CN106779190B

CN106779190B - Urban rail transit passenger travel path suggestion method and system

Info

Publication number: CN106779190B
Application number: CN201611096579.1A
Authority: CN
Inventors: 叶智锐; 陈明华; 王超; 王梦迪
Original assignee: Southeast University
Current assignee: Southeast University
Priority date: 2016-12-02
Filing date: 2016-12-02
Publication date: 2020-03-31
Anticipated expiration: 2036-12-02
Also published as: CN106779190A

Abstract

The invention discloses a method and a system for suggesting a passenger travel path in urban rail transit. The method has a suggestion effect on the travel of the passengers in urban rail transit, and can help the passengers to select the optimal path or the suboptimal path for travel in the rail transit. The method selects the shortest path according to the generalized cost of the interval and the station, uses the analog software to establish a passenger flow distribution model to achieve the overall control of the passenger flow of the urban rail transit system, and judges whether the passenger travels to use the shortest path or the secondary short path according to whether the congestion degree of the line where the shortest path is located and the station reaches a threshold value. By implementing the method and the system, the traveling efficiency of passengers in urban rail transit can be improved, and crowded road sections and nodes in a rail transit network can be judged so as to measure the performance of the rail transit network.

Description

Urban rail transit passenger travel path suggestion method and system

Technical Field

The invention belongs to the field of intelligent transportation, and particularly relates to a method and a system for suggesting a passenger travel path in urban rail transit.

Background

Along with the continuous perfection of urban rail transit infrastructure, urban rail transit is increasingly networked, and urban rail transit becomes an important component of large-scale urban public transport. Because rail transit forms the networking scale, a plurality of paths are available for selection when passengers travel, and the research on the urban rail transit passenger travel path selection mode under the multi-path condition and the passenger flow distribution on the basis of the urban rail transit passenger travel path selection mode has important theoretical value and practical significance.

When the passenger flow distribution of the rail transit system is analyzed, the information of a transfer station selected by a passenger and specific travel route information are included, and the current rail transit system generally uses a seamless transfer mode at the transfer station in order to facilitate the passenger to travel, so that the passenger can directly transfer to other routes for continuous travel without going out of the station. Due to the adoption of the operation mode, the transfer passenger flow cannot be effectively counted, and only the starting and ending stations of the transfer passenger flow can be obtained, so that the problem that the passenger flow distribution and the line passenger flow volume of the rail transit system are difficult to count is solved. Such problems can be effectively solved using the inventive model.

Disclosure of Invention

The purpose of the invention is as follows: the method for suggesting the travel path of the urban rail transit passenger is provided, the problem of selection of the travel path of the passenger in the prior art is solved, the travel efficiency of the passenger is improved, and the passenger flow of an urban rail transit system is reasonably distributed. A further object is to provide a passenger travel path suggestion system for urban rail transit.

The technical scheme is as follows: a method for suggesting travel paths of passengers in urban rail transit comprises the following steps:

step 1: passengers enter the station and select the information of leaving the station, and the information of entering and leaving the station of the passengers is counted into the system;

step 2: calculating generalized cost of an urban rail transit network interval and a station, and solving a shortest path between an entrance and an exit as one of choices of a passenger travel path according to the generalized cost as a road section weight;

and step 3: utilizing analog software to establish an urban rail transit passenger flow distribution model, reflecting travel information of all passengers in a rail system, judging whether the congestion degree of a station in the shortest path searched in the step 2 reaches a threshold value of the congestion degree or not according to the model, if not, printing the shortest path travel ticket searched in the step 2 by the system, and finishing the path distribution of the passenger; otherwise, turning to the step 4;

and 4, step 4: searching a secondary short path between an incoming station and an outgoing station according to the generalized cost of the urban rail transit network interval and the station, and selecting the secondary short path as a passenger travel path;

and 5: the system prints a travel receipt containing the information of the secondary short path between the station and the station, and the path distribution of the passenger is finished;

step 6: and (5) the passenger suggests the ticket to go out according to the traveling path printed by the system, and the process is finished.

The step 2 further comprises the following steps:

step 21: the method comprises the following steps that the factors influencing passenger path selection by the urban rail transit network comprise vehicle-mounted time, waiting time and walking time, and a generalized cost function is established by analyzing the influence of three generalized cost influencing factors on passenger path selection;

step 22: calculating travel time according to the generalized cost influencing factors described in step 21, the travel time being a weighted function f (t) with respect to vehicle-mounted time, waiting time and walking time:

f(t)＝(t₁,t₂,t₃)，

wherein, t₁Time on board, t₂For waiting time, t₃The walking time is t, and the sum of the travel time is t;

step 23: calculating the vehicle-mounted time t according to the generalized cost influence factors in the step 21 and the step 22₁The system consists of vehicle running time and vehicle stop time:

wherein, t_aFor the running time of the vehicle, p_aFor the stop time of the vehicle, the vehicle running time t_aIn the running process of urban rail transit, the running time of the vehicles between stations is referred to, and the running time of the vehicles is equal to the length l between the running stations_aAnd vehicle running speed v_aThe ratio of (A) to (B); the stop time of the vehicle in the system is constant c, i.e. the stop time p of the vehicle_a＝c；

