CN108550098A - A kind of urban rail transit network passenger flow current-limiting method - Google Patents
A kind of urban rail transit network passenger flow current-limiting method Download PDFInfo
- Publication number
- CN108550098A CN108550098A CN201810373655.1A CN201810373655A CN108550098A CN 108550098 A CN108550098 A CN 108550098A CN 201810373655 A CN201810373655 A CN 201810373655A CN 108550098 A CN108550098 A CN 108550098A
- Authority
- CN
- China
- Prior art keywords
- station
- passenger
- network
- passenger flow
- virtual operation
- 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.)
- Granted
Links
- 238000000034 method Methods 0.000 title claims abstract description 24
- 230000008901 benefit Effects 0.000 claims abstract description 9
- 238000005457 optimization Methods 0.000 claims abstract description 8
- 238000013480 data collection Methods 0.000 claims abstract description 7
- 238000012545 processing Methods 0.000 claims abstract description 7
- 238000012546 transfer Methods 0.000 claims description 21
- 241001269238 Data Species 0.000 claims description 8
- 238000009826 distribution Methods 0.000 claims description 6
- 230000000977 initiatory effect Effects 0.000 claims description 4
- 230000001680 brushing effect Effects 0.000 claims description 3
- 238000009795 derivation Methods 0.000 claims description 3
- 238000012917 library technology Methods 0.000 claims description 3
- 238000012423 maintenance Methods 0.000 claims description 3
- 238000002203 pretreatment Methods 0.000 claims description 3
- 238000012163 sequencing technique Methods 0.000 claims description 3
- 238000011160 research Methods 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 5
- 238000007726 management method Methods 0.000 description 4
- 235000008331 Pinus X rigitaeda Nutrition 0.000 description 1
- 235000011613 Pinus brutia Nutrition 0.000 description 1
- 241000018646 Pinus brutia Species 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000006855 networking Effects 0.000 description 1
- 238000013139 quantization Methods 0.000 description 1
- 230000011664 signaling Effects 0.000 description 1
- 238000007619 statistical method Methods 0.000 description 1
- 239000011800 void material Substances 0.000 description 1
Classifications
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
- G06Q50/10—Services
- G06Q50/26—Government or public services
- G06Q50/265—Personal security, identity or safety
-
- G—PHYSICS
- G06—COMPUTING; CALCULATING OR COUNTING
- G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
- G06Q10/00—Administration; Management
- G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
- G06Q10/063—Operations research, analysis or management
- G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
Landscapes
- Business, Economics & Management (AREA)
- Engineering & Computer Science (AREA)
- Human Resources & Organizations (AREA)
- Economics (AREA)
- Strategic Management (AREA)
- Tourism & Hospitality (AREA)
- Marketing (AREA)
- General Business, Economics & Management (AREA)
- Entrepreneurship & Innovation (AREA)
- Educational Administration (AREA)
- Development Economics (AREA)
- Theoretical Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Physics & Mathematics (AREA)
- Primary Health Care (AREA)
- Computer Security & Cryptography (AREA)
- Health & Medical Sciences (AREA)
- General Health & Medical Sciences (AREA)
- Game Theory and Decision Science (AREA)
- Operations Research (AREA)
- Quality & Reliability (AREA)
- Management, Administration, Business Operations System, And Electronic Commerce (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a kind of urban rail transit network passenger flow current-limiting methods, include the following steps：Model hypothesis；Urban Rail Transit model foundation；Source data collection and processing；Build virtual operation line；Network passenger flow distributes；Network passenger flow is converted into circuit passenger flow；Virtual operation circuit passenger flow is matched in actual cities rail traffic road network；It is solved using business Optimization Solution software；Show that each station cooperates with the optimal policy of flow control at the master control flow rate of entire morning peak, flow control number, period flow control situation and each station of Rail traffic network in Rail traffic network.The advantage of the invention is that：Can obtain each station day part on Rail traffic network the ridership that enters the station, platform wait number and each secondary train each section handling capacity of passengers etc..Flow control measure being formulated for Rail traffic network, theoretical foundation is provided.
Description
Technical field
The present invention relates to rail traffic current limiting technique field, more particularly to a kind of urban rail transit network passenger flow current limliting side
Method.
