CN108536965A - City rail traffic route operating service reliability calculation method - Google Patents
City rail traffic route operating service reliability calculation method Download PDFInfo
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Abstract
The present invention provides a kind of city rail traffic route operating service reliability calculation methods, it is related to city rail train control technology field, this method is emulated according to train operation and route map of train, delay train quantity and delay train delays time is determined, to calculate train running on scheduled time reliability；Simultaneously according to the delay time at stop, railroad embankment conveying capacity degrees of coordination solving model is determined, calculate the standing room density of railroad embankment conveying capacity degrees of coordination and passenger in train；Operating service reliability model is finally built in conjunction with positive point reliability, railroad embankment conveying capacity degrees of coordination and standing room density according to gain-type Weighted Fusion model, calculates operating service reliability.The present invention utilizes gain-type Weighted Fusion method, establishes the railroad embankment service reliability model of " rewarding the good and punishing the bad " function, considers each operating parameter weights influence, realize the thoroughly evaluating of city rail traffic line operating service reliability.
Description
Technical field
The present invention relates to city rail train control technology fields, and in particular to a kind of city rail traffic route operation clothes
Business reliability calculation method.
Background technology
In recent years, with the fast development of Urbanization in China, city size is in lasting expansion, urban population
Increase therewith, the trip requirements of resident also increase therewith, and the transport services quality in the city thus brought gradually becomes city residence
It is extremely urgent to solve problems for people's key problem of concern.City rail traffic is first as especially big or medium-sized cities resident
The traffic trip tool wanted, have land used province, large conveying quantity, it is comfortable convenient, on schedule reliable, green safe the advantages that, it has also become city
One of the travel pattern of city's fast development.
While urban track traffic is grown rapidly, city dweller is growing day by day to the attention rate of operating service quality, fortune
Battalion's service quality also becomes one of focal issue.And urban rail railroad embankment service reliability as measurement and promotes metro operation
One of key factor of service quality is that train operation state is embodied with the comprehensive of passenger flow state along the line.Several factors can shadow
The normal operation of urban track traffic is rung, such as the volume of the flow of passengers is uprushed, passenger getting on/off, subsystem fault, these factors can be led
The delay of train is caused, and there is the daily operation that delay phenomenon can not only influence urban rail in carrier of the train as passenger, train,
Station platform passenger flow can be caused to overstock so that operating service reliability reduces.Therefore, it how under the premise of ensureing safety, carries
The operation quality of high city rail traffic is government administration section, vehicle supervision department and crowd or even researcher concern
Key problem.
The current research in terms of city rail traffic service level, reliability and service reliability is more, constructs clothes
Business Level Index System simultaneously proposes corresponding evaluation method, but the index system established is most of subjective, does not have
Have and is combined with practical traffic-operating period；Simultaneously around city rail traffic reliability aspect, most of research is handed over from city rail
The connectivity of way system road network network, survivability angularly carry out operation reliability consideration, can not be from train operation mistake
The angle of journey and passenger flow combines, and has ignored the fundamental issue of road network operation reliability；For city rail traffic route
Operating service reliability consideration is less, is studied the operating service reliability of city bus.
Invention content
The purpose of the present invention is to provide one kind precisely evaluating city rail from multi-angle in conjunction with practical traffic-operating period
The computational methods of traffic operation service reliability, to solve traditional city rail traffic service-evaluating index system in above-mentioned background technology
Subjectivity is strong, is not bound with practical traffic-operating period, the limited technical problem of evaluation angle.
To achieve the goals above, this invention takes following technical solutions：
A kind of city rail traffic route operating service reliability calculation method provided by the invention, including following flow step
Suddenly：
Step S110：According to train operation emulation and route map of train, determine delay train quantity under delay state and
The delay time at stop of each delay train；
Step S120：According to the delay train quantity and delay time at stop, train running on scheduled time reliability is calculated；
Step S130：According to the delay time at stop, railroad embankment conveying capacity degrees of coordination solving model is determined, calculate circuit
Run the standing room density of conveying capacity degrees of coordination and passenger in train；
Step S140：According to gain-type Weighted Fusion model, energy is conveyed in conjunction with the positive point reliability, the railroad embankment
Power degrees of coordination and the standing room density build operating service reliability model, calculate operating service reliability.