Step 24: calculating the waiting time t according to the generalized cost influencing factors of the step 21 and the step 22₂Waiting time t₂By waiting for ticket purchase and arrangingThe queue waiting time can be divided into the consumed time of entering the station and queuing and the waiting time of getting on the bus and queuing before entering the station;

the waiting time for ticket purchase and the waiting time in queuing at the entrance are mainly caused by the arrangement of entrance gate ports and the time of passengers staying during ticket purchase and ticket checking:

wherein, w₁Waiting time for ticket purchase and queuing time for station entry with constant m, w₂Waiting for the time of the train after the passengers enter the station, wherein the time depends on the departure time interval of the line, and the average waiting time for the passengers to enter the station and wait for the train is half of the departure time interval h;

step 25: calculating walking time t from the generalized cost influencing factors of step 21 and step 22₃The station-entering and station-exiting walking time is formed from station-entering and station-exiting walking time and transfer walking time, the station-entering and station-exiting walking time is the sum of time consumed by passenger when entering station and passing through a series of walks to station and time consumed by passenger when arriving at destination station and passing through a series of walks to station exit, the station-entering and station-exiting time is related to the layout design of station, and the station-entering and station-exiting time is wt₁The station entrance and exit time is recorded as a constant n; the transfer walking time is the time spent by passengers on the transfer passage when the passengers transfer, the transfer walking time is mainly related to the distance of the transfer passage, the transfer walking time can be obtained by comparing the distance of the transfer passage with the average walking speed of the passengers, and the transfer walking time is defined as wt₂The transfer path length is s, v_{Human being}At 1m/s, giving:

thereby obtaining the walking time t₃：

t₃＝wt₁+wt₂＝n+s；

Step 26: establishing a generalized cost function according to the generalized cost influencing factors in the steps 22, 23, 24 and 25, and further comprising the following steps:

definitions β₁、β₂And β₃Is a weighted factor of on-board time, waiting time, and walking time, β₁，β₂，β _3≥1, the path generalized cost function F thus obtained, taking into account the weighting factors, is:

F＝β₁t₁+β₂t₂+β₃t₃，

the generalized cost function F of the path obtained by the expansion is:

in the formula β₁，β₂，β₃Weighting factors for on-board time, waiting time and walking time, respectively,/_aFor the length of the start-stop operating interval, v_aThe average running speed of the train is calculated, h is the departure time interval of the train, c is the sum of stop time, m is the ticket purchasing queuing arrival time, n is the total arrival and departure time, and s is the length of a transfer passage;

step 27: and selecting the shortest path with the generalized cost as the weight, searching the shortest path with the generalized cost as the weight of the road section and the node by using a Dijkstra shortest path algorithm, and taking the searched shortest path as one of the paths selected by the system.

Said step 27 further comprises:

step 271: dividing all stations of a rail transit network into two parts: a station set P with a known shortest path; the station set Q with the unknown shortest path only has an initial station in the station set P with the known shortest path under the initial condition; defining a book [ i ] array for recording which stations are in the set P, wherein for the station i, the book [ i ] is 1 to indicate that the station i is in the set P, and the book [ i ] is 0 to indicate that the station i is in the set Q; the one-dimensional array dis is used for storing the routes from the starting station to other stations;

step 272: setting the shortest path from the starting station a to the station as 0, namely setting dis as 0, if the starting station has a station i which can be directly reached, setting dis [ i ] as e [ a ] [ i ], and simultaneously setting the shortest paths of other stations which cannot be directly reached by the starting station as ∞;

step 273: selecting a station u closest to the starting station a from all stations in the set Q to be added into the set P, namely adding the station u with the minimum dis [ u ] into the set P; checking all road sections with a station u as a starting point, performing relaxation operation on each road section, if a road section from u to any station v exists, expanding a path from a to v by adding the road section uv to the tail part, wherein the length of the path is dis [ u ] + e [ u ] [ v ], and if the obtained value is smaller than the value of the currently known dis [ v ], replacing the value in the current dis [ v ] with a solved value;

step 274: and repeating the step 273 until no station element exists in the set Q, finishing the algorithm, and finally setting the value in the dis [ ] array as the shortest path from the starting station to all other stations.

The step 3 is further as follows:

the functional modules mainly used in the model are as follows:

a Source module: the source module can generate entities such as trains and passengers and the like by using the source module, which are starting nodes based on discrete event modeling and are source points of the rail transit network. The manner in which the train and passengers are generated may be by defining an arrival probability function and generating according to a schedule, or according to a certain uniform arrival rate.

A Delay module: and the delay module is used for mainly assuming that a passenger runs or a train runs process simulation, and the time of the passenger-cargo train delayed in the delay module is the time of the passenger on a running road section and the train on a traffic road section. The resulting forced delay behavior expresses the time of travel in the interval and the time of stop at the station. The delay time may be defined as a constant, may be defined by a system generated random number, or may be obtained by defining the length of the road section and the running speed or the ratio of the train running speeds.

A Hold module: the control module is used for controlling the passage of passengers or trains at a specified position, and is mainly used for controlling the flow control in a ticketing link and a queuing and entering link. The use of the control module can be roughly seen as an artificial model block formed in the network, causing a break in passenger flow, and can be used to simulate the situation of flow control in practical applications.

SelectOutput module: the selecting branch module can be used for simulating the situations that selection needs to be made under the different situations, such as the selection of continuing the travel or the selection of leaving the station after the station is reached; after arriving at a transfer station, the user can select to travel along the local line or to go out of the station or select to travel along the transfer line. The above choices can be used to simulate the real situation by defining the probability of the choice branch, and lead the passenger to different processes. The Selectoutput control has two ports, and the false end is the end of the Selectoutput control which is not assigned; the true end is the end of the value assignment in the selectoutput control.

