基于心理账户的客运走廊公交换乘优惠策略

doi:10.13229/j.cnki.jdxbgxb.20211427

Abstract

Abstract:

To improve the attractiveness of low-carbon travel way of public transportation， "preferential transfer" strategy is optimized in this paper. The travel time and cost accounts perceived by passengers are split， and the passengers' decision-making processes are described based on mental account theory. The passenger corridor super network is constructed， and the generalized time cost of passenger multi-mode travels are quantified. Considering the difference of transfer travel-chain， passenger ticket discount method is designed and the travel cost is quantified. On this basis， a bi-level programming optimization model of discount rate is proposed. The upper layer aims at maximizing operators' revenue， and the lower layer is a balanced distribution model of multi-mode transportation system. Genetic algorithm and successive average method are used to solve the model， and the sensitivity analysis of the impact of passenger perceived risk on multi-mode selection is carried out. The results show that time account presenting risk pursuit of passengers can increase the demand of transfer trip， while expense account can reduce and passengers are more sensitive to the changes in time accounts. When the transfer discount rate is 0.043 and 0.017 yuan/min respectively in off-peak and peak hours， the transfer ratio can be increased and the income of bus enterprises can be increased at the same time.

Key words: engineering of communication and transportation system, transfer preferential, mental account, bi-level programming, multimodal travel

CLC Number:

U121

Wen-jing WU,Kang-bei XIONG,Li-li YANG,Si-xu PU. Optimization of bus transfer preferential strategy in passenger corridor based on mental account theory[J].Journal of Jilin University(Engineering and Technology Edition), 2023, 53(11): 3113-3121.

Figures/Tables 10

Fig.1

Fig.2

Table 1

Table 2

Table 3

Table 4

Impact of risk attitudes"

项目	分类
项目	（1）	（2）	（3）	（4）	（5）	（6）
参数	$α < 1 、 β < 1$ $δ < 1 、 γ < 1$	$α < 1 、 β < 1$ $δ > 1 、 γ > 1$	$α > 1 、 β > 1$ $δ < 1 、 γ < 1$	$α > 1 、 β > 1$ $δ > 1 、 γ > 1$	$α < 1 、 β > 1$ $δ < 1 、 γ > 1$	$α > 1 、 β < 1$ $δ > 1 、 γ < 1$
	（1，3）	（1，3）	（1，3）	（1，3）	（1，3）	（1，3）
	（0.25，1）	（0.25，1）	（1，2）	（1，2）	（0.25，1）	（1，2）
	（0.25，1）	（0.25，1）	（1，2）	（1，2）	（1，2）	（0.25，1）
	（0.25，1）	（1，2）	（0.25，1）	（1，2）	（0.25，1）	（1，2）
	（0.25，1）	（1，2）	（0.25，1）	（1，2）	（1，2）	（0.25，1）
公交换乘模式占优比/%	52.73	43.68	100	100	78.91	89.34

Table 4

Table 5

Impact of Price weighting"

$b$ /%	公交换乘出行占比
01	59.33
0.2	59.21
0.3	59.01
0.4	58.68
0.5	58.08
0.6	57.00
0.7	55.06
0.8	51.39
0.9	45.27

Table 5

Table 6

Table 7

Table 8

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路段	平均行驶时间		路段	平均行驶时间
路段	平峰	高峰	路段	平峰	高峰
B1-B2	4	9	B8-B9	5	7
B2-B3	5	8	B9-B10	10	15
B3-B4	6	10	B10-B11	5	6
B4-B5	5	10	B11-B12	7	10
B5-B6	6	13	B10-B13	9	12
B6-B7	12	16	B13-B14	7	12
B7-B8	4	7	B14-B15	8	10

路段	平均行驶时间	路段	平均行驶时间
S1-S2	3	S4-S5	2
S2-S3	4	S5-S6	4
S3-S4	5

路段	平均走行时间	路段	平均走行时间
B4-S1	0.3	B10-S4	0.5
B6-S2	1.2	B13-S5	3.2
B7-S3	0.2	B15-S6	0.3

优惠政策	票价/元		优惠换乘率/（元·min^-1）		换乘出行率/%				营收/元
优惠政策	公交	地铁	平峰	高峰	平峰（前）	高峰（前）	平峰（后）	高峰（后）	平峰（前）	高峰（前）	平峰（后）	高峰（后）
A	2	3，4，5	—	—	40.12	56.46	60.85	69.24	7571	8365	7225	7062
B	2	3，4，5	0.043	0.017	40.12	56.46	55.98	62.91	7571	8365	8060	8454

优惠政策	换乘出行率改变量/%		营收变化值/元
优惠政策	平峰	高峰	平峰	高峰
A	20.73	12.78	-346	-1303
B	15.86	6.45	489	89

Optimization of bus transfer preferential strategy in passenger corridor based on mental account theory

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