Wherein, the present invention utilizes gain-type Weighted Fusion model construction operating service reliability model, both remains index
It is worth linearly related advantage, and can preferably embodies the evaluation principle rewarded the good and punished the bad, is the extraordinary of processing evaluation class problem
Effective means.
Further, described according to train operation emulation and route map of train, determine the delay train number under delay state
It measures and the delay time at stop of each delay train includes：
Moving law based on train and delay propagation characteristic, obtain delay train quantity n of the circuit under delay stateD
With the delay time at stop of the i AT STATION of each delay train j
Further, described according to the delay train quantity and delay time at stop, calculating train running on scheduled time reliability includes：
Delay time at stop according to train running train on circuit L in T time sectionIt presses
Train is grouped according to the difference of delay time at stop, is divided into p groups, xkRepresent the train number that kth group running train possesses, yk
Represent the kth group train corresponding delay time at stop；
The delay time at stop of each train is run according to T time section interior lines roadIt is ranked up according to ascending, it is corresponding
The train of different delay time at stop is also accordingly ranked up, and obtains x1＞ x2＞ ... ＞ xp；
Calculate the ratio x that kth group train number accounts for the summation of each group train quantitykAnd cumulative percentage xk′；
The calculating kth group delay time at stop accounts for the ratio Y of delay time at stop summation in each groupkWith cumulative percentage Yk′；
The cumulative percentage Y of total delay time is accounted for each group delay time at stopk' it is the longitudinal axis, it is accounted for respectively with the number of train each group
The cumulative percentage X of group train quantity summationk' it is horizontal axis, every group of data (X in reference axisk′,Yk') indicated with a point, it retouches
It is depicted in position of all valid data in reference axis in the p periods；
Based on principle of least square method, matched curve Yk'=f (Xk', A), wherein A indicates fitting parameter, acquires fitting letter
Difference between the value and actual value of number curve is allowed to its quadratic sum minimum：
It is theoretical with lorenz curve according to Gini coefficient, calculate delay effect coefficient λ*；
According to formulaCalculate train running on scheduled time reliability.
Further, described that railroad embankment conveying capacity degrees of coordination solving model is determined according to the delay time at stop, it calculates
The standing room density of railroad embankment conveying capacity degrees of coordination and passenger in train includes：
Step S131：In conjunction with train seating capacity and vehicle marshalling and the Passenger arrival rate at station, iterative calculation train j is arrived
Up to station siRidership of waiting
Wherein, wherein tFIndicate the departure interval,Indicate the delay volume of the flow of passengers of train j-1 i AT STATION.
Step S132：Train j gets to the station the Residual Loading Capacity of iIt calculates：
As i=1,
As i ≠ 1,
Wherein, C0The specified passenger carrying capacity for indicating train, can be quantified with train seating capacity and the product of vehicle marshalling；
Indicate train j get to the station i the passenger that gets off quantity.
Step S133：The delay passenger flow of train j in-track platforms i is calculated according to formula
Train j is calculated and leaves station siWhen compartment in ridership
As i=1,
As i ≠ 1,
I=i+1, if i≤m, otherwise the state that return to step S131 calculating calculating train j reaches next station enables j
=j+1 enables i=1 if j≤n, go to step S131 continue to calculate train j+1 each station carrying situation, until all row
Vehicle calculating finishes, and obtains the Residual Loading Capacity, the delay passenger flow and train that all trains get to the station and leaves vehicle
The delay volume of the flow of passengers stood；It calculates the transport power degrees of coordination and the standing room density is：
Wherein：Indicate that train j leaves station siCompartment in standing room density,Indicate that train j leaves station siPreceding
Passengers quantity in compartment；CyIndicate passenger's standing room area in compartment.
Further, described according to gain-type Weighted Fusion model, it is defeated in conjunction with the positive point reliability, the railroad embankment
Capacity Coordination degree and the standing room density are sent, operating service reliability model is built, calculating operating service reliability includes：
To the railroad embankment conveying capacity degrees of coordinationWith the standing room densityIt carries out nondimensionalization and handles described
The structure parameter of operating service reliability model is：
According to gain-type Weighted Fusion model, the railroad embankment service reliability model of structure is：
Wherein, κp,κc,κdThe positive point reliability, the railroad embankment conveying capacity degrees of coordination and described vertical are indicated respectively
The weighted value of seat density, meets κp+κc+κd=1.
