CN108171979B - Tramcar all-day operation time optimization method and system - Google Patents

Tramcar all-day operation time optimization method and system Download PDF

Info

Publication number
CN108171979B
CN108171979B CN201810011093.6A CN201810011093A CN108171979B CN 108171979 B CN108171979 B CN 108171979B CN 201810011093 A CN201810011093 A CN 201810011093A CN 108171979 B CN108171979 B CN 108171979B
Authority
CN
China
Prior art keywords
time
tramcar
tram
intersection
shift
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
CN201810011093.6A
Other languages
Chinese (zh)
Other versions
CN108171979A (en
Inventor
暨育雄
唐钰
杜豫川
尤齐渊
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Tongji University
Original Assignee
Tongji University
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Tongji University filed Critical Tongji University
Priority to CN201810011093.6A priority Critical patent/CN108171979B/en
Publication of CN108171979A publication Critical patent/CN108171979A/en
Application granted granted Critical
Publication of CN108171979B publication Critical patent/CN108171979B/en
Active legal-status Critical Current
Anticipated expiration legal-status Critical

Links

Images

Classifications

    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles
    • G08G1/01—Detecting movement of traffic to be counted or controlled
    • G08G1/0104—Measuring and analyzing of parameters relative to traffic conditions
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/15—Correlation function computation including computation of convolution operations

Landscapes

  • Physics & Mathematics (AREA)
  • Engineering & Computer Science (AREA)
  • General Physics & Mathematics (AREA)
  • Data Mining & Analysis (AREA)
  • Theoretical Computer Science (AREA)
  • Computational Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Mathematical Analysis (AREA)
  • Mathematical Optimization (AREA)
  • Pure & Applied Mathematics (AREA)
  • Algebra (AREA)
  • Chemical & Material Sciences (AREA)
  • Computing Systems (AREA)
  • Databases & Information Systems (AREA)
  • Software Systems (AREA)
  • General Engineering & Computer Science (AREA)
  • Analytical Chemistry (AREA)
  • Traffic Control Systems (AREA)
  • Train Traffic Observation, Control, And Security (AREA)
  • Management, Administration, Business Operations System, And Electronic Commerce (AREA)

Abstract

The invention discloses a tramcar all-day operation time optimization method and system, which consider the influence of different signal cycle durations of different intersections in different time periods, and optimize the operation time of the two-way tramcar all-day and the robustness of a timetable by adjusting the departure time of the tramcar of each two-way shift, the running speed on a road section, the stop time at a station, the starting time of a green light of the tramcar at an intersection along the line and a phase scheme, so that the tramcar can be ensured to run at a higher speed, and a higher arrival accuracy rate can be maintained. And determining the station leaving time of the tramcar of each two-way shift at the station according to the optimization result, and finally obtaining the whole-day operation schedule of the tramcar. Compared with the prior art, the method improves the arrival accurate point rate of the tramcar, increases the competitiveness of a tramcar system, improves the running speed of the tramcar, and reduces the operation cost of the tramcar.

