to non-volatile memory, ferroelectric memory, etc., and the computer readable storage medium has stored thereon a computer program that, when the computer program stored in the memory is read and executed by the processor of the computer device, can implement the above-mentioned steps of the CREO-based software that can modify the modeling method of the relationship-driven modeling data.
The computer program comprises computer program code which may be in the form of source code, object code, an executable file or some intermediate form, etc. The computer-readable medium may include: any entity or device capable of carrying the computer program code, recording medium, usb disk, removable hard disk, magnetic disk, optical disk, computer Memory, read-Only Memory (ROM), random Access Memory (RAM), electrical carrier wave signals, telecommunications signals, software distribution medium, and the like. It should be noted that the computer readable medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable media does not include electrical carrier signals and telecommunications signals as is required by legislation and patent practice.
While the invention has been described with respect to a limited number of embodiments, those skilled in the art, having benefit of this description, will appreciate that other embodiments can be devised which do not depart from the scope of the invention as described herein. Furthermore, it should be noted that the language used in the specification has been principally selected for readability and instructional purposes, and may not have been selected to delineate or circumscribe the inventive subject matter. Accordingly, many modifications and variations will be apparent to those of ordinary skill in the art without departing from the scope and spirit of the appended claims. The present invention has been disclosed with respect to the scope of the invention, which is to be considered as illustrative and not restrictive, and the scope of the invention is defined by the appended claims.
Claims (10)
1. The method for evaluating the bus route optimization adjustment scheme is characterized by comprising the following steps of:
s1, inputting a bus network optimization adjustment scheme based on a bus network basic scheme;
s2, constructing a bus analysis model based on a bus network basic scheme or a bus network optimization adjustment scheme;
s3, outputting a multi-dimensional evaluation index based on the bus analysis model;
s4, calculating a bus cost, bus benefit and service quality evaluation bus network optimization adjustment scheme based on the multi-dimensional evaluation indexes; the public transportation cost comprises public transportation vehicle use cost, energy consumption cost and manpower cost; the public transportation benefits comprise direct fare benefits, public transportation induced travel volume travel cost, and social benefits generated by travel volume travel cost reduction and route change travel volume travel cost change; the service quality comprises the total passenger flow, the average walking time consumption ratio, the average waiting time consumption ratio, the transfer coefficient, the station coverage rate and the bus network coverage rate.
2. The method of claim 1, wherein the bus use fee is calculated as follows: basic scheme-based vehicle usage fee C1 base For a fixed value, the calculation of the use fee of the bus with the optimized adjustment scheme comprises two conditions of adding the bus and reducing the bus:
the expression of the bus use fee of the optimized adjustment scheme under the condition of newly added vehicles is as follows:
wherein, the first and the second end of the pipe are connected with each other,
as a base vehicle, K is a set of all bus types,
the purchase expense for the bus with the model k,
the number of the buses with the vehicle type k is purchased,
the service life of the bus with the model k is prolonged;
the expression of the bus usage charge for optimizing the adjustment scheme under the condition of reducing the vehicles is as follows:
wherein the content of the first and second substances,
the number of buses with the vehicle type j is reduced,
is the depreciation factor.
3. The method of claim 1, wherein the energy consumption is calculated as follows:
wherein K is the set of all bus types,
the monthly accumulated operating mileage for the vehicle type k,
the average fuel consumption per kilometer price of the vehicle type k is shown.
4. The method for evaluating a bus route optimization adjustment scheme according to claim 3, wherein the method is characterized in thatThen, the labor cost is calculated as follows: manpower cost fee C3 for basic scheme base For a fixed value, the calculation of the labor cost fee of the optimization adjustment scheme comprises two conditions of newly increasing the labor quantity and reducing the labor quantity:
the calculation expression of the labor cost fee of the optimization adjustment scheme under the condition of newly increased labor amount is as follows:
wherein the content of the first and second substances,
as a base manual quantity, L is a set of all driver classes,
for a cost of labor of driver class l,
number of drivers with driver rank l;
the calculation expression of the labor cost fee of the optimization adjustment scheme under the condition of reducing the number of workers is as follows:
wherein the content of the first and second substances,
as a base number of workers, S as a set of all worker levels,
for a labor cost of a manual grade of s,
is a personThe number of drivers with the work level of m;
the direct fare return is calculated as follows:
B1=
wherein, O is the set of all bus trip starting points, D is the set of all bus trip end points,
the number of bus trips with the starting point of i and the end point of j,
the bus trip cost with the starting point of i and the end point of j is shown.