In the railroad embankment service reliability model of structure, definition：It is assumed that s ＞ 0, if meeting：
1) continuously, segmentation can be led function u (x)；
If 2) x1≥x2→u(x1)≥u(x2),u′(x1)≥′u(x2)；
3) u (0.5) ＜ 0.5；
Then as s ＞ 1, claim mapping u:[0,1] → [0, s] is a gain function；
When s ∈ (0,1), claim mapping u:[0,1] → [0, s] is one and loses function；
As s=1, then claim to map u:[0,1] → [0, s] be one do not lose, not gain function；
That is function u (x) also referred to as " rewards the good and punishes the bad " function.
Advantageous effect of the present invention：Come from the visual angle that the visual angle of train operation, the visual angle of passenger and train and passenger are coordinated
Consider railroad embankment situation, utilize the gain-type Weighted Fusion method of " rewarding the good and punishing the bad ", establishes with " rewarding the good and punishing the bad " function
Railroad embankment service reliability model considers the influence of each operating parameter weight, it is reliable to meet urban track traffic operating service
Property evaluation the characteristics of, realize the comprehensive evaluation of city rail traffic line operating service reliability.
The additional aspect of the present invention and advantage will be set forth in part in the description, these will become from the following description
Obviously, or practice through the invention is recognized.
Description of the drawings
In order to illustrate the technical solution of the embodiments of the present invention more clearly, required use in being described below to embodiment
Attached drawing be briefly described, it should be apparent that, drawings in the following description are only some embodiments of the invention, for this
For the those of ordinary skill of field, without creative efforts, others are can also be obtained according to these attached drawings
Attached drawing.
Fig. 1 is the city rail traffic route operating service reliability calculation method flow chart described in the embodiment of the present invention.
Fig. 2 is that the train urban railway transit train described in the embodiment of the present invention is delayed lack of uniformity lorenz curve.
Fig. 3 is the railroad embankment conveying capacity degrees of coordination derivation algorithm flow described in the embodiment of the present invention.
Fig. 4 is the Beijing metro Ba-tong line running train simulation result schematic diagram described in the embodiment of the present invention.
Fig. 5 is circuit train of the Beijing metro Ba-tong line under delay state described in the embodiment of the present invention at each station
Delay time at stop schematic diagram.
Fig. 6 is lorenz curve schematic diagram of the Beijing metro Ba-tong line under delay state described in the embodiment of the present invention.
Fig. 7 is the Residual Loading Capacity schematic diagram after the train arrival described in the embodiment of the present invention.
Fig. 8 is the train j s AT STATION described in the embodiment of the present inventioniRailroad embankment conveying capacity degrees of coordination schematic diagram.
Fig. 9 is that circuit of the train after not involving a delay and involving a delay described in the embodiment of the present invention averagely runs conveying
Capacity Coordination degree schematic diagram.
Figure 10 is standing room density schematic diagram in each running train compartment before and after the delay state described in the embodiment of the present invention.
Specific implementation mode
Embodiments of the present invention are described below in detail, the example of the embodiment is shown in the accompanying drawings, wherein from beginning
Same or similar element or module with the same or similar functions are indicated to same or similar label eventually.Below by ginseng
The embodiment for examining attached drawing description is exemplary, and is only used for explaining the present invention, and is not construed as limiting the claims.
Those skilled in the art of the present technique are appreciated that unless expressly stated, singulative " one " used herein, " one
It is a ", " described " and "the" may also comprise plural form.It is to be further understood that is used in the specification of the present invention arranges
It refers to there are the feature, integer, step, operation, element and/or module, but it is not excluded that presence or addition to take leave " comprising "
Other one or more features, integer, step, operation, element, module and/or their group.
It should be noted that in embodiment of the present invention unless specifically defined or limited otherwise, term is " even
Connect ", " fixation " etc. shall be understood in a broad sense, may be a fixed connection, may be a detachable connection, or is integral, can be machine
Tool connects, and can also be electrical connection, can be directly connected to, can also be to be indirectly connected with by intermediary, can be two
The interaction relationship of connection or two elements inside element, unless being limited with specific.For those skilled in the art
For, the concrete meaning of above-mentioned term in embodiments of the present invention can be understood as the case may be.