Description

Tramcar all-day operation time optimization method and system
Technical Field
The invention relates to the field of urban intelligent public transport system systems, in particular to a method and a system for optimizing the whole-day operation time of a tramcar.
Background
Compared with common buses, domestic and foreign tramcars generally have longer departure intervals, the departure intervals are about 10-15 minutes in the morning and evening peak periods, and the flat peak periods are about 15-30 minutes.
Most of the existing timetable optimization methods are oriented to the traditional common public transport vehicles, and the existing timetable optimization methods are less oriented to trams. The traditional common public transport vehicles and the tramcars have certain difference, which is particularly shown in that the tramcars enjoy independent road rights, so that the travel time of the road section has stronger stability; and traditional ordinary public transport vehicle and social vehicle are gone together, and its highway section travel time has stronger volatility.
The difference between the traditional common public transport vehicles and the tramcars makes the existing timetable optimization method insufficient for considering the travel time of the road section, especially neglecting the influence of the intersection on the travel time, so that the existing method usually needs to make strong assumed conditions, such as a certain running time of each bus route, a constant speed of the vehicles and a certain time of entering and leaving the station, a same time length of signal timing period of the intersection along the bus route, and the like, which are difficult to meet in real life, and thus the actual running of the tramcar system has a certain gap with the appointed timetable.
Disclosure of Invention
The invention aims to provide a tramcar all-day operation time optimization method and system, which improve the arrival accuracy of tramcars and increase the competitiveness of tramcar systems.
In order to achieve the purpose, the invention provides the following scheme:
the invention provides a tramcar all-day operation time optimization method, which comprises the following steps:
constructing a target optimization function of the tramcar at the whole-day operation time; the target optimization function is a function of penalty term coefficients in different periods of time and the running time of the full-day bidirectional tramcar from a starting point to an end point;
constructing a constraint condition of tramcar operation; the constraint conditions of tramcar operation comprise: the method comprises the following steps of crossing signal timing phase scheme restriction, minimum running time restriction of a tramcar on a road section, minimum stop time restriction of the tramcar at a station, restriction of the tramcar passing crossings with different signal cycle lengths without stopping under the condition of a multi-day signal timing scheme, restriction of front and back shift tramcar head time distances of the tramcar in the same direction, and restriction of shift changing time length between arrival and departure times of a turning shift; the signal timing phase scheme is formed by different sequences of bidirectional left turn green light time of social vehicles, the multi-signal timing scheme is a signal timing scheme under an early peak, a mid-peak, a late peak and a flat peak, and the signal cycle length is the sum of the traffic light time of an intersection;
determining the penalty term coefficients in different time periods according to the sensitivity of the penalty term coefficients;
calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;
and determining the whole-day operation schedule of the tramcar according to the minimum value.
Optionally, the intersection signal timing phase scheme constraint includes:
Figure BDA0001540320140000021
wherein alpha isn,k，βn,kAnd gamman,kAre all variables from 0 to 1, (alpha)n,k,βn,k) The four combinations of the intersection n in the sequence of turning green lights forward and backward and turning green lights left in the time period k are shown; when alpha isn,k＝0，βn,kWhen the number is 1, the passing sequence is that forward left turning and forward straight going are carried out simultaneously, then bidirectional straight going is carried out, and then reverse left turning and reverse straight going are carried out simultaneously; when alpha isn,k＝1，βn,kWhen the speed is equal to 0, the passing sequence is that firstly, reverse left turning and reverse straight going are carried out simultaneously, then, bidirectional straight going is carried out, and then, forward left turning and forward straight going are carried out simultaneously; when alpha isn,k＝0，βn,kWhen the speed is equal to 0, the passing sequence is that forward left turning and reverse left turning are carried out simultaneously, and then the bidirectional straight going is carried out; when alpha isn,k＝1，βn,kWhen the number is 1, the passing sequence is that the bidirectional straight line is firstly carried out, and then the forward left turn and the reverse left turn are simultaneously carried out; tgd,n,kIndicating the green time, g, of the tram at the intersection n period k in the direction dd,n,kIndicating the green time, l, of a social vehicle traveling straight at an intersection n time period k in direction dd,n,kIndicating the green time, gamma, of a left turn of a social vehicle at an intersection n period k in direction dn,kAnd a coefficient representing whether the streetcar green time within the n time period k of the intersection is influenced by the phase scheme.
Optionally, the minimum travel time constraint of the tramcar on the road section includes:
Figure BDA0001540320140000031
wherein, ttn,(m,d)The time of travel of the m-th tram representing the direction d on the link N, N being the set of all links,
Figure BDA0001540320140000032
is the time of travel in the direction d on the road section n at the maximum speed allowed,
Figure BDA0001540320140000033
is the time of travel in the direction d over the link n at the prescribed minimum speed.
Optionally, the tram minimum stop time constraint at the station includes:
Figure BDA0001540320140000034
therein, dtn,(m,d)The stop time of the tram on station n for the mth time, representing direction d, S is the set of all stations,
Figure BDA0001540320140000035
is the minimum time to meet the passenger boarding and disembarking requirements in the direction d of the stop n,
Figure BDA0001540320140000036
is the maximum stop time specified in the direction d of station n.
Optionally, the restriction that the tramcar passes through the intersection with different signal cycle lengths without stopping under the condition of the all-day multi-signal timing scheme includes:
Figure BDA0001540320140000037
wherein x isn,k,(m,d)A variable of 0-1, representing whether the mth tram shift in direction d passes through the intersection n at time period k; t iskRepresents the start time of period k; san,(m,d)The time when the mth tram shift in the direction d passes through the intersection n; t θd,n,kThe first starting time of the green light of the tramcar and T within the time period k are shown as the intersection n in the direction dkThe time difference of (a);
Figure BDA0001540320140000041
representing the cycle duration of the sub-area z where the intersection n is located in the time period k; y isn,k,(m,d)The number of the signal cycle in which the mth tram shift representing the direction d passes through the intersection n in the time period k; twn,k,(m,d)The time difference between the lighting time of the mth tram shift representing the direction d when the time period k passes through the intersection n and the green light of the tram; san,(m,d)The moment when the mth tram shift in the direction d reaches the intersection or the station n; sdn,(m,d)The moment when the mth tram shift in the direction d leaves the intersection or station n;the mth tram shift indicating the direction d reaches the intersection or the station n downstream intersection or the station n+The time of day; i represents the set of all intersections; s represents a set of all sites; m is a sufficiently large number.
Optionally, the restraint of the head time distance of the tramcar from front to back in the same direction includes:
