CN108171979B - A method and system for optimizing all-day operating time of trams - Google Patents

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

A method and system for optimizing all-day operating time of trams

technical field

The invention relates to the field of urban intelligent public transportation system systems, in particular to a method and system for optimizing the all-day operation time of trams.

Background technique

Compared with ordinary public transport vehicles, the departure interval of domestic and foreign trams is generally larger, about 10-15 minutes in morning and evening peak hours, and 15-30 minutes in flat peak hours.

Most of the existing timetable optimization methods are oriented to traditional public buses, and there are fewer timetable optimization methods for trams. There are certain differences between traditional ordinary public transport vehicles and trams. The specific manifestation is that the trams have independent road rights, so the travel time of the road section has strong stability; while the traditional ordinary public transport vehicles and social vehicles are mixed. , the travel time of the road segment has strong volatility.

The difference between traditional public buses and trams makes the existing timetable optimization methods insufficient to consider the travel time of road sections, especially the influence of intersections on travel time is ignored. Therefore, the existing methods often need to formulate relatively Strong assumptions, such as the assumption that each bus line has a certain running time, that the vehicles are at a constant speed and have a certain entry and exit time, and that the signal timing cycle at the intersections along the bus line is the same, etc. These assumptions are difficult to meet in real life. There is a certain gap between the actual operation of the tram system and the specified timetable.

SUMMARY OF THE INVENTION

The purpose of the present invention is to provide a method and system for optimizing the operation time of a tram throughout the day, which improves the punctuality rate of the tram and increases the competitiveness of the tram system.

For achieving the above object, the present invention provides the following scheme:

The invention provides a method for optimizing the all-day operation time of a tram, and the method for optimizing the all-day operation time of the tram includes:

Constructing the objective optimization function of the all-day operating time of the tram; the objective optimization function is a function of the penalty term coefficient in the sum of the running time of the all-day two-way tram from the starting point to the ending point in different time periods;

Constraints of tram operation are constructed; the constraints of tram operation include: intersection signal timing and phase scheme constraints, minimum travel time constraints of trams on road sections, and minimum stop time of trams at stations Constraints, under the condition of the all-day multi-signal timing scheme, the trams do not stop to pass through intersections with different signal cycle lengths, as well as the constraints on the headway of the trams before and after the train, and the time limit for the shift between the arrival and departure times of the U-turn shift; The signal timing phase scheme is a scheme formed by social vehicles in different sequences of two-way left turn green light times, and the multi-signal timing scheme is a signal timing scheme under morning peak, afternoon peak, evening peak, and flat peak. The cycle length refers to the sum of the traffic light times of an intersection;

Determine the penalty item coefficients in different time periods according to the sensitivity of the penalty item coefficients;

Calculate the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;

An all-day operating schedule of the tram is determined based on the minimum value.

Optionally, the intersection signal timing and phase scheme constraints include:

Among them, α _n,k , β _n,k and γ _n,k are all 0-1 variables, and (α _n,k ,β _n,k ) represents the order of the green light turning left in the forward and reverse directions at the intersection n in the period k Four different combinations in succession; when α _n,k = 0, β _{n, k} = 1, it indicates that the traffic sequence is first forward left turn and forward straight at the same time, then two-way straight, then reverse left turn and reverse Go straight at the same time; when α _n,k = 1, β _{n, k} = 0, the indicated traffic sequence is first reverse left turn and reverse straight at the same time, then go straight in both directions, then forward left turn and forward straight Simultaneously; when α _n,k =0, β _n,k =0, the indicated traffic sequence is forward left turn and reverse left turn at the same time, and then go straight in both directions; when α _n,k =1, β _{n ,k} = 1, the indicated traffic sequence is first two-way straight, then forward left turn and reverse left turn at the same time; tg _d,n,k indicates the green light of the tram in the direction d in the period k of the intersection n Time, g _d,n,k represents the green light time of the social vehicle going straight in the intersection n period k in the direction d, l _d,n,k represents the green light time of the social vehicle turning left in the intersection n period k in the direction d , γ _n,k represents the coefficient of whether the green light time of the tram in the period k of intersection n is affected by the phase scheme.