Background technology
Currently, the metropolitan urban track traffic in China comes into the new stage of networking operation, the visitor rapidly increased
The contradiction of stream demand and limited transport capacity becomes increasingly conspicuous.On the one hand part circuit peak period overload operation, vehicle are shown as
Compartment is crowded, wait delay phenomena such as be on the rise so that phenomena such as passenger's overhang-door, car door failure, takes place frequently, and then leads to network
Reliability is greatly lowered；On the other hand, due to facilities and equipment disabler and some unpredictable external factor (burst things
Part, weather influence etc.) cause train that long-time, large area delay occurs, cause the passenger flow at part station to overstock, to network operation
Safety belt carrys out serious challenge." risk that large passenger flow is brought " has become the point of key risk in urban track traffic operation.
Station current limliting (close ticket machine and gate, setting railing, close entrance, close transferring passage etc.) it is a kind of big
Very effective contingency management measure under the conditions of passenger flow.It can ensure passenger safety, effectively avoid because large passenger flow is issuable
It is crowded, trample, passenger is forced down the security risks such as platform, while again can rationally, effectively balanced each seat coach station unit interval
The passenger flow that enters the station and train capacity utilization ratio play the potential of facilities and equipment, it is ensured that the unimpeded and efficient fortune of circuit to the maximum extent
Battalion.
But the selection of current limliting station, the determination of current limliting period and current limliting intensity are determined in practical operation management, it is past
Toward the experience by manager, decision carries certain subjectivity, lacks scientific.In addition, current station current limliting research is not
Consider the passenger flow situation of whole circuit and entire Rail traffic network, therefore Rail Transit System can not be made integrally to reach
It is optimal.
《Urban track traffic operation security management regulation》In point out when station carrying the volume of the flow of passengers meet or exceed passenger flow police
It is the currently the only quantization that can be referred to that measures, the standards such as current limliting, envelope station are taken when guarding against line (the 70% of station bearing capacity)
Standard.
For station current limliting scheme, there is more correlative study at present.
The prior art one：
It " is opening just, Jiang Xi, He Ying pine urban track traffics peak period station cooperates with current limliting security control to study [J]
Just etc. indicating that get on the bus number control and facing between line of entrance to the station control, platform controls in China's safety in production science and technology "
3 kinds of station current-limiting modes, and AT STATION on the basis of volume of the flow of passengers equilibrium condition, have studied single standee's flow control and two stations be same
When large passenger flow in the case of station between Cooperative Security current-limiting mode.
The shortcomings that prior art one, is：
Current limliting station is chosen in practical operation management, the current limliting period is determining and current limliting intensity determines, often according to
By the experience of manager, decision carries certain subjectivity, lacks scientific.In addition, current station current limliting research does not integrate
Consider the passenger flow situation of whole circuit and entire Rail traffic network, therefore Rail Transit System can not be made integrally to reach most
It is excellent.
The prior art two：
Chinese invention patent, application No. is：CN201710290875.3；It is entitled a kind of based on Wi-Fi signaling datas
City rail traffic route dynamic current limiting method.This method is based on statistical method, realizes and multiplies according to the acquisition of Wi-Fi location datas
Real-time space status data information of the visitor in Rail Transit System, especially each platform are waited number and stay information in real time,
Decision-making foundation as rail line dynamic current limiting.Meanwhile ensureing rail traffic large passenger flow operation security, and improve track
The accuracy of traffic current limliting and efficiency.
The shortcomings that prior art two, is：The influence for not considering entire Rail traffic network passenger flow, leads to circuit current limliting
As a result precision cannot be guaranteed, to which Rail traffic network system cannot be made integrally to be optimal.
The prior art three：
Passenger flow demand based on spatial distribution considers that the coordination of passenger flow demand and transport capacity is closed from network level system
System is established under conveying capacity constraint with passenger flow demand and conveying capacity matching degree based on passenger flow demand and distribution characteristics
Maximize and be delayed the Multiple Objective Mathematical Programming model that the volume of the flow of passengers minimizes.
The shortcomings that prior art three, is：Do not fully consider the flow space-time distribution feature of Rail traffic network, and by
In the time interval taken be specified equal long periods, can not approximate dynamic current limiting so that entire Rail traffic network visitor
The accuracy of ductility limit stream cannot be guaranteed, and cannot be optimal so as to cause entire Rail Transit System.
Technical name used in the present invention：
(1) network topology structure model, graph theory are to be widely used general operational research branch, are widely applied to physics
The every field such as, chemistry, cybernetics, communications and transportation.City rail traffic route figure is described using network topology structure model
It is the premise and basis for carrying out urban track traffic for passenger flow current limliting research.