wherein sdu(d),(m,d)M-th tram shift leaving the starting station u representing the direction d(d)The time of (d);the minimum value of the departure interval of the mth tramcar and the following tramcar in the direction d in the kth time period is represented;
Figure BDA0001540320140000045
the mth tram and the following tram which represent the direction d in the kth time periodThe minimum value of the interval;
optionally, the restriction of the shift change time length between the arrival time and departure time of the turnaround shift comprises:
wherein sav(d),(m,d)M tram shift arrival at terminal v representing direction d(d)The time of (a) is,
Figure BDA0001540320140000047
indicating the corresponding reverse direction
Figure BDA0001540320140000048
The departure time of the u-turn vehicle, F represents the number of trams put into operation in the direction d, and L represents the minimum time required for shift change.
The calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition specifically includes:
and adjusting the departure time of the tramcar of each two-way shift, the running speed on the road section, the stop time at the station, the starting time of the green light of the tramcar at the intersection along the line and the phase scheme to obtain the minimum value of the target optimization function.
Optionally, before establishing the target optimization function of the tramcar all-day operation time, the method further includes:
acquiring relevant parameters of the tramcar and a signal timing scheme along the tramcar, wherein the relevant parameters comprise: the starting and ending point tramcar storage number, the maximum running speed allowed by the tramcar, the specified minimum running speed, the minimum stop time required by the tramcar at each station in different time periods and the specified maximum stop time; the signal timing scheme includes: the signal timing scheme of each intersection in different time periods has the cycle duration, the green light time for steering each intersection, and the starting time and the ending time of each signal control sub-area in different time periods;
and determining the driving time of the forward tram and the reverse tram on each road section and the stopping time at each station according to the related parameters and the signal timing scheme.
The invention also provides a tramcar all-day operation time optimization system, which comprises:
the target optimization function construction module is used for constructing a target optimization function of the tramcar at the whole-day operation time; the target optimization function is a function of penalty term coefficients in different periods of time and the running time of the full-day bidirectional tramcar from a starting point to an end point;
the constraint condition construction module is used for constructing a constraint condition of tramcar operation; the constraint conditions include: the method comprises the following steps of crossing signal timing phase scheme restriction, minimum running time restriction of the tramcar on a road section, minimum stop time restriction of the tramcar at a station, restriction of the tramcar passing through crossings with different cycle time lengths without stopping under the condition of a multi-signal timing scheme all day, restriction of the head time distance of the tramcar in front and back shifts in the same direction, and restriction of shift changing time lengths between arrival and departure times of the shift; the signal timing period refers to the sum of traffic light time of an intersection;
the penalty term coefficient determining module is used for determining penalty term coefficients in different time periods according to the sensitivity of the penalty term coefficients;
the minimum value calculation module is used for calculating the minimum value of the target optimization function according to the penalty term coefficient and the constraint condition;
and the all-day operation schedule determining module is used for determining the all-day operation schedule of the tramcar according to the minimum value.
According to the specific embodiment provided by the invention, the invention discloses the following technical effects:
the invention discloses a tramcar all-day operation time optimization method and system, which consider the influence of different signal cycle durations of different intersections in different time periods, and optimize the operation time of the two-way tramcar all-day and the robustness of a timetable by adjusting the departure time of the tramcar of each two-way shift, the running speed on a road section, the stop time at a station, the starting time of a green light of the tramcar at an intersection along the line and a phase scheme, so that the tramcar can be ensured to run at a higher speed, and a higher arrival accuracy rate can be maintained. And determining the station leaving time of the tramcar of each two-way shift at the station according to the optimization result, and finally obtaining the whole-day operation schedule of the tramcar. The tramcar all-day operation schedule obtained by the method is matched with the actual operation condition, and compared with the existing method, the method improves the arrival accurate point rate of the tramcar and increases the competitiveness of a tramcar system; the tramcar timetable is optimally designed by taking the minimum sum of running time of the full-day bidirectional tramcar from the starting point to the end point as a target, so that the running speed of the tramcar is increased, and the running cost of the tramcar is reduced.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings without inventive exercise.
Fig. 1 is a flowchart of an embodiment of an all-day operation time optimization method for a tramcar according to the present invention;
FIG. 2 is a schematic diagram of different phase schemes based on a bi-directional left turn green light sequence;
FIG. 3 is a schematic diagram of travel time and delay to destination under different penalty term coefficients;
FIG. 4 is a diagram of the tram operating all day long; in fig. 4, the horizontal line indicates the red light time of the tramcar at the time at the intersection, the "+" indicates the departure time of the forward tramcar, and the "+" indicates the departure time of the reverse tramcar;
FIG. 5 is a partial enlarged view of the whole day operation diagram of the tramcar; in fig. 5, the horizontal line indicates the red light time of the tramcar at the time at the intersection, the "+" indicates the departure time of the forward tramcar, and the "+" indicates the departure time of the reverse tramcar;
fig. 6 is a structural connection diagram of an embodiment of the tram whole-day operation time optimization system according to the invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention aims to provide a tramcar all-day operation time optimization method and system, which improve the arrival accuracy of tramcars and increase the competitiveness of tramcar systems.
In order to make the aforementioned objects, features and advantages of the present invention comprehensible, embodiments accompanied with figures are described in further detail below.
Fig. 1 is a flowchart of an embodiment of an all-day operation time optimization method for a tramcar according to the present invention. As shown in fig. 1, a tramcar all-day operation time optimization method includes the following steps:
step 101, constructing a target optimization function of the tramcar at the whole-day operation time; the objective optimization function is a function of penalty term coefficients in different periods of time and the running time of the full-day bidirectional tramcar from the starting point to the end point. The specific expression of the target optimization function is as follows:
∑(m,d)∈M(∑n∈Nttn,(m,d)+∑n∈Stdn,(m,d))+∑(m,d)∈M∑n∈I∑k∈Kμn,k,(m,d)tw2 n,k,(m,d)(1)
wherein (m, d) represents the mth tram shift in the direction d, and the value of the direction d is out or in which respectively represents the forward tram shift and the reverse tram shift;
ttn,(m,d)the m-th rail representing direction dThe travel time of the tram on a section N, N being the set of all sections;
tdn,(m,d)the stop time of the tram on station n for the mth time, S being the set of all stations, representing direction d;
twn,k,(m,d)the time difference between the moment when the M-th tramcar in the direction d passes through the intersection n in a time period K and the moment when the green light of the tramcar is turned on is shown, wherein K is the set of all the time periods, I is the set of all the intersections, and M is the set of all the tramcar shifts;