Optionally, the minimum travel time constraint of the tram on the road section includes:

是在路段n上沿方向d以允许的最大速度行驶的时间，

是在路段n上沿方向d以规定的最小速度行驶的时间。Among them, ttn _,(m,d) represents the travel time of the m-th tram in the direction d on the road segment n, and N is the set of all road segments,

is the time to travel on segment n in direction d at the maximum speed allowed,

is the time to travel at a specified minimum speed in direction d on road segment n.

Optionally, the minimum stop time constraint of the tram at the station includes:

是在站点n方向d上满足乘客上下车需求的最小时间，

是在站点n方向d上规定的最大停站时间。Among them, dt _{n, (m, d)} represents the stop time of the m-th tram in the direction d at station n, and S is the set of all stations,

is the minimum time to meet the passenger's need to get on and off in the direction d of station n,

is the specified maximum stop time in the direction d of station n.

Optionally, under the condition of the all-day multi-signal timing scheme, the constraints that the trams do not stop to pass through intersections with different signal period lengths include:

表示交叉口n所在子区z在时段k的周期时长；y_n,k,(m,d)表示方向d的第m次有轨电车班次在时段k通过交叉口n所在信号周期的编号；tw_n,k,(m,d)表示方向d的第m次有轨电车班次在时段k通过交叉口n时与有轨电车绿灯起亮时间的时间差；sa_n,(m,d)表示方向d的第m次有轨电车班次到达交叉口或站点n的时刻；sd_n,(m,d)表示方向d的第m次有轨电车班次离开交叉口或站点n的时刻；表示方向d的第m次有轨电车班次到达交叉口或站点n下游交叉口或站点n⁺的时刻；I表示所有交叉口的集合；S表示所有站点的集合；M是充分大的数。Among them, x _{n, k, (m, d)} is a 0-1 variable, indicating whether the m-th tram shift in the direction d passes through the intersection n in the period k; T _k represents the starting time of the period k; s _{n ,(m,d)} represents the time when the mth tram in direction d passes through intersection n; tθ _d,n,k represents the first time the green light of the tram lights up at intersection n in time period k in direction d The time difference between time and _Tk ;

Represents the cycle duration of the sub-zone z where the intersection n is located in the period k; y _n,k,(m,d) represents the number of the signal period where the mth tram in the direction d passes through the intersection n in the period k; tw _n,k,(m,d) represents the time difference between the m-th tram shift in direction d and the time when the green light of the tram lights up when passing intersection n at time period k; san _,(m,d) represents direction d The moment when the mth tram shift of the direction d arrives at the intersection or station n; sd _n,(m,d) represents the moment when the mth tram shift in the direction d leaves the intersection or station n; represents the moment when the m-th tram shift in direction d arrives at the intersection or the downstream intersection of station n or station n ⁺ ; I is the set of all intersections; S is the set of all stations; M is a sufficiently large number.

Optionally, the headway time constraints of the trams with the same forward and backward shifts include:

表示第k时段内方向d的第m次有轨电车班次与后一班有轨电车发车间隔的最小值；Among them, sd _{u(d), (m,d)} represents the time when the m-th tram in the direction d leaves the starting station u _(d) ; Represents the minimum value of the departure interval between the m-th tram shift and the next tram in direction d in the k-th period;

Represents the minimum value of the departure interval between the m-th tram shift and the next tram in direction d in the k-th period;

Optionally, the shift duration constraint between the arrival and departure time of the U-turn shift includes:

Among them, sa _{v(d), (m, d)} represents the time when the m-th tram in the direction d arrives at the terminal v _(d) ,

表示相应反方向

掉头车辆的发车时间，F表示方向d投入运营的有轨电车数量，L表示换班所需要的最小时间。

Indicates the opposite direction

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 to change shifts.

The calculating the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition specifically includes:

Adjust the departure time of the two-way trams, the speed on the road section, the stop time at the station, the green light time of the tram at the intersection along the line and the phase scheme to obtain the minimum value of the objective optimization function.

