城市公交专用道系统规划方法探讨——以深圳为例

针对大城市日趋复杂的公交系统，提出了公交专用道系统规划的方法，完善公交专用道的功能分类，明确各类公交专用道的主要服务对象和交通特性，并提出相应的设施要求。最后，以深圳公交专用道系统规划初步方案为例，按上述理论方法进行了实证说明。     

哥本哈根TOD模式研究

在长远规划的指导下,哥本哈根利用公交引导城市发展的模式(TOD)构建了“手形”的城市形态和可持续的交通系统,放射形的轨道交通线网对引导城市有序扩张起到了决定性作用。以哥本哈根城市发展经验为例,结合国内城市的发展状况,提出了中国城市应该大力推广TOD模式,并特别提出了以快速公交系统引导城市发展的新理念。     

基于GPRS的CAN网关设计

分析了基于GPRS的无线通信技术在CAN网关设计中的应用，提出了一种基于DSP和GR47的CAN网关的设计思路。通过对CAN总线网和GPRS间网关的体系结构的研究，详细阐述了TMS320LF2407A和GR47在网关设计中的工作原理，并给出了具体的硬件和软件设计方法。     

城市公交线网层次规划法及其应用

在公共交通系统规划中,公共交通线网规划是其核心内容.它决定着公共交通的营运范围、网点分布和相互之间的衔接交叉,是其它内容的基础.主要针对公交线路等级划分的思想,研究了不同等级公交线路的配置标准,提出基于"分层布设、先主后次、先粗后细"和"逐条布设、优化成网"的城市公交线网层次规划方法,并实际运用于中山市的线网规划,为中山市公交线网规划提供了依据.     

城市客车驱动系统优化匹配节油五步法

本文概要阐述城市客车驱动系统优化匹配节油的方法和步骤.其方法的核心是选择合适的发动机、变速器、驱动桥、轮胎的特性参数,在满足动力性能的同时节油.     

Planning,operation, and control of bus transport systems: A literature review

The efficiency of a transport system depends on several elements, such as available technology, governmental policies, the planning process, and control strategies. Indeed, the interaction between these elements is quite complex, leading to intractable decision making problems. The planning process and real-time control strategies have been widely studied in recent years, and there are several practical implementations with promising results. In this paper, we review the literature on Transit Network Planning problems and real-time control strategies suitable to bus transport systems. Our goal is to present a comprehensive review, emphasizing recent studies as well as works not addressed in previous reviews.     

消除公交串车——一种基于GPS与GIS的实时控制方法

城市公共交通系统是一个包含人、车、路、环境、能量和信息的高度非线性的大规模复杂系统。公交串车问题严重降低了公交服务的可靠性，本文综合运用系统工程理论与方法，给出了公交串车与大间隔的定义，提出了公交串车与大间隔问题的成因分析模型、基于BP人工神经网络的行车间隔预测模型和基于GPS与GIS的实时动态反馈控制模型。最后，对北京公交300路车所采集的680组数据进行了实证分析。分析结果表明所使用的方法能有效地消除公交串车问题，同时也能为公交企业自身的运营管理和乘客的出行规划提供有价值的决策参考。     

Time of day intervals partition for bus schedule using GPS data

Time of day partition of bus operating hours is a prerequisite of bus schedule design. Reasonable partition plan is essential to improve the punctuality and level of service. In most mega cities, bus vehicles have been equipped with global positioning system (GPS) devices, which is convenient for transit agency to monitor bus operations. In this paper, a new algorithm is developed based on GPS data to partition bus operating hours into time of day intervals. Firstly, the impacts of passenger demand and network traffic state on bus operational performance are analyzed. Then bus dwell time at stops and inter-stop travel time, which can be attained based on GPS data, are selected as partition indexes. For buses clustered in the same time-of-day interval, threshold values of differences in dwell time at stops and inter-stop travel time are determined. The buses in the same time-of-day interval should have adjacent dispatching numbers, which is set as a constraint. Consequently, a partition algorithm with three steps is developed. Finally, a bus route in Suzhou China is taken as an example to validate the algorithm. Three partition schemes are given by setting different threshold values for the two partition indexes. The present scheme in practice is compared with the three proposed schemes. To balance the number of ToD intervals and partition precision, a Benefit Evaluation Index is proposed, for a better time-of-day interval plan.     

Analysis of real-time control strategies in a corridor with multiple bus services

Control strategies have been widely used in the literature to counteract the effects of bus bunching in passenger‘s waiting times and its variability. These strategies have only been studied for the case of a single bus line in a corridor. However, in many real cases this assumption does not hold. Indeed, there are many transit corridors with multiple bus lines interacting, and this interaction affects the efficiency of the implemented control mechanism.This work develops an optimization model capable of executing a control scheme based on holding strategy for a corridor with multiple bus lines.We analyzed the benefits in the level of service of the public transport system when considering a central operator who wants to maximize the level of service for users of all the bus lines, versus scenarios where each bus line operates independently. A simulation was carried out considering two medium frequency bus lines that serve a set of stops and where these two bus lines coexist in a given subset of stops. In the simulation we compared the existence of a central operator, using the optimization model we developed, against the independent operation of each line.In the simulations the central operator showed a greater reduction in the overall waiting time of the passengers of 55% compared to a no control scenario. It also provided a balanced load of the buses along the corridor, and a lower variability of the bus headways in the subset of stops where the lines coexist, thus obtaining better reliability for all types of passengers present in the public transport system.     

Coordinated transit signal priority supporting transit progression under Connected Vehicle Technology

In this paper, a person-delay-based optimization method is proposed for an intelligent TSP logic that enables bus/signal cooperation and coordination among consecutive signals under the Connected Vehicle environment. This TSP logic, called TSPCV-C, provides a method to secure the mobility benefit generated by the intelligent TSP logic along a corridor so that the bus delay saved at an upstream intersection is not wasted at downstream intersections. The problem is formulated as a Binary Mixed Integer Linear Program (BMILP) which is solved by standard branch-and-bound method. Minimizing per person delay has been adopted as the criterion for the model. The TSPCV-C is also designed to be conditional. That is, TSP is granted only when the bus is behind schedule and the grant of TSP causes no extra total person delay.The logic developed in this research is evaluated using both analytical and microscopic traffic simulation approaches. Both analytical tests and simulation evaluations compared four scenarios: without TSP (NTSP), conventional TSP (CTSP), TSP with Connected Vehicle (TSPCV), and Coordinated TSP with Connected Vehicle (TSPCV-C). The measures of effectiveness used include bus delay and total travel time of all travelers. The performance of TSPCV-C is compared against conventional TSP (CTSP) under four congestion levels and five intersection spacing cases. The results show that the TSPCV-C greatly reduces bus delay at signalized intersection for all congestion levels and spacing cases considered. Although the TSPCV is not as efficient as TSPCV-C, it still demonstrates sizable improvement over CTSP. An analysis on the intersection spacing cases reveals that, as long as the intersections are not too closely spaced, TSPCV can produce a delay reduction up to 59%. Nevertheless, the mechanism of TSPCV-C is recommended for intersections that are spaced less than 0.5 mile away. Simulation based evaluation results show that the TSPCV-C logic reduces the bus delay between 55% and 75% compared to the conventional TSP. The range of improvement corresponding to the four different v/c ratios tested, which are 0.5, 0.7, 0.9 and 1.0, respectively. No statistically significant negative effects are observed except when the v/c ratio equals 1.0.