Those skilled in the art of the present technique are appreciated that unless otherwise defined, all terms used herein (including technology art
Language and scientific terminology) there is meaning identical with the general understanding of the those of ordinary skill in fields of the present invention.Should also
Understand, those terms such as defined in the general dictionary, which should be understood that, to be had and the meaning in the context of the prior art
The consistent meaning of justice, and unless defined as here, will not be with idealizing or the meaning of too formal be explained.
For ease of the understanding to the embodiment of the present invention, solved below in conjunction with attached drawing is further by taking specific embodiment as an example
Explanation is released, and embodiment does not constitute the restriction to the embodiment of the present invention.
Those of ordinary skill in the art are it should be understood that attached drawing is the schematic diagram of one embodiment, the portion in attached drawing
Part or device are not necessarily implemented necessary to the present invention.
Embodiment one
As shown in Figure 1, the embodiment of the present invention one provides city rail traffic route operating service reliability calculation method,
The method includes following step：
Step 1：Simulation calculation obtains the delay train quantity n under delay stateDWith the delay time at stop of each delay train jAssuming that sharing m seat coach station, n row trains in railroad embankment；
Step 2：According to train running on scheduled time formula of reliability：(wherein λ*For delay effect system
Number), calculate train running on scheduled time reliability；According to the delay train quantity n obtained in step 1DAnd delay train is at each station
Delay time at stopThe delay time at stop of foundation running train on circuit L in T time sectionTrain is grouped according to the difference of delay time at stop, is divided into p groups, xkRepresent horizontal axis
The component number (being to be grouped train according to the difference of delay time at stop herein) that all running train kth groups in road of reaching the standard grade possess；
ykRepresent the train corresponding delay time at stop.Urban railway transit train delay is drawn according to Gini coefficient and lorenz curve
Lack of uniformity lorenz curve, as shown in Fig. 2, wherein A lines indicate that absolute equality line, B lines indicate lorenz curve.
Specifically, including：
Step 2.1：The delay time at stop of each train is run according to T time section interior lines roadAccording to ascending progress
The train of sequence, corresponding different delay time at stop is also accordingly ranked up, and obtains x1＞ x2＞ ... ＞ xp。
Step 2.1：Calculate the ratio x that kth group train number accounts for the summation of each group train quantitykAnd cumulative percentage x 'k。
Step 2.3：The calculating kth group delay time at stop accounts for the ratio Y of delay time at stop summation in each groupkWith cumulative percentage Yk′。
Step 2.4：The cumulative percentage Y of total delay time is accounted for each group delay time at stopk' it is the longitudinal axis, with train each group
Number accounts for the cumulative percentage X of each group train quantity summationk' it is horizontal axis, every group of data (X in reference axisk′,Yk') with one
Point indicates, depicts position of all valid data in reference axis within the p periods.
Step 2.5：Based on principle of least square method, matched curve Yk'=f (Xk', A), wherein
For specific parameter, the difference between the value and actual value of fitting function curve is acquired, is allowed to its quadratic sum minimum：
Step 2.6：Calculate the train running on scheduled time operating service delay effect system on Gini coefficient, that is, city rail traffic route
Number
Step 2.7：According to formulaCalculate delay effect coefficient λ*；
Step 2.8：According to formulaCalculate train running on scheduled time reliability.
Step 3：It is defeated according to the railroad embankment established based on passenger's standing room density in compartment and railroad embankment conveying capacity
Capacity Coordination degree derivation algorithm flow is sent, railroad embankment conveying capacity degrees of coordination is calculatedPassenger's standing room density in compartment
Shown in Fig. 3, the railroad embankment conveying capacity degrees of coordination derivation algorithm flow includes the following steps：
Step 3.1：It is emulated by railroad embankment, the route map of train of circuit can be obtained with train j at adjacent station
Run timeTrain j is can be calculated to get to the station siDelay time at stopUsing it as the basic data of follow-up process
It is inputted；Input train seating capacity and vehicle marshalling, the Passenger arrival rate at each station；
Step 3.2：Operation initializes.Enable i=1, j=1.