μn,k,(m,d)is twn,k,(m,d)Corresponding to a non-negative penalty factor.
The method and the device optimally design the tramcar timetable by taking the sum of the running time from the starting point to the end point of the minimized full-day bidirectional tramcar as a target, improve the running speed of the tramcar, improve the service level of the tramcar, and reduce the operation cost of the tramcar.
Optionally, before establishing the target optimization function of the tramcar all-day operation time, the method further includes the following steps:
step A1, acquiring relevant parameters of the tramcar and a signal timing scheme along the tramcar, wherein the relevant parameters comprise: the starting and ending point tramcar storage number, the maximum running speed allowed by the tramcar, the specified minimum running speed, the minimum stop time required by the tramcar at each station in different time periods and the specified maximum stop time; the signal timing scheme includes: the signal timing scheme of each intersection in different time periods comprises the cycle time of the signal timing scheme, the green light time of steering of each intersection, and the starting time and the ending time of each signal control sub-area in different time periods.
And step A2, determining the driving time of the tramcar in the forward direction and the reverse direction on each road section and the stopping time at each station according to the related parameters and the signal timing scheme.
And 102, constructing constraint conditions of tramcar operation. The constraint conditions include:
constraint 1: and the intersection signal timing phase scheme is restricted, and the intersection signal timing phase scheme is mainly distinguished in the sequence position of the bidirectional left-turning green light. The constraint expression is:
Figure BDA0001540320140000081
wherein alpha isn,k，βn,kAnd gamman,kAre all variables from 0 to 1, (alpha)n,k,βn,k) And four different combinations of the intersection n in turn of forward, reverse, left and green in turn in the time period k are shown. FIG. 2 is a schematic diagram of different phase schemes based on a bi-directional left-turn green light sequence. As shown in fig. 2, phase scheme 1: when alpha isn,k＝0，βn,kWhen the number is 1, the passing sequence is that forward left turning and forward straight going are carried out simultaneously, then bidirectional straight going is carried out, and then reverse left turning and reverse straight going are carried out simultaneously. Phase scheme 2: when alpha isn,k＝1，βn,kWhen the number is 0, the passing sequence is that the left turning in reverse direction and the straight going in reverse direction are performed at the same time, then the straight going in both directions is performed, and then the left turning in forward direction and the straight going in forward direction are performed at the same time. Phase scheme 3: when alpha isn,k＝0，βn,kWhen the value is 0, the passing sequence is that the forward left turn and the reverse left turn are simultaneously carried out, and then the bidirectional straight line is carried out. Phase scheme 4: when alpha isn,k＝1，βn,kWhen the number is 1, the passing sequence is that the bidirectional straight line is firstly carried out, and then the forward left turn and the reverse left turn are simultaneously carried out.
Since trams typically travel in the center of the road, the green time of a tram is affected by the forward-reverse social vehicle left turn green sequence. tgd,n,kIndicating the green time, g, of the tram at the intersection n period k in the direction dd,n,kIndicating the green time, l, of a social vehicle traveling straight at an intersection n time period k in direction dd,n,kIndicating the green time, gamma, of a left turn of a social vehicle at an intersection n period k in direction dn,kAnd whether the green time of the tramcar within the n period k of the intersection is influenced by the phase scheme or not is represented.
The constraint condition 2 is that the tramcar is constrained in the minimum running time on the road section, the running time is the running time of the tramcar between intersections or between the intersections and stations, the stop time is not included, and the constraint expression is as follows:
wherein, ttn,(m,d)The time of travel of the m-th tram representing the direction d on the link N, N being the set of all links,
Figure BDA0001540320140000092
is the time of travel in the direction d on the road section n at the maximum speed allowed,
Figure BDA0001540320140000093
is the time of travel in the direction d over the link n at the prescribed minimum speed.
Constraint condition 3, the minimum stop time of the tramcar at the stop is constrained, the minimum stop time is the minimum time required by passengers to get on or off the tramcar, and the constraint expression is as follows:
Figure BDA0001540320140000094
therein, dtn,(m,d)The stop time of the tram on station n for the mth time, representing direction d, S is the set of all stations,
Figure BDA0001540320140000095
is the minimum time to meet the passenger boarding and disembarking requirements in the direction d of the stop n,
Figure BDA0001540320140000096
is the maximum stop time specified in the direction d of station n.
And 4, constraint conditions are that the tramcar passes through different intersections without stopping under the condition of a multi-signal timing scheme all day. The multi-signal timing scheme is a signal timing scheme correspondingly set in early peak, midday peak, late peak and flat peak periods for the time-varying property of traffic flow all day, the signal control subareas are areas formed by intersections along the line with the same signal timing period, and the signal timing period is the sum of traffic light time of one intersection. The expression of the restriction that the tramcar passes through different intersections without stopping under the condition of the all-day multi-signal timing scheme is as follows:
Figure BDA0001540320140000101
wherein x isn,k,(m,d)A variable of 0-1, representing whether the mth tram shift in direction d passes through the intersection n at time period k; t iskRepresents the start time of period k; san,(m,d)The time when the mth tram shift in the direction d passes through the intersection n; t θd,n,kThe first starting time of the green light of the tramcar and T within the time period k are shown as the intersection n in the direction dkThe time difference of (a);
Figure BDA0001540320140000102
representing the cycle duration of the sub-area z where the intersection n is located in the time period k; y isn,k,(m,d)The number of the signal cycle in which the mth tram shift representing the direction d passes through the intersection n in the time period k; twn,k,(m,d)The time difference between the lighting time of the mth tram shift representing the direction d when the time period k passes through the intersection n and the green light of the tram; san,(m,d)The time sd of the mth tram shift in the direction d to reach the intersection or stop nn,(m,d)The moment at which the mth tram shift representing the direction d leaves the intersection or station n,
Figure BDA0001540320140000103
the mth tram shift indicating the direction d reaches the intersection or the station n downstream intersection or the station n+At the moment, I represents the set of all intersections; s represents a set of all sites; m is a sufficiently large number.
Constraint conditions 5, restraining the head time distance of the tramcar from front to back in the same direction, wherein the constraint expression is as follows:
wherein sdu(d),(m,d)M-th tram shift leaving the starting station u representing the direction d(d)The time of (d);
Figure BDA0001540320140000105
the minimum value of the departure interval of the mth tramcar and the following tramcar in the direction d in the kth time period is represented;
Figure BDA0001540320140000106
the minimum value of the departure interval of the mth tramcar and the following tramcar in the direction d in the kth time period is represented;
constraint conditions 6 are that the shift duration between the arrival time and departure time of the turn-around shift is constrained, and the constraint expression is as follows:
Figure BDA0001540320140000107
wherein sav(d),(m,d)M tram shift arrival at terminal v representing direction d(d)The time of (a) is,