A Sink module: the sink module is typically used to simulate the termination nodes of the network graph. The module can be used to finish travel on behalf of passengers leaving the station and can also be used to indicate that the train stops at the terminal station.

Connector: the connector is used for representing the relation of two related modules, the connector has a starting point and a tail point, and the connector can be used for representing the paths of passengers and trains in the model.

Statehart state diagram entry point: the state diagram entry point approximates the source module in the standard library and is used to define the starting point of the flowchart and the steps for initializing the seat flowchart.

State: the states are a description of the extent to which the flow diagram is presented, and the model uses the states to construct the states for departure time intervals and train stop times.

Transition: the transition is mainly used for describing the situation change between two states, and the model establishes three transitions to define three times.

Step 31: an urban rail transit passenger flow distribution model is established by using analog software to reflect travel information of all passengers in a rail system, and the passenger flow distribution model is divided into a rail system line model and a vehicle door control model;

step 32: the track system line model part model simulates a static track traffic network and comprises four parts, namely a station, a train, a running line, a line transfer and a selection support model;

station: passengers experience ticket queuing and walk from ticket office to platform two delays when entering the station, the model simulates two delays by using a delay module, source controls are EnterL1_1, EnterL1_2, EnterL1_3, EnterL1_4, EnterL2_1 and EnterL2_2 to generate passengers, the passengers arrive at the station via delay controls of StninL1_1, StninL1_2, StninL1_3, StninL1_4, StninL1_1 and StninL1_2 to generate a ticket purchasing time delay, then the passengers arrive at the station via the ticket office to walk time delay, 1_1, 1_2, StninL 72 _3, 1_4, 1_1 and 1_2 represent, StninL 72 _1, Tcl 1_ 72, Tctrl 1_ 72 and Tctrl 1_ 72 represents a train flow, a passenger waiting for arriving at a station control of a train, a first passenger hold 1, a Tcl 1_1, a Tcl 1 and a Tcl 1_ 1-Tcl 1-Tcl flow represents a train flow; passengers experience two events of walking from the platform to the exit of the platform and leaving the system when leaving the platform, delay controls StnExitL1_1, StnExitL1_2, StnExitL1_3, StnExitL1_4, StnExitL2_1 and StnExitL2_2 are used for indicating the delay of passengers walking from the platform to the exit, and finally passengers leave the system through sink modules ExitL1_2, ExitL1_3, ExitL1_4, ExitL1_5, ExitL2_2 and ExitL2_ 3;

the selection of the passenger to continue traveling or exit after arriving at the station is represented by selection modules L1_2, L1_3, L1_4 and L2_2 in combination with the passenger travel demand;

train and operation line: a delay module is used for representing time delay of a train on a line, two lines are established by a model example, a line 1 has 5 stations and 4 inter-station intervals, a line 2 has 3 stations and 2 inter-station intervals, and the two lines are transferred through a crossed station;

the line 1 uses 4 delay modules, namely, TripL1_1, TripL1_2, TripL1_3 and TripL1_4 to represent four inter-station intervals, and every two delay modules are connected through a selected branch module L1_2, L1_3 and L1_ 4; the line 2 uses 2 delay modules, namely, TripL2_1 and TripL2_2 to represent two inter-station intervals, and the two delay modules are connected through a selectoutput selection branch module L2_ 2; the selectoutput selection branch is used for enabling passengers to select to continue traveling, exit or transfer after arriving at a station;

line transfer: in the model, a station 3 of a line 1 and a station 2 of a line 2 are actually the same station, and the transfer station is divided into two parts for analysis in order to describe transfer behaviors conveniently; firstly, establishing two stations, and forming a transfer station by the two stations; in the model, a transfer behavior between two lines is described through a selectoutput selection branch module, namely InterCFromL1_ L2 and InterCFromL2_ L1, after a transfer station is established, the two stations are connected with the parts of the transfer station, which are positioned on the two lines, through a connector, namely a transfer outlet of one station is connected to a station entrance walking channel of the transfer station, and the transfer behavior is realized by connecting a false end of the selectoutput selection branch module, namely InterCFromL1_ L2 to a walking entrance delay PfL2_2 of the line 2 and connecting a false end of the selectoutput selection branch module, namely CFromL2_ L1 to a walking entrance delay PfL1_3 of the line 1; the false end is the end of the selectoutput control which is not assigned;

selecting branches: the selectoutput module represents the behavior of the passenger for making a selection under the condition that the passenger has a selection, the selection probability of the selection branch is defined by assigning a value to the selection branch, and if the selection branch probability is defined to be 0.9, the selectoutput module represents that the selection probability of the true end of the selectoutput control is 0.9 and the selection probability of the false end is 0.1; the true end is the end assigned in the selectoutput control;

the method comprises the steps that a selection branch in a model is used at two places, namely a selection branch model passing through a station, one is a selection branch model of a transfer station, passengers can select to continue traveling or get out of the station after arriving at the station through the selection branch models L1_2, L1_3 and L1_4 of the station, two selection branch controls of the transfer station are arranged, one is whether to continue traveling along the line or not through the selection branch L1_3 and L2_2, and assignment is carried out on the selection branch controls, namely the probability that the passengers continue traveling along the line; one is to select transfer or outbound through a selection branch InterCFromL1_ L2 and InterCFromL2_ L1, and assign a value to a selection branch controller, namely the probability of an outbound passenger;