Optionally, before establishing the objective optimization function for the all-day operating time of the tram, it also includes:

Obtain the relevant parameters of the tram and the signal timing plan along the tram line, the relevant parameters include: the number of trams stored at the starting and ending points, the maximum allowed speed of the tram, the specified minimum speed and the tram The minimum stop time and the specified maximum stop time required by each station of the tram in different time periods; the signal timing scheme includes: the cycle length of the signal timing scheme at each intersection in different time periods, the green light for each intersection to turn time, start time and end time of different time periods of each of the signal control sub-regions;

According to the relevant parameters and the signal timing scheme, the running time of the forward and reverse trams on each road section and the stopping time of each station are determined.

The present invention also provides an all-day operating time optimization system for the tram, which includes:

The objective optimization function building module is used to construct the objective optimization function of the all-day operation time of the tram; the objective optimization function is the penalty term coefficient in different time periods about the sum of the running time of the all-day two-way tram from the starting point to the end point The function;

The constraint condition building module is used to construct the constraints of tram operation; the constraints include: intersection signal timing and phase scheme constraints, constraints on the minimum travel time of the tram on the road section, and the minimum stop of the tram at the station Time constraints, under the condition of the all-day multi-signal timing scheme, the trams do not stop and pass through intersections with different periods of time, and the time distance between the front and back of the tram is constrained, and the shift time between the arrival and departure time of the U-turn shift is constrained. The above signal timing cycle refers to the sum of the traffic light time of an intersection;

The penalty item coefficient determination module is used to determine the penalty item coefficient in different time periods according to the sensitivity of the penalty item coefficient;

a minimum value calculation module, configured to calculate the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;

The all-day operation timetable determination module is configured to determine the all-day operation timetable of the tram according to the minimum value.

According to the specific embodiments provided by the present invention, the present invention discloses the following technical effects:

The invention discloses a method and system for optimizing the all-day operation time of a tram, which takes into account the influence of different signal cycle durations at different intersections in different time periods, and adjusts the departure time of the trams of each shift in both directions and the number of signals on the road section. Driving speed and stopping time at the station, the green light time of the tram at the intersection along the line and the phase plan, while optimizing the operating time of the two-way tram throughout the day and the robustness of the timetable, thus ensuring that the tram can not only use Faster speed operation, while maintaining a high on-time arrival rate. According to the optimization results, the departure time of the trams at the station of each shift in both directions is determined, and finally the all-day operating timetable of the trams is obtained. The all-day operation timetable of the trams obtained by the invention matches the actual operating conditions, and compared with the existing method, the punctuality rate of the trams arriving at the station is improved, and the competitiveness of the tram system is increased; Minimizing the sum of the running time of the two-way tram throughout the day from the starting point to the ending point is the goal of optimizing the design of the tram timetable, which improves the running speed of the tram and reduces the operating cost of the tram.

Description of drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the accompanying drawings required in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some of the present invention. In the embodiments, for those of ordinary skill in the art, other drawings can also be obtained according to these drawings without creative labor.

1 is a flow chart of an embodiment of a method for optimizing the all-day operation time of a tram according to the present invention;

Figure 2 is a schematic diagram of different phase schemes based on the sequence of two-way left-turn green lights;

Figure 3 is a schematic diagram of the relationship between travel time and delay to the terminal under different penalty term coefficients;

Figure 4 is an all-day running diagram of the tram; in which, the horizontal line in Figure 4 represents the red light time of the tram at the intersection at that moment, "*" represents the departure time of the forward tram, and "+" represents the reverse To the tram departure time;

Figure 5 is a partial enlarged view of the tram throughout the day; the horizontal line in Figure 5 represents the red light time of the tram at the intersection at that moment, "*" represents the departure time of the forward tram, and "+" ” indicates the departure time of the reverse tram;

FIG. 6 is a structural connection diagram of an embodiment of an all-day operating time optimization system for a tram according to the present invention.

Detailed ways

The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, but not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those of ordinary skill in the art without creative efforts shall fall within the protection scope of the present invention.

The purpose of the present invention is to provide a method and system for optimizing the operation time of a tram throughout the day, which improves the punctuality rate of the tram and increases the competitiveness of the tram system.

In order to make the above objects, features and advantages of the present invention more clearly understood, the present invention will be described in further detail below with reference to the accompanying drawings and specific embodiments.