Figure BDA0001540320140000111
indicating the corresponding reverse directionThe departure time of the u-turn vehicle, F represents the number of trams put into operation in the direction d, and L represents the minimum time required for shift change.
Step 103: and determining the penalty term coefficients in different periods according to the sensitivity of the penalty term coefficients. In actual operation, the tramcar is affected by random interference, such as fluctuation of speed. The random disturbance may delay the time when the tramcar reaches the intersection, so that the tramcar may be influenced by the random disturbance and cannot pass through the intersection at a specified time, and then stop at the intersection to wait for the next green light. In order to improve the random interference resistance of the tramcar, the tramcar should pass through the intersection at the early stage of green light as much as possible. The increase of the penalty term coefficient can enable the tramcar to pass through the green light as early as possible, however, the overlarge penalty term coefficient can lead to the fact that the tramcar stops at a station for a long time (in order to pass through an intersection when the green light is turned on), and further the travel time of the tramcar is increased. There is therefore a need to balance the travel time and the random disturbance rejection of trams. The penalty factor is increased from zero. And calculating the minimum value of the target function under the constraint condition aiming at each punishment coefficient, and specifically adjusting the departure time of the two-way tramcar of each shift, the green light starting time and the phase scheme of the tramcar at each intersection in different signal control sub-areas in different time periods to obtain the minimum value of the target optimization function. Available optimization methods include, but are not limited to, branch-and-bound methods, secant-plane methods, and the like. And obtaining a tramcar timetable scheme with a given penalty coefficient, evaluating the timetable by utilizing two indexes, namely travel time and delay from the terminal station, of traffic simulation software, drawing a relation graph of the delay from the terminal station to the travel time, and selecting the penalty coefficient with the significantly reduced travel time and the limited space of delay from the terminal station to the terminal station as shown in figure 3.
The embodiment not only improves the running speed of the tramcar, improves the service level of the tramcar, reduces the operation cost of the tramcar, but also increases the robustness of the timetable, so that the tramcar can well maintain the punctuality rate of the timetable, and the waiting time of passengers is reduced.
And 104, calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition. And adjusting the departure time of the tramcar of each two-way shift, the running speed on the road section, the stop time at the station, the starting time of the green light of the tramcar at the intersection along the line and the phase scheme to obtain the minimum value of the target optimization function.
Step 105, determining the whole-day operation schedule of the tramcar according to the minimum value, which specifically comprises the following steps:
step B1, determining the time when the bidirectional tramcar of each shift leaves the signal control subarea according to the minimum value and drawing an all-day running chart of the bidirectional tramcar; as shown in fig. 4, a partially enlarged view is shown in fig. 5. In fig. 4 and 5, the horizontal line indicates the red light time of the tramcar at the time at the intersection, "+" indicates the departure time of the tramcar in the forward direction, and "+" indicates the departure time of the tramcar in the reverse direction.
And step B2, determining the whole-day operation schedule of the tramcar according to the whole-day running chart of the bidirectional tramcar.
Table 1 is the departure schedule for the 5 th shift tram in figure 4, accurate to minutes.
Site Time of departure Site Time of departure
Starting station 8:34 Station 10 8:53
Station 1 8:36 Station 11 8:55
Station 2 8:39 Station 12 9:01
Station 3 8:40 Station 13 9:03
Station 4 8:42 Station 14 9:04
Station 5 8:43 Station 15 9:06
Station 6 8:47 Station 16 9:07
Station 7 8:48 Station 17 9:09
Station 8 8:50 Station 18 9:11
Station 9 8:51 Terminal station 9:13
The present invention also provides a system for optimizing the whole day operation time of the tramcar, fig. 6 is a structural connection diagram of an embodiment of the system for optimizing the whole day operation time of the tramcar according to the present invention, as shown in fig. 6, the system for optimizing the whole day operation time of the tramcar includes:
the target optimization function building module 601 is used for building a target optimization function of the tramcar at the whole-day operation time; the target optimization function is a function of penalty term coefficients in different periods of time and the running time of the full-day bidirectional tramcar from a starting point to an end point;
a constraint condition construction module 602, configured to construct a constraint condition for tramcar operation; the constraint conditions include: 1) the method comprises the following steps of 1) restriction of an intersection signal timing phase scheme, 2) restriction of minimum running time of the tramcar on a road section, 3) restriction of minimum stop time of the tramcar at a station, 4) restriction of passing through intersections with different cycle time lengths without stopping the tramcar under the condition of a multi-signal timing scheme all day, 5) restriction of front and back movement of the tramcar head time distance of the tramcar in the same direction, and 6) restriction of shift changing time lengths between arrival and departure times of the turning movement. The signal timing period refers to the sum of traffic light time of an intersection;
a penalty term coefficient determining module 603, configured to determine penalty term coefficients in different time periods according to sensitivities of the penalty term coefficients;
a minimum value calculating module 604, configured to calculate a minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;
and an all-day operation schedule determining module 605, configured to determine an all-day operation schedule of the tramcar according to the minimum value.
The invention provides a tramcar all-day operation time optimization method and system, which consider the influence of different signal cycle durations of different intersections in different time periods, minimize the sum of running times of the bidirectional tramcar all day from a starting point to a terminal point by adjusting the departure time of the bidirectional tramcar each time shift, the phase difference of signal control subintervals along the line and the phase difference in signal control subregions along the line, and determine the time when the bidirectional tramcar each time shift leaves the signal control subregions according to an optimization result, thereby finally obtaining the tramcar all-day operation time table. The tramcar all-day operation schedule obtained by the method is matched with the actual operation condition, so that the arrival accuracy of the tramcar is improved, and the competitiveness of a tramcar system is increased; the tramcar timetable is optimally designed by taking the sum of the running time from the starting point to the end point of the minimized full-day bidirectional tramcar as a target, so that the running speed of the tramcar is increased, the service level of the tramcar is improved, and the running cost of the tramcar is reduced.
For the system disclosed by the embodiment, the description is relatively simple because the system corresponds to the method disclosed by the embodiment, and the relevant points can be referred to the method part for description.
The principles and embodiments of the present invention have been described herein using specific examples, which are provided only to help understand the method and the core concept of the present invention; meanwhile, for a person skilled in the art, according to the idea of the present invention, the specific embodiments and the application range may be changed. In view of the above, the present disclosure should not be construed as limiting the invention.