step 33: according to the step 31, the urban rail transit passenger flow distribution model is established in the step 32, a rail system line model part simulates a static rail transit network, and a complete rail system line model is established by integrating the four parts in the step 32;

step 34: establishing an urban rail transit passenger flow distribution model according to the step 31, establishing a train control model of a station by a vehicle door control system model part, simulating the operation of a train by controlling the opening and closing of a vehicle door, and establishing a flow chart about time by using a flow chart mode for simulating the operation of the train by controlling the opening and closing of the vehicle door, wherein the flow chart comprises state initialization cPfL1_1, cPfL1_2, cPfL1_3, cPfL1_4, cPfL2_1 and cPfL2_2, departure time of the train, departure time interval of the train and door opening time of the vehicle door;

the interval is divided into two types, wherein one type is an initial ending interval, the other type is a passing interval, the departure time is defined as time 0 at an initial station, and the train at a terminal station has no departure time after the train arrives, so the initial ending interval door control model does not need to set the departure time of the train, the initial ending interval should consider the departure time interval of the train and the door opening time of the door to simulate the running of the train, the change of the state is defined by using the transition in the model, and two transitions are set, wherein one transition is cWaitTraine L1_1, cWaitTraine L2_1 and cWaitTraine L2_2 is used for setting the departure time interval of the door which is opened twice, namely the train departure time interval; the other transitions cReleaseL1_1, cReleaseL2_1 and cReleaseL2_2 are used for setting the opening time of the door, namely the stop time of the train; for the passing section, the departure time of the train is defined firstly, and the passing section is realized by transition InitL1_2, InitL1_3 and InitL1_ 4; two transitions similar to the starting and ending interval are arranged behind the train, wherein one transition is cWaitTraineL 1_2, cWaitTraineL 1_3 and cWaitTraineL 1_4 and is used for setting the time interval of two times of opening of a train door, namely the departure time interval of the train; the other transition cReleaseL1_2, cReleaseL1_3 and cReleaseL1_4 is used for setting the opening time of the door, namely the stop time of the train, and the two types of door control models form a system door control model;

step 35: establishing an urban rail transit passenger flow distribution model, and judging whether the congestion degree of the station in the shortest path searched in the step 2 reaches a threshold value of the congestion degree according to the model, wherein the step specifically comprises the following steps:

the congestion degree threshold is set to be 80% of the highest accumulated number of people in the station, when the number of people arriving at the station does not reach 80% of the highest accumulated number of people in the station, the system selects the shortest path searched in the step 2 as the travel path of the passenger and prints the shortest path, and when the number of people arriving at the station reaches 80%, the system selects a new path to be provided for the passenger to travel and transfers the new path to the next step in order to prevent the number of people in the station from further accumulating to influence the travel efficiency of the passenger.

The step 4 further comprises the following steps:

step 41: searching a rail transit network according to the rail transit generalized cost constructed in the steps 21, 22, 23, 24, 25 and 26 as the weight of the section and the station;

step 42: and selecting generalized cost as a secondary short path of the interval and station weight, searching the secondary short path by using a k-bar gradual short search algorithm based on a Dijkstra shortest path algorithm, and taking the searched secondary short path as one of the paths selected by the system.

Said step 42 further comprises:

step 421: randomly selecting one side from the shortest path of the network to delete the side, and then using a shortest path algorithm to supplement the spare part of the road section with other road sections to find out a temporary shortest path;

step 422: the operation of step 421 is repeated until all the road segments in the shortest path are deleted and an alternative road segment is found, at which time all the found temporary shortest paths are compared, wherein the shortest path is the next shortest path.

The step 5 is further as follows:

the system selects the secondary short path searched in step 4 as the travel path of the passenger and prints it.

The utility model provides an urban rail transit passenger trip route suggestion system which characterized in that includes: the passenger travel path adviser is arranged at the station entering position of the rail transit station and used for acquiring station entering and exiting information of passengers entering the rail transit system; searching a shortest path related to generalized cost between an incoming station and an outgoing station according to the generalized cost function; comparing station real-time number data in an urban rail transit passenger flow distribution model established by using analog, and if the number of the station people passing through the searched shortest path does not reach the highest accumulated number threshold value of the station, printing a shortest path travel ticket by a recommender, and recommending the travel by passengers according to the ticket; otherwise, the recommender searches a secondary short path related to the generalized cost between the station and the station again according to the generalized cost function, after the search is completed, the recommender prints a secondary short path travel ticket, the passenger is recommended to travel according to the ticket, and the path distribution of the passenger is finished.

Has the advantages that: the invention researches an urban rail transit passenger travel path selection mode under the multi-path condition and passenger flow distribution on the basis of the urban rail transit passenger travel path selection mode. The method provides suggestions for the travel routes of the urban rail transit passengers, so that the passengers can more conveniently and quickly take the urban rail transit passengers, the travel efficiency of the passengers is improved, and the passenger flow of the urban rail transit is reasonably distributed. In the invention, from the viewpoint of reducing the travel time of passengers and optimizing the travel path of the passengers, the analog software is adopted to establish a simulation model of a track system to assist decision making, and the competitiveness of urban rail transit is improved.

Drawings

FIG. 1 is a flow chart of the present invention.

Fig. 2 is a track system line model.

Fig. 3 is an example wiring diagram.