FIG. 1 is a flowchart of an embodiment of a method for optimizing the all-day operation time of a tram according to the present invention. As shown in Figure 1, a method for optimizing the all-day operation time of a tram includes the following steps:

Step 101 , constructing an objective optimization function of the all-day operating time of the tram; the objective optimization function is a function of the penalty term coefficient in different time periods and the sum of the running time of the all-day two-way tram from the starting point to the ending point. The specific expression of the objective optimization function is:

∑ _(m,d)∈M (∑ _n∈N tt _n,(m,d) +∑ _n∈S td _n,(m,d) )+∑ _(m,d)∈M ∑ _n∈I ∑ _{k ∈K} μ _n,k,(m,d) tw ² _n,k,(m,d) (1)

Where (m, d) represents the m-th tram bus in the direction d, and the direction d takes the value out or in, representing the forward tram shift and the reverse tram shift, respectively;

tt _{n, (m, d)} represents the travel time of the m-th tram in the direction d on the road segment n, where N is the set of all road segments;

td _n,(m,d) represents the stop time of the m-th tram in the direction d at station n, and S is the set of all stations;

tw _n,k,(m,d) represents the time difference between the time when the m-th tram in the direction d passes through intersection n in the period k and the time when the green light of the tram lights up, K is the set of all time periods, and I is all the set of intersections, where M is the set of all tram departures;

μ _n,k,(m,d) are the corresponding non-negative penalty coefficients of tw _n,k,(m,d) .

This embodiment optimizes the design of the tram timetable with the goal of minimizing the sum of the running time of the two-way trams from the starting point to the end point throughout the day, improves the running speed of the tram, improves the service level of the tram, and reduces the Reduced operating costs of trams.

Optionally, the following steps are further included before establishing the objective optimization function for the all-day operating time of the tram:

Step A1: Obtain the relevant parameters of the tram and the signal timing scheme along the tram line. The relevant parameters include: the number of trams stored at the starting and ending points, the maximum allowed running speed of the tram, and the specified minimum running speed. and the minimum stopping time and the specified maximum stopping time required by each station of the tram in different time periods; the signal timing scheme includes: the cycle length of the signal timing scheme for each intersection in different time periods, the length of each intersection The green light time of the turn, the start time and the end time of the different time periods of each of the signal control sub-regions.

Step A2, according to the relevant parameters and the signal timing scheme, determine the travel time of the forward and reverse trams on each road section and the stop time at each station.

Step 102: Constraining the operation of the tram is constructed. The constraints include:

Constraint 1: The intersection signal timing and phase scheme is constrained, and the intersection signal timing and phase scheme differs mainly in the sequence of the two-way left turn green light. The constraint expression is:

Among them, α _n,k , β _n,k and γ _n,k are 0-1 variables, (α _n,k ,β _n,k ) represents the sequence of the forward and reverse left turn green lights at the intersection n in the period k of four different combinations. Figure 2 is a schematic diagram of different phase schemes based on the sequence of a two-way left turn green light. As shown in Fig. 2, phase scheme 1: when α _n,k =0, β _n,k =1, the traffic sequence indicated is to turn left and go straight at the same time, then go straight in both directions, and then go left in the opposite direction. Turn and reverse straight at the same time. Phase scheme 2: When α _n,k =1, β _n,k =0, the indicated traffic sequence is first reverse left turn and reverse straight at the same time, then go straight in both directions, and then forward left turn and forward straight at the same time conduct. Phase scheme 3: When α _n,k =0, β _n,k =0, the indicated traffic sequence is forward left turn and reverse left turn at the same time, and then go straight in both directions. Phase scheme 4: When α _n,k =1, β _n,k =1, the indicated traffic sequence is to go straight in both directions first, and then proceed to turn left in the forward direction and turn left in the reverse direction at the same time.

Because streetcars usually run in the middle of the road, the green time of streetcars is affected by the sequence of left-turn green lights of forward and reverse social vehicles. tg _d,n,k indicates the green light time of the tram in the direction d in the period k of the intersection n, g _d,n,k indicates the green light time of the social vehicle in the direction d in the period k of the intersection n, l _{d ,n,k} represents the green light time for the social vehicle to turn left at the intersection n in the period k in the direction d, and γ _n,k indicates whether the green light time of the tram in the intersection n period k is affected by the phase scheme.