Claims (10)

1. The method for optimizing the whole-day operation time of the tramcar is characterized by comprising the following steps of:
constructing a target optimization function of the tramcar at the whole-day operation time; the target optimization function is a function of the sum of running times of the full-day bidirectional tramcar from a starting point to an end point and penalty term coefficients in different periods;
constructing a constraint condition of tramcar operation; the constraint conditions of tramcar operation comprise: the method comprises the following steps of crossing signal timing phase scheme restriction, minimum running time restriction of a tramcar on a road section, minimum stop time restriction of the tramcar at a station, restriction of the tramcar passing crossings with different signal cycle lengths without stopping under the condition of a multi-day signal timing scheme, restriction of front and back shift tramcar head time distances of the tramcar in the same direction, and restriction of shift changing time length between arrival and departure times of a turning shift; the signal timing phase scheme is formed by different sequences of bidirectional left turn green light time of social vehicles, the multi-signal timing scheme is a signal timing scheme under an early peak, a mid-peak, a late peak and a flat peak, and the signal cycle length is the sum of the traffic light time of an intersection;
determining the penalty term coefficients in different time periods according to the sensitivity of the penalty term coefficients;
calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;
determining an all-day operation schedule of the tramcar according to the minimum value;
the specific expression of the target optimization function is as follows:
∑(m,d)∈Q(∑p∈Pttp,(m,d)+∑q∈Sdtq,(m,d))+∑(m,d)∈Q∑n∈I∑k∈Kμn,k,(m,d)tw2 n,k,(m,d)
wherein (m, d) represents the mth tram shift in the direction d, and the value of the direction d is out or in which respectively represents the forward tram shift and the reverse tram shift;
ttp,(m,d)the travel time of the mth tram representing the direction d on the section P, P being the set of all sections;
dtq,(m,d)the stop time of the tram on station q for the mth time, S being the set of all stations, representing direction d;
twn,k,(m,d)the time difference between the moment when the m-th tramcar in the direction d passes through the intersection n in a time period K and the moment when the green light of the tramcar is turned on is shown, wherein K is the set of all the time periods, I is the set of all the intersections, and Q is the set of all the tramcar shifts;
μn,k,(m,d)is twn,k,(m,d)Corresponding to a non-negative penalty factor.
2. The tram all-day operation time optimization method according to claim 1, wherein the intersection signal timing phase scheme constraint comprises:
Figure FDA0002306433080000021
wherein alpha isn,k，βn,kAnd gamman,kAre all variables from 0 to 1, (alpha)n,k,βn,k) The four combinations of the intersection n in the sequence of turning green lights forward and backward and turning green lights left in the time period k are shown: when alpha isn,k＝0，βn,kWhen the number is 1, the passing sequence is that forward left turning and forward straight going are carried out simultaneously, then bidirectional straight going is carried out, and then reverse left turning and reverse straight going are carried out simultaneously; when alpha isn,k＝1，βn,kWhen the speed is equal to 0, the passing sequence is that firstly, reverse left turning and reverse straight going are carried out simultaneously, then, bidirectional straight going is carried out, and then, forward left turning and forward straight going are carried out simultaneously; when alpha isn,k＝0，βn,kWhen the speed is equal to 0, the passing sequence is that forward left turning and reverse left turning are carried out simultaneously, and then the bidirectional straight going is carried out; when alpha isn,k＝1，βn,kWhen the number is 1, the passing sequence is that the bidirectional straight line is firstly carried out, and then the forward left turn and the reverse left turn are simultaneously carried out; tgd,n,kIndicating the green time, g, of the tram at the intersection n period k in the direction dd,n,kIndicating the green time, l, of a social vehicle traveling straight at an intersection n time period k in direction dd,n,kIndicating the green time, gamma, of a left turn of a social vehicle at an intersection n period k in direction dn,kAnd a coefficient representing whether the streetcar green time within the n time period k of the intersection is influenced by the phase scheme.
3. The tram all-day operation time optimization method according to claim 1, wherein the tram minimum travel time constraint on the road section comprises:
Figure FDA0002306433080000031
wherein,
Figure FDA0002306433080000032
is the time to travel in the direction d on the section p at the maximum speed allowed,is the time traveled on the link p in the direction d at the prescribed minimum speed.
4. The tram all-day operation time optimization method according to claim 1, wherein the tram minimum stop time constraint at a station comprises:
wherein,is the minimum time to meet the passenger boarding and disembarking requirements in the direction d of the station q,
Figure FDA0002306433080000036
is the maximum stop time specified in the direction d of station q.
5. The tram all-day operation time optimization method according to claim 1, wherein the constraint that the tram passes through intersections with different signal cycle lengths without stopping under the condition of the all-day multiple-signal timing scheme comprises:
Figure FDA0002306433080000037
wherein x isn,k,(m,d)A variable of 0-1, representing whether the mth tram shift in direction d passes through the intersection n at time period k; t iskRepresents the start time of period k; t θd,n,kThe first starting time of the green light of the tramcar and T within the time period k are shown as the intersection n in the direction dkThe time difference of (a);
Figure FDA0002306433080000038
representing the cycle duration of the sub-area z where the intersection n is located in the time period k; y isn,k,(m,d)The mth tram shift representing direction d passes through the intersection n at time period kThe number of the signal period; twn,k,(m,d)The time difference between the lighting time of the mth tram shift representing the direction d when the time period k passes through the intersection n and the green light of the tram; tgd,n,kRepresenting the green time of the tramcar at the intersection n time period k in the direction d;
Figure FDA0002306433080000041
downstream intersection or station e of the m tram shift arriving at intersection or station e representing direction d+The time of day; sde,(m,d)The moment when the mth tram shift in the direction d leaves the intersection or station e; tt is a Chinese charactere,(m,d)The m-th tramcar representing the direction d is at the intersection or station e and the downstream intersection or station e+Time of travel in between, sdn,(m,d)The time when the mth tram shift in the direction d leaves the intersection n; san,(m,d)The time when the mth tram shift in the direction d reaches the intersection n; dtn,(m,d)The stop time of the mth tram in the direction d on the intersection n; m is a sufficiently large number.
6. The tram all-day operation time optimization method according to claim 1, wherein the tram head time distance constraint of the same-direction front-back shift comprises:
Figure FDA0002306433080000042
wherein sdu(d),(m,d)M-th tram shift leaving the starting station u representing the direction d(d)The time of (d);
Figure FDA0002306433080000043
the minimum value of the departure interval of the mth tramcar and the following tramcar in the direction d in the kth time period is represented;
Figure FDA0002306433080000044
m times of direction d in k time periodThe maximum value of the departure interval between the tramcar class and the next tramcar class.
7. The tram all-day operation time optimization method according to claim 1, wherein the turnaround shift arrival and departure time shift change duration constraint comprises:
Figure FDA0002306433080000045
wherein sav(d),(m,d)M tram shift arrival at terminal v representing direction d(d)The time of (a) is,
Figure FDA0002306433080000046
indicating the corresponding reverse direction
Figure FDA0002306433080000047
The departure time of the u-turn vehicle, F represents the number of trams put into operation in the direction d, and L represents the minimum time required for shift change.
8. The tramcar all-day operation time optimization method according to claim 1, wherein the calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition specifically includes:
and adjusting the departure time of the tramcar of each two-way shift, the running speed on the road section, the stop time at the station, the starting time of the green light of the tramcar at the intersection along the line and the phase scheme to obtain the minimum value of the target optimization function.
9. The tram all-day operation time optimization method according to claim 1, wherein before establishing the target optimization function of the tram all-day operation time, the method further comprises:
acquiring relevant parameters of the tramcar and a signal timing scheme along the tramcar, wherein the relevant parameters comprise: the starting and ending point tramcar storage number, the maximum running speed allowed by the tramcar, the specified minimum running speed, the minimum stop time required by the tramcar at each station in different time periods and the specified maximum stop time; the signal timing scheme includes: the signal timing scheme of each intersection in different time periods has the cycle duration, the green light time for steering each intersection, and the starting time and the ending time of each signal control sub-area in different time periods;
and determining the driving time of the forward tram and the reverse tram on each road section and the stopping time at each station according to the related parameters and the signal timing scheme.
10. The utility model provides a tram is operation constantly optimizing system throughout the day which characterized in that, tram is operation constantly optimizing system throughout the day includes:
the target optimization function construction module is used for constructing a target optimization function of the tramcar at the whole-day operation time; the target optimization function is a function of the sum of running times of the full-day bidirectional tramcar from a starting point to an end point and penalty term coefficients in different periods;
the constraint condition construction module is used for constructing a constraint condition of tramcar operation; the constraint conditions include: the method comprises the following steps of crossing signal timing phase scheme restriction, minimum running time restriction of the tramcar on a road section, minimum stop time restriction of the tramcar at a station, restriction of the tramcar passing through crossings with different cycle time lengths without stopping under the condition of a multi-signal timing scheme all day, restriction of the head time distance of the tramcar in front and back shifts in the same direction, and restriction of shift changing time lengths between arrival and departure times of the shift; the signal timing period refers to the sum of traffic light time of an intersection;
the penalty term coefficient determining module is used for determining penalty term coefficients in different time periods according to the sensitivity of the penalty term coefficients;
the minimum value calculation module is used for calculating the minimum value of the target optimization function according to the penalty term coefficient and the constraint condition;
the all-day operation schedule determining module is used for determining an all-day operation schedule of the tramcar according to the minimum value;
the specific expression of the target optimization function is as follows:
∑(m,d)∈Q(∑p∈Pttp,(m,d)+∑q∈Sdtq,(m,d))+∑(m,d)∈Q∑n∈I∑k∈Kμn,k,(m,d)tw2 n,k,(m,d)
wherein (m, d) represents the mth tram shift in the direction d, and the value of the direction d is out or in which respectively represents the forward tram shift and the reverse tram shift;
ttp,(m,d)the travel time of the mth tram representing the direction d on the section P, P being the set of all sections;
dtq,(m,d)the stop time of the tram on station q for the mth time, S being the set of all stations, representing direction d;
twn,k,(m,d)the time difference between the moment when the m-th tramcar in the direction d passes through the intersection n in a time period K and the moment when the green light of the tramcar is turned on is shown, wherein K is the set of all the time periods, I is the set of all the intersections, and Q is the set of all the tramcar shifts;
μn,k,(m,d)is twn,k,(m,d)Corresponding to a non-negative penalty factor.
CN201810011093.6A 2018-01-05 2018-01-05 Tramcar all-day operation time optimization method and system Active CN108171979B (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
CN201810011093.6A CN108171979B (en) 2018-01-05 2018-01-05 Tramcar all-day operation time optimization method and system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
CN201810011093.6A CN108171979B (en) 2018-01-05 2018-01-05 Tramcar all-day operation time optimization method and system