Step 3.3：Train j is calculated to get to the station siRidership of waiting, according to formula
It is calculated, and output train j gets to the station siRidership of waiting
Work as i=1, when j=1,
As i ≠ 1, j=1,
Work as i=1, when j ≠ 1,
As i ≠ 1, j ≠ 1,
Step 3.4：Train j gets to the station the Residual Loading Capacity of iIt calculates：
As i=1,
As i ≠ 1,
Step 3.5：The delay passenger flow of platform is calculated according to formula
Step 3.6：Train is calculated and is leaving station siCompartment in ridership
As i=1,
As i ≠ 1,
Step 3.7：I=i+1 goes to step 3.3 if i≤m, calculates the state at next station of train j, otherwise turns
Step 3.7.
Step 3.8：J=j+1 enables i=1 if j≤n, goes to step 3.3, continue calculate train j+1 each station load
Objective situation, otherwise transposing step 3.8.
Step 3.9：All train calculating finish, and output result includes：1) the remaining carrying that all trains get to the station
Ability, passenger flow of waiting and train leave the delay volume of the flow of passengers at station；2) all trains are in the transport power degrees of coordination at each station, meter
It calculates train transport power degrees of coordination and exports；3) the standing room density of train is calculated, and carries out ranking score grade；Algorithm terminates.
Step 4：Between each parameter is grouped into [0,1], immeasurable tempering processing is carried out, base expression is as follows：
In formula：
Xl--- the actual value of the parameter；
minXj--- the related data minimum value of train j is runed on circuit l, specifically with normalized parameter depending on.
maxXj--- the related data maximum value of train j is runed on circuit l, specifically with normalized parameter depending on.
Then parameters normalization formula concrete form is：
1) train running on scheduled time reliability has been dimensionless, and the dimensionless number between [0,1], then does not have to normalization.
2) therefore, circuit conveying capacity degrees of coordination θd lExpression formula is as follows：
3) passenger's standing room density in characterization compartment is carried out using normalization formula, normalization formula is：
Definition：It is assumed that s ＞ 0, if meeting：
1) continuously, segmentation can be led function u (x)；
If 2) x1≥x2→u(x1)≥u(x2),u′(x1)≥′u(x2)；
3) u (0.5) ＜ 0.5；
Then as s ＞ 1, claim mapping u:[0,1] → [0, s] is a gain function；
When s ∈ (0,1), claim mapping u:[0,1] → [0, s] is one and loses function；
As s=1, then claim to map u:[0,1] → [0, s] be one do not lose, not gain function.
According to gain-type Weighted Fusion model, the railroad embankment service reliability model of structure is：
Wherein, the parameter of each fusion all has respective weighted value, respectively κp,κc,κd, meet κp+κc+κd=1；Meter
Calculate the city rail traffic route operating service reliability under delay state.
Embodiment two
The embodiment of the present invention two provides a kind of city calculated under delay state by taking Beijing's Rail Transit System as an example
Rail line operating service reliability method, includes the following steps：
Step 1：It is the passenger OD data of existing data and field research based on Beijing's Ba-Tong Subway Line amount out of the station, each
The amount out of the station at a station, the rate that enters the station carry out simulation study to circuit delay situation.
(1) assumed condition：
1) using Beijing metro Ba-tong line as simulation context, simulation time T=7200s T are rush hour 7:00-9:00
Two hours.And assume that the station spacing of Ba-Tong Subway Line is 2000m.Do not consider that station spacing length factor takes railroad embankment
The influence for reliability of being engaged in.
2) in the simulation time section of T=7200s, on Ba-Tong Subway Line, it is j=that the train number being initially delayed, which occurs,
12, s AT STATION9The delay time at stop of (the doube bridge subway station of Batong Line)
3) the Type B subway train maximum load-carrying capacity of 6 section marshallings of the operation morning peak emulated is C0× 120%；
4) in emulating, the intial detention passenger flow at station is 0；
5) in the present embodiment, only consider the operation (Tu Qiao to four favour directions) of one direction circuit, Batong Line road morning peak visitor
Stream total amount is certain, and entering the station for each station waits passenger flow according to the OD data of investigation, and the passenger flow that enters the station, which uniformly enters the station, waits, and is not present
Short time large passenger flow impact condition；
6) a values according to production technology level and universal experience generally by determining[63], due to the value of nondimensionalization parameter
Section is [0,1], so the present embodiment is studied with a pre-selections 0.5, " lower limit " of parameters threshold value is constrained with 0.5.
