将私人小汽车通勤者划分为Ⅰ类堵车焦虑型和Ⅱ类准点焦虑型两种类型，引入出行敏感系数（堵车焦虑系数、准点焦虑系数）和瓶颈忍耐系数来刻画两类通勤者的出行焦虑程度，在标准瓶颈模型的基础上构建新的出行成本函数，并将其应用于分析单一线路和混行线路下的出发率、高峰期起止时刻和通勤者构成等指标。研究结果表明：当道路上仅有某一类通勤者存在时，堵车焦虑系数、瓶颈忍耐系数以及准点焦虑系数的增加均会使单一线路通勤者的系统总感知出行成本降低；混行情形1中Ⅱ类通勤者的准点焦虑系数增大时，该类通勤者数量增加，系统总感知出行成本减小，高峰期前移，瓶颈忍耐系数增大时，系统总感知出行成本减少，高峰期后移；混行情形2中Ⅰ类通勤者的堵车焦虑系数与瓶颈忍耐系数对该类群体数量的影响具有两面性，不同瓶颈忍耐系数与堵车焦虑系数的组合下，该类群体的吸引力呈现单调减小、先减后增和单调增加三种不同的趋势。

Private car commuters were divided into two groups: group I who feel anxious about road congestion and group II who are more concerned about whether they can arrive punctually. The trip sensitivity coefficient (congestion anxiety coefficient, punctual anxiety coefficient) and the bottleneck tolerance coefficient were introduced to characterize the travel anxiety level of the two types of commuters. A new trip cost function was developed based on the standard bottleneck model and was applied to analyze indicators such as departure-rate, peak-start-end time and commuter-composition in single and shared routes. The results show that when there is only a certain type of commuters on the road, the increase of the congestion anxiety coefficient, bottleneck tolerance coefficient and punctual anxiety coefficient will reduce the total perceived travel cost of the system for commuters on a single line. The number of group II increases, the total perceived travel cost of system decreases, and the peak period shifts forward as the punctual anxiety coefficient of group II in mixed situation 1 rises; the total perceived travel cost of system falls as the bottleneck tolerance coefficient increases, while the peak period moves back. In the mixed situation 2, the congestion anxiety coefficient and the bottleneck tolerance coefficient of group I have dual effects on the number of this group, and under the combinations of different bottleneck tolerance coefficient and congestion anxiety coefficient, the attractiveness of this group exhibits three different trends: monotonically decreasing, first decreasing and then increasing, and monotonically increasing.