Publications (2)

Publication Number Publication Date
CN108171979A CN108171979A (en) 2018-06-15
CN108171979B true CN108171979B (en) 2020-01-24

Family

ID=62517454

Family Applications (1)

Application Number Title Priority Date Filing Date
CN201810011093.6A Active CN108171979B (en) 2018-01-05 2018-01-05 Tramcar all-day operation time optimization method and system

Country Status (1)

Country Link
CN (1) CN108171979B (en)

Families Citing this family (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN108985503B (en) * 2018-07-02 2021-07-09 上海理工大学 Bus rapid transit schedule compiling method
CN110549868B (en) * 2019-09-05 2022-10-18 西南交通大学 Hybrid power tramcar speed adjusting method based on real-time power of power system
CN111028521B (en) * 2019-12-19 2021-01-05 东南大学 Tramcar network green wave coordination control method and device
CN111429731B (en) * 2020-03-12 2022-11-01 上海理工大学 Bus multi-mode scheduling and intersection signal timing collaborative optimization method along line
CN111369814B (en) * 2020-05-07 2020-11-17 深圳市城市交通规划设计研究中心股份有限公司 Bus road and bus cooperative control method and device and terminal equipment
CN111619624B (en) * 2020-06-01 2022-06-21 北京全路通信信号研究设计院集团有限公司 Tramcar operation control method and system based on deep reinforcement learning
CN116311973A (en) * 2022-11-10 2023-06-23 同济大学 Tramcar intersection control strategy optimization method
CN117325915B (en) * 2023-12-01 2024-04-23 湖南中车智行科技有限公司 Electronic guide rubber wheel system timetable generation method