Fig. 4 is a door control model.

Detailed Description

The method for suggesting the travel path of the urban rail transit passenger is described by combining with the figure 1, and comprises the following steps:

and 5: the system prints the secondary short path travel receipt searched in the step 4, and the path distribution of the passenger is finished;

In a further embodiment, the passenger arrives at the station and selects the outbound information in step 1 to use a passenger travel path advisor, which functions as follows:

when a passenger enters the station, selecting a station which wants to get off the vehicle, and searching the shortest path and the secondary short path by the passenger travel path adviser according to the generalized cost function in the

steps

2, 3 and 4; the advisor records the number of passengers entering the station and the number of passengers on the way of traveling, selects the shortest path or the second shortest path as the advised path of the passenger traveling according to whether the number of the passengers in the station in the track system reaches the threshold value, and prints the advised path receipt of the passenger traveling through the adviser of the passenger traveling path for the passenger traveling.

In a further embodiment, the generalized cost calculation and the search for the shortest path about the generalized cost for the track traffic network sections and stations mentioned in step 2 comprises the following steps:

step 21: the urban rail transit network mainly has the following factors that 1 and vehicle-mounted time influence the passenger to select the path; 2. waiting time; 3. walking time. A generalized cost function is established by analyzing the influence of three factors on passenger path selection.

Step 22: defining the sum of travel time as t and vehicle-mounted time as t₁The waiting time is t₂Walk time t₃(ii) a Travel time is a weighted function f (t) with respect to on-board time, waiting time, and walking time:

f(t)＝(t₁,t₂,t₃)

step 23: generalized cost on-board time t₁Is composed of vehicle running time and vehicle stop time, and the vehicle running time is defined as t_aThe stop time of the vehicle is p_a. The vehicle running time refers to the running time of the vehicle between stations in the running process of the urban rail transit, namely the vehicle running time t_aEqual to the length l between operating stations_aAnd vehicle running speed v_aThe ratio of (A) to (B); the stop time of the vehicle in the system is constant c, i.e. the stop time p of the vehicle_aC. Two sums of the onboard time can be obtained, namely:

step 24: latency t of generalized cost₂The ticket purchasing waiting time and the queuing waiting time. The queuing waiting time can be divided into the consumed time of the inbound queuing and the waiting time of the inbound queuing before getting on the bus.

The waiting time for ticket purchase and the waiting time in queuing at entrance are mainly due to the arrangement of entrance gate and the time generated by the retention of passengers in ticket purchase and check, and the waiting time for ticket purchase and the queuing time at entrance are defined as w₁And the time is a constant m; time w for waiting train after passenger arriving at station₂Mainly depends on the departure time interval of the line, the average waiting time of passengers entering the station for waiting is half of the departure time interval, and the departure time interval is defined as h. The latency can be found to be a sum of two terms, namely:

step 25: walking time t of generalized cost₃By walking time on entering or leaving station and transferThe walking time is constructed. The walking time of the station entering and exiting is the sum of the time consumed by passengers walking to the platform from a certain entrance of the station after a series of walks and the time consumed by passengers getting off the station and walking to a certain exit of the station after the passengers arrive at the destination station. The time of entering and leaving station is related to the layout design of station, and the time of entering and leaving station is defined as wt₁Setting the station entering and exiting time as a specified constant n; the transfer walking time is the time spent on the transfer passage when passengers transfer, and the transfer walking time is mainly related to the distance of the transfer passage. The transfer walking time can be obtained by comparing the transfer passage distance with the average walking speed of passengers, and is defined as wt₂The length of the transfer passage is s, and the length of the transfer passage is determined by a station technical manual. The walking speed of a person is about 1.3-1.5m/s in a normal condition, and the average walking speed v of passengers is assumed to be equal to the average walking speed v of the passengers during transfer in consideration of the influence of crowds on the walking speed during transfer_{Human being}1m/s, then:

obtaining the walking time t₃Are two sums, namely:

t₃＝wt₁+wt₂＝n+s

step 26, establishing a generalized cost function, defining β₁、β₂、、β₃Weighted factors for vehicle time, wait time, and walk time, and assume β₁，β₂，β _3≥1. The path generalized cost function F, which takes the weighting factors into account, is thus obtained as:

F＝β₁t₁+β₂t₂+β₃t₃

the generalized cost function F of the path obtained by the expansion is:

in the formula β₁，β₂，β₃Respectively vehicle-mounted time, waiting time and walking timeThe weighting factor of (1);

l_athe length of the start and stop point operation interval;

v_aaverage running speed of the train;

h train departure time interval;

c total station stop time;

m ticket buying queue entry time;

n total time of station entrance and exit;

s is converted to the channel length.

In still further embodiments, step 27 is further:

step 271: dividing all stations of a rail transit network into two parts: 1. a station set P with a known shortest path; 2. station set Q for which the shortest path is unknown. Under the initial condition, only the starting station exists in the station set P with the known shortest path. A book [ i ] array is defined for recording which stations are in the set P. Specifically, for a certain station i, a book [ i ] of 1 indicates that station i is in the set P, and a book [ i ] of 0 indicates that station i is in the set Q. The one-dimensional array dis is used for storing the distance from the starting station to each of the rest stations.

Step 272: let the shortest path from the starting station a to itself be 0, that is, dis ═ 0. If there is a station i directly reachable at the starting station, dis [ i ] is set as e [ a ] [ i ]. And simultaneously setting the shortest paths of other stations which cannot be directly reached by the initial station to be ∞.