(2) input of data：
It is as shown in table 1 the important parameter initial value table of train simulation to input get off number and Math data of each station.
Table 1
Fig. 4 is Ba-Tong Subway Line running train simulation result schematic diagram, and in Fig. 4 a) is not occur delay situation on circuit
The service chart of train, the b of Fig. 4) it is to generate the simulation run figure that the delay time at stop is the 10min i.e. subway line of 600s.
According to simulation result, can obtain the circuit train under delay state each station delay time at stop such as Fig. 5 institutes
Show, it can be seen that initial delay phenomenon, delay time at stop 600s, in medium university, height occur train j=12 for doube bridge AT STATION
Bei Dian, four favours, four Huidong stations delay time at stop be the shadow of 600s, train j=13,14,15 by initial delay train j=12
Related delay has occurred in sound, and the delay time at stop at doube bridge station is respectively 435s, 207s, 105s, and train j=13,14,15 are passing
Matchmaker university, Gaobeidian City, four favours and the delay time at stop at four Huidong stations are respectively 435s, 207s, 105s.
It selects in certain T time section, the delay time at stop of the train of initial delay or related delay will occur on circuit
As research object.Abscissa is grouped train with the delay time at stop, is the cumulative percentage of train quantity, and ordinate is to prolong
Cumulative percentage between mistaking is come out using smooth Drawing of Curve, when railroad embankment total delay in certain T time section can be obtained
Between lorenz curve such as Fig. 6, in figure, A indicates that absolute equilibrium line, B lines indicate long-range navigation thatch when the initial delay time at stop is 10min
Curve.
Step 2：It is initial to be delayed train j=12 s AT STATION9Delay time at stopDifferent condition Train number accumulative hundred
Divide more as shown in table 2 than with delay time at stop cumulative percentage：
Table 2
It will be appreciated from fig. 6 that during railroad embankment in T time section, the train sum run on circuit arranges for n=40, prolongs
Train number accidentally is nD=4 row, the train number not involved a delay are n-nD=36 row, train j=12 s AT STATION12Occur initial
Delay, and the delay time at stop of initial delay trainDelay train quantity on circuit and the train not involved a delay
Quantity difference is larger, and the delay time at stop for being delayed train is also more, and lorenz curve and absolute equality curve are farther out, card
Open-wire line is delayed unbalanced on the road, then dispatcher needs to be scheduled for a small number of delay trains, may involve other row
Vehicle so that the delay situation influence area on circuit is larger, so the circuit delay lack of uniformity in example is larger.
By the calculation formula of Fig. 6 and delay effect coefficient, delay effect coefficient can be found outTrain
J=12, AT STATION s9Initially delay, initial delay time at stop are for generationIn the case of delay effect coefficient, circuit fortune
The result of calculation for seeking Service Reliability, see the table below 3.
Table 3
Step 3：It is train Residual Loading Capacity data after involving a delay and involving a delay to be exported in Fig. 7, horizontal axis table
Show that train, the longitudinal axis indicate train Residual Loading Capacity.Wherein (a) is after not involving a delay phenomenon, delay generation, after train arrival
Residual Loading Capacity simulation result；(b) Residual Loading Capacity at four Huidong stations is reached for train after the phenomenon that involves a delay.
Coordinate derivation algorithm flow according to circuit conveying capacity, by emulating obtained data, and combines the circuit calculated
Run conveying capacity degrees of coordination, obtained train j s AT STATIONiTransport power degrees of coordination it is as shown in Figure 8.
It is calculated according to formula, the transport power degrees of coordination of n row trains can be obtained, wherein not occurring using lower curve as circuit
The average transport power degrees of coordination of train j after delay phenomenon and the phenomenon that involves a delayAs shown in Figure 9, wherein vertex circle mark
The broken line of note is the transport power degrees of coordination of train when not involving a delay on circuit, and it is to be sent out on circuit that the broken line of label is spent in vertex with star
The transport power degrees of coordination of train when raw delay.
It can get to the station standing room density of the passenger in compartment before i in the hope of train j can be obtained according to formula, such as Figure 10
It is shown, described in the train j=12 that runs on circuit, 13,14,15 involve a delay phenomenon when, train j gets to the station siBefore multiply
Standing room density of the visitor in compartment.