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103854495A (en) * 2014-03-21 2014-06-11 东南大学 Trunk line public transportation vehicle one-way priority controlling method based on running schedule
CN104118451A (en) * 2014-07-15 2014-10-29 同济大学 Method for working out tramcar running chart under sharing right of way and adjusting signal light
CN104332061A (en) * 2014-10-21 2015-02-04 东南大学 Green wave setting method for realizing streetcar interstation green-wave passage
CN104678779A (en) * 2015-01-30 2015-06-03 苏州富欣智能交通控制有限公司 Tramcar operation simulation system and tramcar operation simulation method
CN105046379A (en) * 2015-09-09 2015-11-11 东南大学 City bus departure timetable optimization method
CN106251656A (en) * 2016-10-12 2016-12-21 上海市城市建设设计研究总院 Intersection control method based on tramcar actively operation control system
CN106651009A (en) * 2016-11-23 2017-05-10 北京交通大学 Energy-saving and optimized control method for random multi-train collaboration of urban rail transit
CN106672027A (en) * 2017-01-06 2017-05-17 广州地铁集团有限公司 Urban rail transit ATS energy-saving time table compilation method
CN106710256A (en) * 2017-01-23 2017-05-24 同济大学 Passive priority method of tramcar signals under special right of way
CN106844621A (en) * 2017-01-18 2017-06-13 清华大学 A kind of rail locomotive energy-conservation manipulates real-time optimal control strategy base construction method
CN106845734A (en) * 2017-03-29 2017-06-13 东南大学 Towards the multi-mode public transport timetable optimization method of last park-and-ride demand

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8788135B2 (en) * 2006-03-20 2014-07-22 General Electric Company System, method, and computer software code for providing real time optimization of a mission plan for a powered system

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN103854495A (en) * 2014-03-21 2014-06-11 东南大学 Trunk line public transportation vehicle one-way priority controlling method based on running schedule
CN104118451A (en) * 2014-07-15 2014-10-29 同济大学 Method for working out tramcar running chart under sharing right of way and adjusting signal light
CN104332061A (en) * 2014-10-21 2015-02-04 东南大学 Green wave setting method for realizing streetcar interstation green-wave passage
CN104678779A (en) * 2015-01-30 2015-06-03 苏州富欣智能交通控制有限公司 Tramcar operation simulation system and tramcar operation simulation method
CN105046379A (en) * 2015-09-09 2015-11-11 东南大学 City bus departure timetable optimization method
CN106251656A (en) * 2016-10-12 2016-12-21 上海市城市建设设计研究总院 Intersection control method based on tramcar actively operation control system
CN106651009A (en) * 2016-11-23 2017-05-10 北京交通大学 Energy-saving and optimized control method for random multi-train collaboration of urban rail transit
CN106672027A (en) * 2017-01-06 2017-05-17 广州地铁集团有限公司 Urban rail transit ATS energy-saving time table compilation method
CN106844621A (en) * 2017-01-18 2017-06-13 清华大学 A kind of rail locomotive energy-conservation manipulates real-time optimal control strategy base construction method
CN106710256A (en) * 2017-01-23 2017-05-24 同济大学 Passive priority method of tramcar signals under special right of way
CN106845734A (en) * 2017-03-29 2017-06-13 东南大学 Towards the multi-mode public transport timetable optimization method of last park-and-ride demand

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
现代有轨电车运行图及车底周转图的研究与开发;张晓倩;《中国优秀硕士学位论文全文数据库工程科技II辑》;20160515;C034-261 *

Also Published As

Publication number Publication date
CN108171979A (en) 2018-06-15

Similar Documents

Publication Publication Date Title
CN108171979B (en) Tramcar all-day operation time optimization method and system
CN106448194B (en) Intersection traffic signal and vehicle cooperative control method and device, vehicle
CN104637317B (en) A kind of crossing based on real-time vehicle track actuated signal control method
CN109300306B (en) Intersection variable guide lane, signal lamp and vehicle track collaborative optimization method under cooperative vehicle and road environment
CN108447282B (en) Bus real-time scheduling and priority control method based on bus-road cooperation
WO2018171464A1 (en) Method, apparatus and system for planning vehicle speed according to navigation path
CN107919014B (en) Taxi running route optimization method for multiple passenger mileage
CN102542817B (en) Cooperative control method of left-opened-door bus special phase setting and social traffic flow
CN104575034B (en) A kind of single-point intersection signal timing dial parameter optimization method based on bayonet socket data
CN107389076A (en) A kind of real-time dynamic path planning method of energy-conservation suitable for intelligent network connection automobile
CN113409599B (en) Urban public transport priority coordination control method based on information prediction
CN104064041B (en) The traffic light regulating system preferential based on public transport fleet and method
CN102867422A (en) Vehicle ad hoc network-based real-time single-point intersection signal lamp control method
CN105096643A (en) Real-time bus arrival time prediction method based on operation data of former buses in multiple lines
CN104200649A (en) System and method for dispatching and distributing peak traffic hour route resources based on application in advance
CN103593988A (en) Method for arranging steering buses in sequence in bus stop at inner side of road
CN109754617B (en) High-traffic-efficiency traffic signal lamp control system
CN108986509A (en) Urban area path real-time planning method based on vehicle-road cooperation
CN113487868B (en) Bus dynamic speed guidance-standing station control-signal priority cooperative control method
CN111859193B (en) Method and device for generating driving schedule and electronic equipment
CN105679052A (en) Multi-mode multilayer ground public transport signal priority coordination control method
CN104408949A (en) Method of controlling bus priority signal based on right-turning vehicle and bus shared lane
CN112017439A (en) Control method for pedestrian crossing ferry vehicle at automatic driving intersection
CN108257393B (en) Pedestrian road section street crossing control method based on ground public traffic prior passage
CN112373521A (en) Automatic compiling, detecting and adjusting system and method for multi-line and multi-intersection train timetable

Legal Events

Date Code Title Description
PB01 Publication
SE01 Entry into force of request for substantive examination
SE01 Entry into force of request for substantive examination
GR01 Patent grant
GR01 Patent grant