Constraint 2: The minimum travel time constraint of the tram on the road section, the travel time is the travel time of the tram between the intersection or between the intersection and the station, excluding the stop time, and the constraint expression is:

是在路段n上沿方向d以允许的最大速度行驶的时间，

是在路段n上沿方向d以规定的最小速度行驶的时间。Among them, ttn _,(m,d) represents the travel time of the m-th tram in the direction d on the road segment n, and N is the set of all road segments,

is the time to travel on segment n in direction d at the maximum speed allowed,

is the time to travel at a specified minimum speed in direction d on road segment n.

Constraint 3: The minimum stopping time of trams at the station is restricted. The minimum stopping time refers to the minimum time required to meet passengers getting on and off the train. The constraint expression is:

是在站点n方向d上满足乘客上下车需求的最小时间，

是在站点n方向d上规定的最大停站时间。Among them, dt _{n, (m, d)} represents the stop time of the m-th tram in the direction d at station n, and S is the set of all stations,

is the minimum time to meet the passenger's need to get on and off in the direction d of station n,

is the specified maximum stop time in the direction d of station n.

Constraint 4: Under the condition of the all-day multi-signal timing scheme, the trams are constrained to pass through different intersections without stopping. The multi-signal timing scheme refers to the corresponding signal timing scheme formulated during the morning peak, afternoon peak, evening peak and flat peak for the time-varying traffic flow throughout the day. The area consisting of intersections along the line in the signal timing cycle, where the signal timing cycle refers to the sum of the traffic light times of an intersection. Under the condition of the all-day multi-signal timing scheme, the expression for the constraint that trams pass through different intersections without stopping is:

表示交叉口n所在子区z在时段k的周期时长；y_n,k,(m,d)表示方向d的第m次有轨电车班次在时段k通过交叉口n所在信号周期的编号；tw_n,k,(m,d)表示方向d的第m次有轨电车班次在时段k通过交叉口n时与有轨电车绿灯起亮时间的时间差；sa_n,(m,d)表示方向d的第m次有轨电车班次到达交叉口或站点n的时刻，sd_n,(m,d)表示方向d的第m次有轨电车班次离开交叉口或站点n的时刻，

表示方向d的第m次有轨电车班次到达交叉口或站点n下游交叉口或站点n⁺的时刻，I表示所有交叉口的集合；S表示所有站点的集合；M是充分大的数。Among them, x _{n, k, (m, d)} is a 0-1 variable, indicating whether the m-th tram shift in the direction d passes through the intersection n in the period k; T _k represents the starting time of the period k; s _{n ,(m,d)} represents the time when the mth tram in direction d passes through intersection n; tθ _d,n,k represents the first time the green light of the tram lights up at intersection n in time period k in direction d The time difference between time and _Tk ;

Represents the cycle duration of the sub-zone z where the intersection n is located in the period k; y _n,k,(m,d) represents the number of the signal period where the mth tram in the direction d passes through the intersection n in the period k; tw _n,k,(m,d) represents the time difference between the m-th tram shift in direction d and the time when the green light of the tram lights up when passing intersection n at time period k; san _,(m,d) represents direction d The moment when the m-th tram shift arrives at the intersection or station n, sd _n,(m,d) represents the moment when the m-th tram shift in the direction d leaves the intersection or station n,

Represents the moment when the mth tram shift in direction d arrives at the intersection or downstream intersection of station n or station n ⁺ , I denotes the set of all intersections; S denotes the set of all stations; M is a sufficiently large number.

Constraint 5: Constraints on the headway of trams with the same forward and backward shifts. The constraint expression is:

Among them, sd _{u(d), (m,d)} represents the time when the m-th tram in the direction d leaves the starting station u _(d) ;

表示第k时段内方向d的第m次有轨电车班次与后一班有轨电车发车间隔的最小值；

表示第k时段内方向d的第m次有轨电车班次与后一班有轨电车发车间隔的最小值；

Represents the minimum value of the departure interval between the m-th tram shift and the next tram in direction d in the k-th period;

Represents the minimum value of the departure interval between the m-th tram shift and the next tram in direction d in the k-th period;

Constraint 6: Shift duration constraint between the arrival and departure time of the U-turn shift, the constraint expression is:

表示相应反方向掉头车辆的发车时间，F表示方向d投入运营的有轨电车数量，L表示换班所需要的最小时间。Among them, sa _{v(d), (m, d)} represents the time when the m-th tram in the direction d arrives at the terminal v _(d) ,

Indicates the opposite direction 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 to change shifts.