(2) linear programming optimisation technique：Linear programming (Linear programming, abbreviation LP), is for studying line
Property constraints lower linear object function extreme-value problem mathematical theory and method, can be used for make the utilization of resources it is optimal certainly
Plan is an important branch of operational research.
(3) database technology：Database technology, to study and managing object, is that research is stored and organized, efficiently with data
Obtain and handle a kind of information technology of data.
(4) business Optimization Solution software (IBM WebSphere ILOG CPLEX), the built-in branch and bound method of the software
Etc. many highly effective algorithms, flexible high-performance optimization program is provided, linear programming can be solved, quadratic equation is planned, is secondary
The problems such as constraint equation planning and mixed integer programming.
Invention content
The present invention in view of the drawbacks of the prior art, provides a kind of urban rail transit network passenger flow current-limiting method, can have
Solution the above-mentioned problems of the prior art of effect.
In order to realize the above goal of the invention, the technical solution adopted by the present invention is as follows：
The more station collaboration passenger flow control problems of urban mass transit network in the present invention based on route map of train can be specific
It is described as follows：
A kind of urban rail transit network passenger flow current-limiting method, includes the following steps：
The first step：Model hypothesis；
Second step：Urban Rail Transit model foundation；With graph theory relevant knowledge, build using station as node, vehicle
Intersite line is that the urban mass transit network on side opens up benefit structural model；
Third walks：Source data collection and processing；
4th step：Build virtual operation line；
5th step：Network passenger flow distributes；
6th step：Network passenger flow is converted into circuit passenger flow；
7th step：Virtual operation circuit passenger flow is matched in actual cities rail traffic road network；
8th step：With the data in step 2, solved using business Optimization Solution software；
9th step：According to the solving result of step 8, show that each station is in entire morning peak in Rail traffic network
The optimal policy of master control flow rate, flow control number, period flow control situation and each station collaboration flow control of Rail traffic network.
Further, the particular content of the step 1 is as follows：
Problem is specified, is assumed as follows：
A. the time of running and the scheme that stops are constant in the service chart time range that problem uses；
B. passenger enter the station the time it is known that the outbound time determined by City Rail Transit System；
C. passenger necessarily takes urban track traffic and completes trip without departing from system after entering the station；
D. the passenger that gets off quickly leaves station, is not take up station platform space.
Further, step 3 is as follows：
S31：Data collection
Obtain following data：Passenger flow OD data, each train arrival and leaving moment of respectively standing, the passenger flow demand of each station each period,
Each station platform ability；Passenger flow OD data are obtained from urban track traffic AFC system；When passenger flow OD data contain passenger and enter the station
Between, passenger enters the station place, passenger's outbound time and the outbound place of passenger；
S32：Original data processing
Maintenance data library technology handles passenger flow OD data, obtains the required passenger flow data of model.
Further, step 4 is as follows：
S41：If every operation line is by the set formed in station arrival, departure time with sequencing, lt={ τ
d1,t,τa2,t,τd2,t,…,τai,t,τdi,t,…,τdn-1,t,τan,t}；Wherein τ ai,t、τdi,tIndicate respectively the arrival of t train, from
It opens the time at the stations i, i, n indicate Station XXX, i, n ∈ S, t ∈ T.
By passenger flow OD graphical datas, the passenger flow arc on figure is formd；Passenger flow arc and train operation service chart are integrated into
One throws the net in network, forms passenger flow-service chart network；
S42：Virtual operation line is built, and network passenger flow is converted to circuit passenger flow；
Based between OD active path and step 2 in the urban mass transit network that builds open up benefit structural model, by starting point
The initiating station of the true train by the starting point is extended to, terminal extends to the terminal station of the true train by the terminal, from
And a virtual train operation circuit is constructed, when in conjunction with transfer between the service chart and transfer stop of actual motion circuit
Between, the service chart of virtual operation circuit is formed, when being matched the operation line on different working lines, when meeting transfer
Between require, and matched with first after transfer time operation line is met；
After the service chart for having constructed virtual operation circuit, in conjunction with the passenger flow in S41-service chart network, virtual operation is obtained
The passenger flow of line-service chart network.Passenger flow on virtual operation circuit is matched to the time-space network of virtual operation circuit service chart
On arc, network flow problem is converted into this；
Active path between all OD points pair all constructs a virtual operation circuit, then by identical virtual operation line
Road merges, and has obtained the set of the virtual operation circuit of entire subway network, turns network passenger flow control on the basis of this
Turn to circuit passenger flow control.