Step 273: and selecting a station u closest to the starting station s (namely the station u with the smallest dis [ u ]) from all stations in the set Q to be added into the set P. And all the sections starting from the station u are checked, and the slacking operation is performed for each section. If there is a road section from u to any station v, a path from a to v can be extended by adding the road section uv to the tail, and the length of the path is dis [ u ] + e [ u ] [ v ]. If the found value is smaller than the value of dis [ v ] known so far, the value in dis [ v ] at present may be replaced by the solved value.

Step 274: step 273 is repeatedly executed until no station element exists in the set Q, and the algorithm is ended. The value in the final dis [ ] array is the shortest path from the starting station to all other stations.

In a further embodiment, the step 3 of establishing an urban rail transit passenger flow distribution model by using analog software, and determining whether the congestion degree of the station in the shortest path searched in the step 2 reaches the threshold of the congestion degree by using the model comprises the following steps:

the functional modules mainly used in the model are as follows:

Step 31: and (3) establishing an urban rail transit passenger flow distribution model by using analog software, and reflecting the travel information of all passengers in the rail system. The passenger flow distribution model is divided into two parts: 1. a track system line model; 2. a vehicle door control model.

Step 32: and (3) establishing an urban rail transit passenger flow distribution model, wherein a rail system line model part model simulates a static rail transit network. The method comprises four parts of a station, a train, a running line, line transfer and selection of a model.

Station: when passengers get on the station, the passengers experience ticket selling queuing and two delays of walking from the ticket selling place to the platform. The model uses a delay module to simulate two delays. As shown in fig. 2, the source controls EnterL1_1, EnterL1_2, EnterL1_3, EnterL1_4, EnterL2_1 and EnterL2_2 generate passengers, and the passengers arrive at the station and generate ticket buying time delays through the delay controls stinl 1_1, stinl 1_2, stinl 1_3, stinl 1_4, stinl 2_1 and stinl 2_2, and then walk to the station through the ticket vending station, which are represented by PfL1_1, PfL1_2, PfL1_3, PfL1_4, PfL2_1 and PfL2_ 2. In the figure, hold controls cStnnin L1_1, cStnnin L1_2, cStnnin L1_3, cStnnin L1_4, cStnnin L2_1 and cStnnin L2_2 indicate that the station gate forms the first passenger flow control; another hold control, TctrlL1_1, TctrlL1_2, TctrlL1_3, TctrlL1_4, TctrlL2_1, TctrlL2_2, represents a passenger flow blockage waiting for a train to arrive after a passenger arrives at the platform. Passengers exit the station through two events, namely walking from the platform to the station exit and leaving the system. As shown in fig. 2, delay of passengers walking from the platform to the exit is represented by delay controls stnxeitl 1_1, stnxeitl 1_2, stnxeitl 1_3, stnxeitl 1_4, stnxeitl 2_1 and stnxeitl 2_ 2; finally, passengers leave the system through sink modules ExitL1_2, ExitL1_3, ExitL1_4, ExitL1_5, ExitL2_2 and ExitL2_ 3.

The selection of the passenger to go on or go out after arriving at the station is represented by the selection modules L1_2, L1_3, L1_4 and L2_2 in combination with the passenger travel demand.

Train and operation line: the delay module is used to indicate the time delay of the train on the line. The model example establishes two lines, wherein the line 1 has 5 stations and 4 inter-station intervals, the line 2 has 3 stations and 2 inter-station intervals, and the two lines are transferred through an intersection station. An exemplary layout is shown in fig. 3.

The line 1 represents four inter-station intervals using 4 delay modules, TripL1_1, TripL1_2, TripL1_3, and TripL1_ 4. Every two delay modules are connected through a selected branch module (L1_2, L1_3 and L1_ 4). The line 2 represents two inter-station intervals using 2 delay modules, TripL2_1 and TripL2_ 2. The two delay modules are connected through a selectoutput selection branch module (L2_ 2). The selectoutput option is used for passengers to choose to continue traveling, exit or transfer after arriving at the station.

Line transfer: in the example model, the station 3 on the route 1 and the station 2 on the route 2 are actually the same station, and the transfer station is divided into two parts for analysis in order to describe the transfer behavior. Firstly, two stations are established, and the two stations jointly form a transfer station (if the transfer station in the track network is an intersection point of three lines, a model of the transfer station is established by using the three stations, and so on). As shown in fig. 2, the transfer behavior between two lines is described in the model by selecting the module intercfarl 1_ L2 and intercfarl 2_ L1. After the transfer station is established, the two stations are connected with the part of the transfer station on the two lines through the connector. Namely, a transfer exit of a station is connected to an inbound walking path of a station of a transfer line. This is accomplished by connecting the false terminal of the selectoutput selection branch module intercfrml 1_ L2 to the walk-in delay PfL2_2 for line 2 and connecting the false terminal of the selectoutput selection branch module intercfrml 2_ L1 to the walk-in delay PfL1_3 for line 1. The false end is the unassigned end of the selectoutput control.

Selecting branches: the selectoutput module represents the behavior of the passenger to make a selection if there is a selection. The selection probability of the selection branch is defined by assigning a value to the selection branch, and if the selection branch probability is defined to be 0.9, the selection probability of the true end of the selectoutput control is 0.9, and the selection probability of the false end is 0.1. the true end is the end of the value assignment in the selectoutput control.

