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摘要: 采用交通网络平衡模型和边际成本收费理论相结合的方法, 建立了内生ATIS市场占有率及弹性需求条件下多用户类型随机系统最优拥挤收费模型, 分析了ATIS与边际成本收费的结合对不同类型用户出行行为的影响。分析结果表明: 阻抗函数对称的边际成本收费模型忽略了出行者对邻近道路用户产生的外部成本, 由此得到的边际成本收费偏小。当装备与未装备ATIS用户的出行成本感知变化参数分别为0.50与0.01时, 与不采取任何交通管理措施相比, ATIS与边际成本收费同时使用可以使网络总运行成本节省14.3%, 单独使用ATIS或边际成本收费可以使网络总运行成本节省13.6%或6.3%, 说明2种技术的结合可以有效优化网络运行效率。
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关键词:
- 交通工程 /
- 随机系统最优拥挤收费 /
- 出行者信息系统 /
- 市场占有率 /
- 阻抗函数
Abstract: Traffic network equilibrium model and marginal cost pricing (MCP) theory were combined, an optimum congestion pricing model of stochastic system with multiple user classes under the endogenous market share of advanced traveller information systems (ATIS) and demand elasticity was established, and the influences of the joint implementation of ATIS and MCP on different users' travel behaviours were analyzed. Analysis result indicates that MCP models with symmetric impedance function neglect external costs that travellers impose on users on nearby roads, and the obtained MCP is smaller than the real value. When the parameters of travel cost perception variations for equipped and unequipped ATIS users are 0.50 and 0.01 respectively, compared to none of traffic management measures being taken, the joint implementation of ATIS and MCP can save 14.3% of total network travel cost, and the separate implementation of ATIS or MCP can save 13.6% or 6.3% of total network travel cost respectively. So network operation performance can be optimized efficiently by the joint implementation of the two technologies. -
图 6 装备ATIS的第1类用户的网络平均运行时间
Figure 6. Network average travel times of first class users with ATIS
图 7 未装备ATIS的第1类用户的网络平均运行时间
Figure 7. Network average travel times of first class users without ATIS
图 8 装备ATIS的第2类用户的网络平均运行时间
Figure 8. Network average travel times of second class users with ATIS
图 9 未装备ATIS的第2类用户的网络平均运行时间
Figure 9. Network average travel times of second class users without ATIS
图 10 装备ATIS的第3类用户的网络平均运行时间
Figure 10. Network average travel times of third class users with ATIS
图 11 未装备ATIS的第3类用户的网络平均运行时间
Figure 11. Network average travel times of third class users without ATIS
图 12 装备ATIS的不同类用户的平均运行时间节省率
Figure 12. Average travel time saving rates of different class users with ATIS
表 1 路段输入参数
Table 1. Input parameters of road sections
路段 t/min Ya/ (pcu·h-1) 1 1.00 2 200 v1+0.25v5+0.25v6 2 1.00 2 200 v2+0.15v3+0.15v7+0.15v8 3 1.00 2 200 v3+0.15v2+0.15v7+0.15v8 4 1.75 2 200 v4+0.15v8+0.15v9+0.15v10 5 2.50 2 000 v5+0.25v17+0.25v19 6 1.00 2 000 v6+0.15v7+0.15v11+0.15v12 7 1.00 2 000 v7+0.15v6+0.15v11+0.15v12 8 1.00 2 000 v8+0.15v4+0.15v9+0.15v10 9 1.00 2 000 v9+0.25v12+0.25v13 10 1.75 2 000 v10+0.50v14 11 1.00 2 000 v11+0.25v15+0.25v17 12 1.00 2 000 v12+0.25v9+0.25v13 13 1.00 2 000 v13+0.15v15+0.15v16+0.15v18 14 1.00 2 200 v14+0.5v16 15 1.00 2 000 v15+0.15v13+0.15v16+0.15v18 16 1.00 2 200 v16+0.50v14 17 1.00 2 000 v17+0.25v5+0.25v19 18 1.00 2 200 v18+0.50v19 19 1.00 2 200 v19+0.50v18 
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