Step 4：According to calculating railroad embankment Service Reliability, circuit is not involved a delay and occurred herein
The railroad embankment service reliability of delay phenomenon is calculated, and is compared and analyzed with each result of calculation.
Parameter determination is as follows：
(1) parameter setting
1)Parameters are put on an equal footing herein, it is believed that the significance level of parameters is heavy on an equal basis
It wants；
2) numerical value of parameter, related with the size of s values is determined, if s is larger, the value range being worth is just
It can become larger, the increase Long-term change trend that index value is calculated is also bigger.S=2 is assumed herein, i.e.,
(2) k values are determined
By s=1, u (x)=x and u (x)=2xkIt compares and analyzes.It is found that as s ＞ 1, there are intersection point (a, a), this
Wen Zhongwei, which ensures that three parameter indexes can keep in balance, to be treated, then a takes 0.5, then k values are calculated for 2.
(3) the railroad embankment Service Reliability according to the phenomenon that involves a delay on formula calculating circuit is：
The railroad embankment Service Reliability of the embodiment of the present invention two is 0.7326, while train is recognized in interpretation of result
Positive point reliability is 0.9006, and standing room density ensures in 8 people/m2Hereinafter, the comfort of passenger in the line is not especially high,
Can experience it is crowded, so it is found that the morning peak traffic-operating period of Batong Line is under train delays state, there are delay passenger flow,
And partly trip passenger may feel that crowded that railroad embankment service level, railroad embankment service reliability are to be improved.
In conclusion the embodiment of the present invention is assisted by visual angle from the visual angle of train operation, passenger and train and passenger
The visual angle of tune considers railroad embankment situation, constructs a kind of municipal rail train operating line service reliability computational methods, comprehensive
The index of passenger's standing room density and circuit conveying capacity degrees of coordination in the positive point reliability of consideration railroad embankment, compartment, according to each
Corresponding weight is determined from the influence to railroad embankment service reliability, and the gain-type weighting of " rewarding the good and punishing the bad " feature is utilized to melt
Conjunction method, to realize the comprehensive evaluation of railroad embankment service reliability, the method meets urban track traffic operation clothes
The characteristics of business reliability evaluation, and according to the principle of " rewarding the good and punishing the bad ", establish the railroad embankment with " rewarding the good and punishing the bad " function
Service reliability model is avoided due to the average principle of conventional linear Weighted Fusion method.
As seen through the above description of the embodiments, those skilled in the art can be understood that the present invention can
It is realized by the mode of software plus required general hardware platform.Based on this understanding, technical scheme of the present invention essence
On in other words the part that contributes to existing technology can be expressed in the form of software products, the computer software product
It can be stored in a storage medium, such as ROM/RAM, magnetic disc, CD, including some instructions are used so that a computer equipment
(can be personal computer, server either network equipment etc.) executes the certain of each embodiment of the present invention or embodiment
Method described in part.
The foregoing is only a preferred embodiment of the present invention, but scope of protection of the present invention is not limited thereto,
Any one skilled in the art in the technical scope disclosed by the present invention, the change or replacement that can be readily occurred in,
It should be covered by the protection scope of the present invention.Therefore, protection scope of the present invention should be with scope of the claims
Subject to.
Claims (5)
1. a kind of city rail traffic route operating service reliability calculation method, which is characterized in that including following process step：
Step S110：According to train operation emulation and route map of train, determines the delay train quantity under delay state and respectively prolong
Misrepresent the delay time at stop of vehicle；
Step S120：According to the delay train quantity and delay time at stop, train running on scheduled time reliability is calculated；
Step S130：According to the delay time at stop, railroad embankment conveying capacity degrees of coordination solving model is determined, calculate railroad embankment
The standing room density of conveying capacity degrees of coordination and passenger in train；
Step S140：According to gain-type Weighted Fusion model, assisted in conjunction with the positive point reliability, the railroad embankment conveying capacity
Scheduling and the standing room density build operating service reliability model, calculate operating service reliability.