The selection branch in the model is used at two places, namely a selection branch model passing through a station and a selection branch model of a transfer station. Through the selection branch models L1_2 and L1_4 of the stations, passengers can select to continue traveling or exit after arriving at the stations. Two branch selecting controls of the transfer station are arranged, one branch selecting control is used for selecting whether to continuously travel along the local line or not through the branch selecting controls L1_3 and L2_2, and the value assigned to the branch selecting control is the probability that the passenger continuously travels along the local line; one is to assign the probability of being an outbound passenger to the select branch controller by selecting the transfer or outbound from the select branch intercfarl 1_ L2 and intercfarl 2_ L1.

Step 33: and (3) establishing an urban rail transit passenger flow distribution model, wherein a rail system line model part simulates a static rail transit network. The four parts of step 32 are combined to construct a complete track system line model as shown in fig. 2.

Step 34: and establishing an urban rail transit passenger flow distribution model, establishing a train control model of a station by a vehicle door control system model part, and simulating the running of a train by controlling the opening and closing of a vehicle door. Simulating the operation of the train by controlling the opening and closing of the doors requires the creation of a flow chart over time using a flow chart. The process shown in fig. 4 includes state initializations cPfL1_1, cPfL1_2, cPfL1_3, cPfL1_4, cPfL2_1, cPfL2_2, departure time of a train, departure time interval of a train, and door opening time.

Intervals are divided into two types, one is from the start to the end and one is through. The departure time is defined as the time 0 at the starting station, and the departure time does not exist after the train arrives at the terminal station, so the departure time of the train does not need to be set by the control model of the doors in the starting and terminal areas. The train departure time interval and the door opening time are considered in the starting ending interval to simulate the train operation. Transitions are used in the model to define changes in state. Setting two transitions, wherein one transition is cWaitTraineL 1_1, cWaitTraineL 2_1 and cWaitTraineL 2_2 for setting the time interval of two-time opening of a vehicle door, namely the departure time interval of a train; the other transitions creasel 1_1, creasel 2_1, creasel 2_2 are used to set the opening time of the doors, i.e., the stop time of the train. For the passing section, the departure time of the train is defined firstly, and the passing section is realized by transition InitL1_2, InitL1_3 and InitL1_ 4; two transitions similar to the starting and ending interval are arranged behind the train, wherein one transition is cWaitTraineL 1_2, cWaitTraineL 1_3 and cWaitTraineL 1_4 and is used for setting the time interval of two times of opening of a train door, namely the departure time interval of the train; the other transitions creasel 1_2, creasel 1_3, creasel 1_4 are used to set the opening time of the doors, i.e., the stop time of the train. The two types of door control models form a system door control model as shown in fig. 4.

the congestion threshold is set in this patent to 80% of the maximum number of people gathering in the station. When the number of people arriving at the station does not reach 80% of the maximum accumulated number of people in the station room, the system selects the shortest path searched in the step 2 as the travel path of the passenger and prints the shortest path. When the number of people arriving at the station reaches 80%, in order to prevent the number of people at the station from further gathering and influencing the traveling efficiency of passengers, the system selects a new path for the passengers to travel, and then the system turns to the next step.

In a further embodiment, the step 4 of searching for the secondary short path between the station and the access station according to the generalized cost of the urban rail transit network section and the station comprises the following steps:

step 41: and the constructed generalized rail transit cost is used as the weight of the section and the station to search the rail transit network.

In still further embodiments, step 42 is further:

step 422: the operation of step 421 is repeated until all the segments in the shortest path are deleted and an alternative segment is found, at which time all the found temporary shortest paths are compared, wherein the shortest path is the next shortest path.

In a further embodiment, step 5 is further as follows: the system selects the secondary short path searched in step 4 as the travel path of the passenger and prints it.

Based on the method, a path suggestion system can be constructed, for example, the urban rail transit passenger travel path suggestion system comprises the following steps:

the passenger travel path adviser is arranged at the station entering position of the rail transit station and used for collecting station entering and exiting information of passengers entering the rail transit system and searching the shortest path between the station entering and exiting according to the generalized cost function; if the number of people at the station passing through the searched shortest path does not reach the maximum accumulated number of people threshold value (80%) of the station by comparing the real-time number data of the station in the urban rail transit passenger flow distribution model established by using analog, the recommender prints the shortest path travel ticket, and the passenger recommends the travel according to the ticket. Otherwise, the adviser searches a secondary short path related to generalized cost between the station and the station again according to the generalized cost function, after the search is completed, the adviser prints a secondary short path travel receipt, and passengers propose the travel according to the receipt. The passenger's route assignment ends.

In conclusion, the invention combines the requirement of convenience of passenger travel and considers the relevant parameters of the system congestion degree, and provides a feasible suggestion for the path selection of the passenger in the urban rail transit travel. And in the aspect of hardware facilities, the passenger travel path advocate comprises a passenger travel path advocate which can be used for collecting and recording passenger travel information and providing passenger travel path advices. The passenger travel adviser selects the shortest path or the secondary shortest path related to generalized cost according to the information of the starting station and the ending station of passenger travel; and according to whether the station congestion degree is reached or not, as a judgment condition, if not, printing the shortest travel route, otherwise, printing the second shortest travel route; then the passenger is recommended to go according to the travel ticket. By adopting the method, the traveling efficiency of passengers can be improved, and the degree of crowding of stations is relieved, so that the running efficiency of rail transit is improved.