5. The method for evaluating the bus route optimization adjustment scheme according to claim 4, wherein the bus-induced travel amount is traveled in a non-bus transportation mode in the basic scheme, the bus-induced travel amount is traveled in a bus mode in the optimization adjustment scheme, and the cost of the travel of the bus-induced travel amount is saved
The expression in the basic scheme is:
wherein O is a set of all bus trip starting points; d is a set of all bus travel endpoints; m is a travel mode set except a public transport mode,
、
、
respectively adopting the travel amount, travel time and travel expense of the traffic mode m from the travel starting point i to the travel terminal point j,
is a preset time value parameter;
bus induced travel cost
The expression in the optimization tuning scheme is:
wherein the content of the first and second substances,
、
、
respectively the travel amount, the travel time and the travel cost of the public transport travel mode from the travel starting point i to the travel terminal point j,
is a preset time value parameter.
6. The method for evaluating the bus route optimization adjustment scheme according to claim 5, wherein the basic scheme for reducing the travel amount adopts a bus travel mode, the optimization adjustment scheme adopts a non-bus transportation mode for travel, and the cost of travel of the travel amount is reduced
The expression in the basic scheme is:
wherein the content of the first and second substances,
、
、
the travel amount, travel time and travel cost of the bus travel mode from a travel starting point i to a travel terminal point j are respectively;
reduce the travel cost of the travel volume
The expression in the optimization tuning scheme is:
wherein, O is the set of all bus travel starting points, D is the set of all bus travel end points, M is the set of travel modes except the bus mode,
for the travel time from the travel starting point i to the travel terminal point j in the bus travel mode,
and (4) travel expenses of the public transport travel mode from a travel starting point i to a travel terminal point j.
7. Bus route optimization adjustment according to claim 6The scheme evaluation method is characterized in that the social benefit generated by the change of the trip cost of the route change trip amount is calculated as follows: calculating the total travel cost difference generated by the travel route change due to the route change when the public transportation mode is used for travel in both the basic scheme and the optimization and adjustment scheme, and the total travel cost of the travel amount still using the public transportation mode in the basic scheme
The expression is as follows:
wherein, the first and the second end of the pipe are connected with each other,
、
、
the total bus trip amount, the trip time and the trip cost with the starting point of i and the end point of j in the basic scheme are respectively;
total travel cost in optimized tuning scenarios
The expression is as follows:
wherein the content of the first and second substances,
、
、
the bus trip total amount, the trip time and the trip cost with the starting point i and the end point j in the optimized adjustment scheme are respectively.
8. The method for evaluating a bus route optimization adjustment scheme according to claim 7, wherein the service quality is calculated as follows:
total amount of passenger flow:
wherein, in the process,
the number of bus trips with the starting point i and the end point j is set;
average walk-time consumption ratio:
) X1, wherein,
the starting point is i, and the end point is the time consumed by walking in the j bus trip;
average waiting time consumption ratio:
) a/X1, wherein,
the starting point is i, and the end point is the time consumed by the middle bus and the waiting bus in the trip of j;
conversion coefficient:
) Wherein, in the process,
counting the total passenger flow of the bus line n;
site coverage rate: the ratio of the radius coverage area of a bus stop of 500m to the built-up area of a central urban area;
coverage rate of bus line road network: the length of the public transport line network and the length ratio of the urban roads.
9. An electronic device, comprising a memory and a processor, wherein the memory stores a computer program, and the processor implements the steps of the method for evaluating a bus route optimization adjustment scheme according to any one of claims 1 to 8 when executing the computer program.
10. A computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, carries out the method for assessing a bus route optimization adjustment plan according to any one of claims 1 to 8.
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