Further, step 5 is as follows：
It is allocated firstly the need of to urban rail transit network passenger flow；Using stochastic user equilibrium theory as base when distribution
Plinth, is allocated passenger flow using Logit models, does not consider that capacity constrains, the passenger flow for finding out active path between OD points pair undertakes
Rate；If OD, to (i, j), the valid path set between this OD pairs is combined into Ki,j, the probability of passenger's selection kth active pathIt is as follows
Shown in formula, wherein θ is impedance relevant parameter,Indicate kth active path generalized costs of the OD between (i, j)；
With following property：
And
According to AFC brushing card datas, Time segments division is carried out at the time of leaving station with adjacent train twice in the same direction, obtains difference
Period volume of the flow of passengers p between OD points pairi,j,t, the probability that passenger selects kth active path is obtained in conjunction with by Logit modelsIt can
To obtain the period volume of the flow of passengers on kth active pathIt is shown below：
The passenger flow being assigned on active path is matched on virtual circuit r, virtual operation line circuit passenger flow is obtained；
Since the active path between OD points pair is likely to be present in a plurality of virtual operation circuit, so needing to meet in matching
Following rule：
The passenger flow that do not change to is matched with the virtual operation circuit that do not change to, and changes to primary passenger flow and has one
The virtual operation circuit of secondary transfer is matched；It changes to passenger flow twice and there is the virtual operation route progress changed to twice
Match.
In conjunction with above-mentioned rule, when for OD points to (i, j), when passenger's selection kth active path of standing from i to j belongs to empty
Part on quasi- running route r or it is whole when, by the period volume of the flow of passengers of the OD points between (i, j) on kth active pathWith
The period volume of the flow of passengers stood from i to j on virtual operation circuit rIt is matched, is shown below.
Time segments division is carried out to the OD volumes of the flow of passengers based on route map of train, the period of station i is expressed as [τ di,t,τdi,t+1], τ
di,tAt the time of indicating that t train leaves the stations i.
WithIndicate period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r.
Step 6 the specific steps are：
S61：Virtual operation circuit passenger flow calculates：
Network OD passenger flows are distributed above, have obtained the od period volumes of the flow of passengers on virtual operation circuit rIn order to carry out mobile equilibrium derivation to the passenger flow on every virtual operation line, need to station and train number into line renumbering,
Period OD passenger flow on virtual operation circuit isWith former period OD passenger flowsBetween matching relationship be shown below；
In above formula,It indicates on practical subway network, take t train in the i plans of standing reaches j by virtual routes r
The passenger to stand, i.e., in period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r；wi,r,αFor 0-1
Parameter, it is 1 that numbers of the expression real network bus loading zone i on virtual operation route r, which is α durations, and other is 0；ut,r,t'Also it is 0-
1 parameter indicates that in virtual operation route r, the secondary virtual trains of t ' include that practical t train duration is 1, and other is 0；
It indicates on virtual operation route r, the passenger that the secondary trains of t ' reach the stations β is taken in the α plans of standing；
S62：Virtual operation circuit passenger flow index calculates：
(1) it on virtual operation route r, is escape to when the secondary trains of t ' leave (in the period from No. -1 train of t ') into the ridership of station α beIt is shown below.
Refer in virtual operation route r, α stand it is expected take the secondary trains of t ' go β stand the number that enters the station, i.e., when
Between sectionThe ridership for going β to stand stood into α.
(2) on virtual operation route r, the secondary trains of t ' are in the increased ridership in the stations α
Refer in virtual operation route r, the ridership that the secondary trains of t ' go β to stand is taken at the stations α.
(3) in virtual operation route r, multiplying the number of getting off that the secondary trains of t ' are stood in β isIt is shown below.
(4) on virtual operation route r, when the secondary trains of t ' leave the stations α, the ridership that residue goes β to stand at the stations α isIt is shown below.
Refer on virtual operation route r, the secondary trains of t ' leave before the stations α (passenger does not get on the bus also), the station of station α
The ridership that β stands is gone by the stations α on platform, is shown below.