In a word, the method plays a role in proposing the travel route of the urban rail transit passenger, and searches the shortest route and the secondary short route related to the generalized cost by establishing the generalized cost function of the route; and selecting the shortest path or the second shortest path related to the generalized cost according to whether the number of the passengers at the station recorded in real time in the rail transit passenger flow distribution model established by using analog reaches a threshold value, thereby playing a role of proposing the travel path of the passengers.

Although the preferred embodiments of the present invention have been described in detail, the present invention is not limited to the details of the embodiments, and various equivalent modifications can be made within the technical spirit of the present invention, and the scope of the present invention is also within the scope of the present invention.

It should be noted that the various features described in the above embodiments may be combined in any suitable manner without departing from the scope of the invention. The invention is not described in detail in order to avoid unnecessary repetition.

In addition, any combination of the various embodiments of the present invention is also possible, and the same should be considered as the disclosure of the present invention as long as it does not depart from the spirit of the present invention.

Claims

1. A method for suggesting travel paths of passengers in urban rail transit is characterized by comprising the following steps:

the method comprises the following steps:

f(t)＝(t₁,t₂,t₃)，

wherein, t₁Time on board, t₂For waiting time, t₃As walking time, t is the sum of travel time；

Step 24: calculating the waiting time t according to the generalized cost influencing factors of the step 21 and the step 22₂Waiting time t₂The system consists of ticket buying waiting time and queuing waiting time, wherein the queuing waiting time can be divided into consumed time during station entering and queuing and waiting time before getting on a bus after entering the station;

step 25: calculating walking time t from the generalized cost influencing factors of step 21 and step 22₃Consists of the walking time of the passengers entering and leaving the station and the walking time of the transfer, wherein the walking time of the passengers entering the station is the walking time of the passengers entering the stationThe sum of the time consumed by walking to the platform after a series of walks and the time consumed by walking to an exit of the station after passengers get off the train at the destination station, the station entering and exiting time is related to the layout design of the station, and the station entering and exiting time is wt₁The station entrance and exit time is recorded as a constant n; the transfer walking time is the time spent by passengers on the transfer passage when the passengers transfer, the transfer walking time is mainly related to the distance of the transfer passage, the transfer walking time can be obtained by comparing the distance of the transfer passage with the average walking speed of the passengers, and the transfer walking time is defined as wt₂The transfer path length is s, v_{Human being}At 1m/s, giving:

thereby obtaining the walking time t₃：

t₃＝wt₁+wt₂＝n+s；

definitions β₁、β₂、β₃Is a weighting factor of vehicle time, waiting time, walking time, and β₁，β₂，β_3≥1, the path generalized cost function F thus obtained, taking into account the weighting factors, is:

F＝β₁t₁+β₂t₂+β₃t₃，

the generalized cost function F of the path obtained by the expansion is:

in the formula β₁，β₂，β₃Weighting factors for on-board time, waiting time and walking time, respectively,/_aFor the length of the start-stop operating interval, v_aThe average running speed of the train is calculated, h is the departure time interval of the train, c is the sum of stop time, and m is the time of ticket purchase and queuing for arrivalIn the meantime, n is the total time of station entrance and exit, and s is the length of transfer passage;

step 27: selecting a shortest path with generalized cost as weight, searching the shortest path with the generalized cost as the weight of the road section and the node by using a Dijkstra shortest path algorithm, and taking the searched shortest path as one of the paths selected by the system;

said step 27 further comprises:

step 274: step 273 is repeatedly executed until no station element exists in the set Q, the algorithm is ended, and finally the value in the dis [ ] array is the shortest path from the starting station to all other stations;

the step 3 is further as follows:

the congestion degree threshold value is set to be 80% of the highest accumulated number of people in the station, when the number of people arriving at the station does not reach 80% of the highest accumulated number of people in the station, the system selects the shortest path searched in the step 2 as the travel path of the passenger and prints the shortest path, and when the number of people arriving at the station reaches 80%, the system selects a new path to be provided for the passenger to travel and transfers the new path to the next step in order to prevent the number of people in the station from further accumulating to influence the travel efficiency of the passenger;

2. The method for suggesting a passenger travel path in urban rail transit according to claim 1, wherein step 4 further comprises:

3. The mass transit passenger travel path suggestion method of claim 2, wherein the step 42 further comprises:

4. The method as claimed in claim 3, wherein the step 5 further selects the second shortest path searched in the step 4 as the passenger's travel path for the system and prints it.

5. An urban rail transit passenger travel path advice system constructed by the urban rail transit passenger travel path advice method according to any one of claims 1 to 4, characterized by comprising: the passenger travel path adviser is arranged at the station entering position of the rail transit station and used for acquiring station entering and exiting information of passengers entering the rail transit system; searching a shortest path related to generalized cost between an incoming station and an outgoing station according to the generalized cost function; comparing station real-time number data in an urban rail transit passenger flow distribution model established by using analog, and if the number of the station people passing through the searched shortest path does not reach the highest accumulated number threshold value of the station, printing a shortest path travel ticket by a recommender, and recommending the travel by passengers according to the ticket; otherwise, the recommender searches a secondary short path related to the generalized cost between the station and the station again according to the generalized cost function, after the search is completed, the recommender prints a secondary short path travel ticket, the passenger is recommended to travel according to the ticket, and the path distribution of the passenger is finished.