Step 103: Determine the penalty item coefficients in different time periods according to the sensitivity of the penalty item coefficients. In actual operation, trams will be affected by some random disturbances, such as speed fluctuations. Random disturbances may delay the arrival of trams at the intersection, so the trams may be affected by random disturbances and not be able to pass through the intersection in the stipulated time, and then stop at the intersection to wait for the next green light. In order to improve the anti-random interference ability of trams, the trams should be made to pass through the intersection in the early green light as much as possible. Increasing the penalty term coefficient can make the tram pass as early as possible at the green light, but an excessively large penalty term coefficient will cause the tram to stop for a longer time at the station (in order to pass the intersection when the green light is on), This in turn increases the travel time of the tram. Therefore, it is necessary to balance the travel time of the tram and the anti-random interference ability. Make the penalty coefficient increase continuously from zero. For each penalty coefficient, the minimum value of the objective function is calculated under the constraint conditions, which specifically includes adjusting the departure time of the trams of each shift in both directions, and the green lights of the trams in different time periods at each intersection in the different signal control sub-areas. Lighting time and phase scheme, the minimum value of the objective optimization function is obtained. Available optimization methods include, but are not limited to, branch and bound methods, cut plane methods, and the like. Obtain the tram schedule scheme with a given penalty coefficient, use the traffic simulation software to evaluate the schedule from two indicators of travel time and delay to the terminal, and draw the relationship diagram between the delay to the terminal and the travel time, as shown in Figure 3 , choose a penalty factor where the travel time is significantly reduced and the delay to the terminal is reduced with limited space.

This embodiment not only improves the running speed of the tram, improves the service level of the tram, but also reduces the operating cost of the tram, and at the same time increases the robustness of the timetable, so that the tram can be well Maintain the punctuality rate of the timetable and reduce the waiting time of passengers.

Step 104: Calculate the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition. Adjust the departure time of the two-way trams, the speed on the road section, the stop time at the station, the green light time of the tram at the intersection along the line and the phase scheme to obtain the minimum value of the objective optimization function.

Step 105: Determine the all-day operation timetable of the tram according to the minimum value, which specifically includes:

Step B1, according to the minimum value, determine the time when the two-way trams leave the signal control sub-area and draw a full-day running diagram of the two-way trams; as shown in FIG. . The horizontal line in Figure 4 and Figure 5 represents the red light time of the tram at the intersection at that moment, "*" represents the departure time of the forward tram, and "+" represents the departure time of the reverse tram.

Step B2: Determine the all-day operation timetable of the tram according to the all-day operation diagram of the two-way tram.

Table 1 is the departure timetable of the tram in the forward direction of the fifth shift in Figure 4, accurate to the minute.

site departure time site departure time starting point 8:34 site 10 8:53 site 1 8:36 site 11 8:55 site 2 8:39 site 12 9:01 site 3 8:40 site 13 9:03 site 4 8:42 site 14 9:04 site 5 8:43 site 15 9:06 site 6 8:47 site 16 9:07 site 7 8:48 site 17 9:09 site 8 8:50 site 18 9:11 site 9 8:51 terminal 9:13

The present invention also provides an all-day operating time optimization system for trams. FIG. 6 is a structural connection diagram of an embodiment of an all-day operating time optimization system for trams in accordance with the present invention. As shown in FIG. 6 , there are The system for optimizing the operating hours of trams throughout the day includes:

The objective optimization function building module 601 is used for constructing the objective optimization function of the all-day operation time of the tram; the objective optimization function is the penalty item in different time periods about the sum of the running time of the all-day two-way tram from the starting point to the end point function of coefficients;

The constraint condition building module 602 is used for constructing the constraint conditions of the tram operation; the constraint conditions include: 1) the intersection signal timing and phase scheme constraint, 2) the minimum travel time constraint of the tram on the road section, 3) there are Constraints on the minimum stopping time of trams at the station; 4) Constraints that trams pass through intersections with different periods of time without stopping under the condition of the all-day multi-signal timing scheme; ) Shift time constraints between the arrival and departure time of the U-turn shift. The signal timing cycle refers to the sum of the traffic light times of an intersection;

a penalty item coefficient determination module 603, configured to determine the penalty item coefficients in different time periods according to the sensitivity of the penalty item coefficients;

a minimum value calculation module 604, configured to calculate the minimum value of the objective optimization function according to the penalty term coefficient and the constraint condition;

The all-day operation timetable determination module 605 is configured to determine the all-day operation timetable of the tram according to the minimum value.