Assuming that the passenger of platform does not get on the bus when train gets to the station, but completed in a flash when train leaves station
It gets on the bus.On virtual operation route r, before ＇ train of t leaves the stations α, i.e., at the momentBefore, the total number of persons of station platform by
In the periodNo. ＇ -1 trains of passenger and t into station leave the remaining passenger's composition in rear station.When
When t '=1,
(5) on virtual operation route r, the secondary trains of t ' leave before the stations α (passenger does not get on the bus also), on the α platforms of station
Always ridership isIt is shown below.
(6) on virtual operation route r, handling capacity of passengers when the secondary trains of t ' leave station α isIt is shown below.
Further, step 7 is as follows：
S71：Practical inter-city rail transit road network passenger flow index calculates
(1) in the Rail traffic network of actual cities, correspond to each nature working line, t train leaves station i
The total patronage in preceding station is zi,t, according to formula (11), the patronage that station is total in corresponding practical road network can be released
zi,t, it is shown below；
M in formulai,tFor 0-1 parameters, indicates that when practical t train includes i station durations be 1, be otherwise 0；
(2) in practical subway network, line is run naturally corresponding to each, handling capacity of passengers when t train leaves the stations i is
loadi,t；According to formula (12), corresponding handling capacity of passengers load in real network is releasedi,t；It is shown below：
In formulaFor 0-1 parameters, it is 1 that expression, which is transfer arc duration in virtual operation route r, behind the stations α, and other is 0；
(3) it on the Rail traffic network of actual cities, is escape to when t train leaves from t-1 train and enters station i's
Patronage is xi,t.According to formula
(4) number that enters the station is limited.In practical subway network, escape to when t train leaves from t-1 train limit into
The patronage for entering station i is xri,t, i.e. station i is in period [τ di,t-1,τdi,t] in limitation enter the station number, be shown below.
S72：Under the Rail traffic network of actual cities, passenger flow Index Constraints
(1) passenger flow constraint of demand.
(2) patronage of getting on the bus constrains.Patronage get on the bus no more than platform total number of persons.
(3) patronage of getting off constrains.On virtual operation route r, get on the bus passenger people of the ＇ train of t at all stations
Number summation is equal in the ridership summation of getting off at all stations.
(4) train passenger carrying capacity constrains, and in practical subway network, t train leaves handling capacity of passengers when i stands no more than
The maximum passenger capacity of train.
QT is the maximum passenger capacity of train in above formula.
(5) station capability constrains.In practical subway network, before t train leaves the stations i, the platform patronage of station i
The maximum galleryful of station platform cannot be more than.
G in above formulaiThe maximum ridership that can be accommodated for the platform of station i.
Further, step 8 is as follows：
S81：Cooperate with the object function of passenger flow control Optimized model as passenger traffic using the more stations of the subway network based on service chart
Volume of the circular flow maximizes, and is shown below：
Z is the maximum target function value of passenger person-kilometres in formula；loadI, tFor on subway network, t train leaves station i
When handling capacity of passengers；cI, tIn subway network, to be run on line at t times, the section length after the i of station.
S82：The data of step 2 are pre-processed into (formula (1)-(4) are pre-treatment step), then will pre-process it
Input data of the data afterwards as model finally utilizes business Optimization Solution software (IBM WebSphere ILOG CPLEX)
Model (formula (5)-(22)) is solved.
Compared with prior art the advantage of the invention is that：
The number and each 1. ridership that enters the station, the platform that can obtain each station day part on Rail traffic network are waited
Handling capacity of passengers etc. of the secondary train in each section.
2. can formulate flow control measure for Rail traffic network provides theoretical foundation.
Description of the drawings
Fig. 1 is passenger flow of the embodiment of the present invention-service chart network diagram；
Fig. 2 is the organigram of virtual operation circuit service chart of the embodiment of the present invention.
Specific implementation mode
To make the objectives, technical solutions, and advantages of the present invention more comprehensible, below in conjunction with attached drawing and embodiment is enumerated,
The present invention is described in further details.
A kind of urban rail transit network passenger flow current-limiting method, includes the following steps：
The first step：Model hypothesis；
Second step：Urban Rail Transit model foundation；With graph theory relevant knowledge, build using station as node, vehicle
Intersite line is that the urban mass transit network on side opens up benefit structural model.