2. city rail traffic route operating service reliability calculation method according to claim 1, which is characterized in that institute
State the delay that delay train quantity and each delay train under delay state are determined according to train operation emulation and route map of train
Time includes：
Moving law based on train and delay propagation characteristic, obtain delay train quantity n of the circuit under delay stateDWith it is each
It is delayed the delay time at stop of the i AT STATION of train j
3. city rail traffic route operating service reliability calculation method according to claim 2, which is characterized in that institute
It states according to the delay train quantity and delay time at stop, calculating train running on scheduled time reliability includes：
Delay time at stop according to train running train on circuit L in T time sectionAccording to prolonging
Difference between mistaking is grouped train, is divided into p groups, xkRepresent the train number that kth group running train possesses, ykIt represents
The kth group train corresponding delay time at stop；
The delay time at stop of each train is run according to T time section interior lines roadIt is ranked up according to ascending, it is corresponding different
The train of delay time at stop is also accordingly ranked up, and obtains x1＞ x2＞ ... ＞ xp；
Calculate the ratio x that kth group train number accounts for the summation of each group train quantitykAnd cumulative percentage xk′；
The calculating kth group delay time at stop accounts for the ratio Y of delay time at stop summation in each groupkWith cumulative percentage Yk′；
The cumulative percentage Y of total delay time is accounted for each group delay time at stopk' it is the longitudinal axis, each group train is accounted for the number of train each group
The cumulative percentage X of quantity summationk' it is horizontal axis, every group of data (X in reference axisk′,Yk') indicated with a point, it depicts
Position of all valid data in reference axis in the p periods；
Based on principle of least square method, matched curve Yk'=f (Xk', A), wherein A indicates fitting parameter, acquires fitting function song
Difference between the value and actual value of line is allowed to its quadratic sum minimum：
It is theoretical with lorenz curve according to Gini coefficient, calculate delay effect coefficient λ*；
According to formulaCalculate train running on scheduled time reliability.
4. city rail traffic route operating service reliability calculation method according to claim 3, which is characterized in that institute
It states according to the delay time at stop, determines railroad embankment conveying capacity degrees of coordination solving model, calculate railroad embankment conveying capacity association
Scheduling and standing room density of the passenger in train include：
Step S131：In conjunction with train seating capacity and vehicle marshalling and the Passenger arrival rate at station, iterative calculation train j reaches vehicle
Stand siRidership of waiting
Wherein, wherein tFIndicate the departure interval,Indicate the delay volume of the flow of passengers of train j-1 i AT STATION；
Step S132：Train j gets to the station the Residual Loading Capacity of iIt calculates：
As i=1,
As i ≠ 1,
Wherein, C0The specified passenger carrying capacity for indicating train, can be quantified with train seating capacity and the product of vehicle marshalling；It indicates
Train j get to the station i the passenger that gets off quantity；
Step S133：The delay passenger flow of train j in-track platforms i is calculated according to formula
Train j is calculated and leaves station siWhen compartment in ridership
As i=1,
As i ≠ 1,
I=i+1, if i≤m, otherwise the state that return to step S131 calculating calculating train j reaches next station enables j=j+
1, if j≤n, enable i=1, go to step S131 continue to calculate train j+1 each station carrying situation, until all train meters
It finishes, obtains the Residual Loading Capacity, the delay passenger flow and train that all trains get to the station and leave station
It is detained the volume of the flow of passengers；It calculates the transport power degrees of coordination and the standing room density is：
Wherein：Indicate that train j leaves station siCompartment in standing room density,Indicate that train j leaves station siPreceding compartment
Interior passengers quantity；CyIndicate passenger's standing room area in compartment.
5. city rail traffic route operating service reliability calculation method according to claim 4, which is characterized in that institute
It states according to gain-type Weighted Fusion model, in conjunction with the positive point reliability, the railroad embankment conveying capacity degrees of coordination and described
Standing room density builds operating service reliability model, calculates operating service reliability and includes：
By the railroad embankment conveying capacity degrees of coordinationWith the standing room densityNondimensionalization is carried out to handle：
According to gain-type Weighted Fusion model, by the positive point reliability, nondimensionalization treated railroad embankment conveying capacity
As structure parameter, the railroad embankment service reliability model of structure is for degrees of coordination and standing room density：
Wherein, κp,κc,κdIndicate that the positive point reliability, the railroad embankment conveying capacity degrees of coordination and the standing room are close respectively
The weighted value of degree, meets κp+κc+κd=1, as s ＞ 1, u (x) is gain function, and when s ∈ (0,1), u (x) is to lose letter
Number, as s=1, u (x) be do not lose, not gain function.
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