The method and system for optimizing the all-day operation time of trams provided by the present invention take into account the influence of different signal cycle durations at different intersections in different time periods, and adjust the departure time of trams of each shift in both directions and the signal controller along the line. The phase difference of the interval and the phase difference of the signal control sub-area along the line minimize the sum of the running time of the two-way trams from the starting point to the end point of the whole day, and determine the departure signal control sub-area of the two-way trams according to the optimization results. At the moment, finally get the tram running timetable all day. The all-day operation timetable of the trams obtained by the invention matches the actual operating conditions, improves the on-time rate of the trams arriving at the station, and increases the competitiveness of the tram system; so as to minimize the all-day two-way track The sum of the running time of the tram from the starting point to the ending point is the objective to optimize the design of the tram timetable, which improves the running speed of the tram, improves the service level of the tram, and reduces the operating cost of the tram.

For the system disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant part can be referred to the description of the method.

In this paper, specific examples are used to illustrate the principles and implementations of the present invention. The descriptions of the above embodiments are only used to help understand the methods and core ideas of the present invention; meanwhile, for those skilled in the art, according to the present invention There will be changes in the specific implementation and application scope. In conclusion, the contents of this specification should not be construed as limiting the present 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∈Ptt_p,(m,d)+∑_q∈Sdt_q,(m,d))+∑_(m,d)∈Q∑_n∈I∑_k∈Kμ_n,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;

tt_p,(m,d)the travel time of the mth tram representing the direction d on the section P, P being the set of all sections;

dt_q,(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;

tw_n,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;

μ_n,k,(m,d)is tw_n,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:

wherein alpha is_n,k，β_n,kAnd gamma_n,kAre all variables from 0 to 1, (alpha)_n,k,β_n,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 is_n,k＝0，β_n,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 is_n,k＝1，β_n,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 is_n,k＝0，β_n,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 is_n,k＝1，β_n,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; tg_d,n,kIndicating the green time, g, of the tram at the intersection n period k in the direction d_d,n,kIndicating the green time, l, of a social vehicle traveling straight at an intersection n time period k in direction d_d,n,kIndicating the green time, gamma, of a left turn of a social vehicle at an intersection n period k in direction d_n,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:

wherein,

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,

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:

wherein x is_n,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 is_kRepresents the start time of period k; t θ_d,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 d_kThe time difference of (a);

representing the cycle duration of the sub-area z where the intersection n is located in the time period k; y is_n,k,(m,d)The mth tram shift representing direction d passes through the intersection n at time period kThe number of the signal period; tw_n,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; tg_d,n,kRepresenting the green time of the tramcar at the intersection n time period k in the direction d;

downstream intersection or station e of the m tram shift arriving at intersection or station e representing direction d⁺The time of day; sd_e,(m,d)The moment when the mth tram shift in the direction d leaves the intersection or station e; tt is a Chinese character_e,(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, sd_n,(m,d)The time when the mth tram shift in the direction d leaves the intersection n; sa_n,(m,d)The time when the mth tram shift in the direction d reaches the intersection n; dt_n,(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:

wherein sd_u(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;

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:

wherein sa_v(d),(m,d)M tram shift arrival at terminal v representing direction d_(d)The time of (a) is,

indicating the corresponding reverse direction

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∈Ptt_p,(m,d)+∑_q∈Sdt_q,(m,d))+∑_(m,d)∈Q∑_n∈I∑_k∈Kμ_n,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;

tt_p,(m,d)the travel time of the mth tram representing the direction d on the section P, P being the set of all sections;

dt_q,(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;

tw_n,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;

μ_n,k,(m,d)is tw_n,k,(m,d)Corresponding to a non-negative penalty factor.

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