Third walks：Source data collection and processing；
4th step：Build virtual operation line；
5th step：Network passenger flow distributes；
6th step：Network passenger flow is converted into circuit passenger flow；
7th step：Virtual operation circuit passenger flow is matched in actual cities rail traffic road network；
8th step：With the data in step 2, business Optimization Solution software (IBM WebSphere ILOG are utilized
CPLEX it) is solved；
9th step：Master control flow rate, flow control number, period of each station in entire morning peak in output track transportation network
The optimal policy of flow control situation and each station collaboration flow control of Rail traffic network.
The particular content of the step 1 is as follows：
Problem is specified, is assumed as follows：
A. the time of running and the scheme that stops are constant in the service chart time range that problem uses；
B. passenger enter the station the time it is known that the outbound time determined by City Rail Transit System；
C. passenger necessarily takes urban track traffic and completes trip without departing from system after entering the station；
D. the passenger that gets off quickly leaves station, is not take up station platform space.
Further, step 3 is as follows：
S31：Data collection
Required data include：Passenger flow OD data, each train arrival and leaving moment of respectively standing, the passenger flow demand of each station each period,
Each station platform ability.Passenger flow OD data are obtained from urban track traffic AFC system.When passenger flow OD data contain passenger and enter the station
Between, passenger enters the station place, passenger's outbound time and the outbound place of passenger.
S32：Original data processing
Maintenance data library technology handles passenger flow OD data, obtains the required passenger flow data of model.
Step 4 is as follows：
S41：If every operation line is by the set formed in station arrival, departure time with sequencing, lt={ τ
d1,t,τa2,t,τd2,t,…,τai,t,τdi,t,…,τdn-1,t,τan,t}；Wherein τ ai,t、τdi,tIndicate respectively the arrival of t train, from
It opens the time at the stations i, i, n indicate Station XXX, i, n ∈ S, t ∈ T.
By passenger flow OD graphical datas, the passenger flow arc on figure is formd.Passenger flow arc and train operation service chart are integrated into
One throws the net in network, just forms passenger flow-service chart network, sees Fig. 1.
S42：Virtual operation line is built, and network passenger flow is converted to circuit passenger flow
Based between OD active path and step 1 in the urban mass transit network that builds open up benefit structural model, by starting point
The initiating station of the true train by the starting point is extended to, terminal extends to the terminal station of the true train by the terminal, from
And a virtual train operation circuit is constructed, when in conjunction with transfer between the service chart and transfer stop of actual motion circuit
Between, the service chart of virtual operation circuit is formed, when being matched the operation line on different working lines, when meeting transfer
Between require, and matched with first after transfer time operation line is met, construction process is as shown in Figure 2.
After the service chart for having constructed virtual operation circuit, in conjunction with the passenger flow proposed in S13-service chart network, obtain virtual
Run passenger flow-service chart network of line.Passenger flow on virtual operation circuit is matched to the space-time of virtual operation circuit service chart
On network arc, network flow problem is converted into this.
Fig. 2-a are the physical network arrangement of simplified urban track traffic, and 3 stations and 8 stations are transfer stop, change to travel time
It is identical, all it is 3 minutes；Fig. 2-b are the route map of train of line1, and Fig. 2-c are the route map of train of line2.Fig. 2-d are virtual
The route map of train of route, section (3,8) are transfer walking section, indicate that yellow is expressed as waiting for the operation line of blue
Arc, building method are as follows.
Under the road network structure of Fig. 2-a, passenger gets to the station 7 from station 2, and the path selected is (2,3,8,7), station 2
For starting point, on Line 1,2,3 initiating station of true train of passing through a station successively is station 1；7 be terminal, on No. 2 lines,
Pass through a station successively 8,7 true train terminal station be station 6.So the void based on the path (2,3,8,7) that OD is (2,7)
Quasi- working line is (1,2,3,8,7,6), the service chart in conjunction with two working lines and transfer time, virtual operation circuit
Service chart is as shown in Fig. 2-d.
Active path between all OD points pair all constructs a virtual operation circuit, then by identical virtual operation line
Road merges, and has thus obtained the set of the virtual operation circuit of entire subway network.It can be by net on the basis of this
Network passenger flow control is converted into circuit passenger flow control.
Step 5 is as follows：
It is allocated firstly the need of to urban rail transit network passenger flow；Using stochastic user equilibrium theory as base when distribution
Plinth, is allocated passenger flow using Logit models, does not consider that capacity constrains, the passenger flow for finding out active path between OD points pair undertakes
Rate；If OD, to (i, j), the valid path set between this OD pairs is combined into Ki,j, the probability of passenger's selection kth active pathIt is as follows
Shown in formula, wherein θ is impedance relevant parameter,Indicate kth active path generalized costs of the OD between (i, j).
With following property：
And
According to AFC brushing card datas, Time segments division is carried out at the time of leaving station with adjacent train twice in the same direction, obtains difference
Period volume of the flow of passengers p between OD points pairi,j,t, the probability that passenger selects kth active path is obtained in conjunction with by Logit modelsIt can
To obtain the period volume of the flow of passengers on kth active pathAs follows：
The passenger flow being assigned on active path is matched on virtual circuit r, virtual operation line circuit passenger flow is obtained；
Since the active path between OD points pair is likely to be present in a plurality of virtual operation circuit, so needing to meet in matching
Following rule：
The passenger flow that do not change to is matched with the virtual operation circuit that do not change to, and changes to primary passenger flow and has one
The virtual operation circuit of secondary transfer is matched；It changes to passenger flow twice and there is the virtual operation route progress changed to twice
Match.
In conjunction with above-mentioned rule, when for OD points to (i, j), when passenger's selection kth active path of standing from i to j belongs to empty
Part on quasi- running route r or it is whole when, by the period volume of the flow of passengers of the OD points between (i, j) on kth active pathWith
The period volume of the flow of passengers stood from i to j on virtual operation circuit rIt is matched, is shown below.
Time segments division is carried out to the OD volumes of the flow of passengers based on route map of train, the period of station i is expressed as [τ di,t,τdi,t+1], τ
di,tAt the time of indicating that t train leaves the stations i.
WithIndicate period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r.
Step 6 the specific steps are：
S61：Virtual operation circuit passenger flow calculates
Network OD passenger flows are distributed above, have obtained the od period volumes of the flow of passengers on virtual operation circuit rIn order to carry out mobile equilibrium derivation to the passenger flow on every virtual operation line, need to station and train number into line renumbering,
Period OD passenger flow on virtual operation circuit isWith former period OD passenger flowsBetween matching relationship be shown below.
In above formula,It indicates on practical subway network, take t train in the i plans of standing reaches j by virtual routes r
The passenger to stand, i.e., in period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r；wi,r,αFor 0-1
Parameter, it is 1 that numbers of the expression real network bus loading zone i on virtual operation route r, which is α durations, and other is 0；ut,r,t'Also it is 0-
1 parameter indicates that in virtual operation route r, the secondary virtual trains of t ' include that practical t train duration is 1, and other is 0；It indicates on virtual operation route r, the passenger that the secondary trains of t ' reach the stations β is taken in the α plans of standing.
S62：Virtual operation circuit passenger flow index calculates
(1) it on virtual operation route r, is escape to when the secondary trains of t ' leave (in the period from No. -1 train of t ') into the ridership of station α beIt is shown below.
Refer in virtual operation route r, α stand it is expected take the secondary trains of t ' go β stand the number that enters the station, i.e., when
Between sectionThe ridership for going β to stand stood into α.
(2) on virtual operation route r, the secondary trains of t ' are in the increased ridership in the stations α
Refer in virtual operation route r, the ridership that the secondary trains of t ' go β to stand is taken at the stations α.
(3) in virtual operation route r, multiplying the number of getting off that the secondary trains of t ' are stood in β isIt is shown below.
(4) on virtual operation route r, when the secondary trains of t ' leave the stations α, the ridership that residue goes β to stand at the stations α isIt is shown below.
Refer on virtual operation route r, the secondary trains of t ' leave before the stations α (passenger does not get on the bus also), the platform of station α
On by the stations α go β stand ridership, be shown below.
Assuming that the passenger of platform does not get on the bus when train gets to the station, but completed in a flash when train leaves station
It gets on the bus.On virtual operation route r, before the secondary trains of t ' leave the stations α, i.e., at the momentBefore, the total number of persons of station platform by
In the periodNo. -1 train of passenger and t ' into station leaves the remaining passenger's composition in rear station.When
When t '=1,
(5) on virtual operation route r, the secondary trains of t ' leave before the stations α (passenger does not get on the bus also), on the α platforms of station
Always ridership isIt is shown below.
(6) on virtual operation route r, handling capacity of passengers when the secondary trains of t ' leave station α isIt is shown below.
Step 7 is as follows：
S71：Practical inter-city rail transit road network passenger flow index calculates
(1) in the Rail traffic network of actual cities, correspond to each nature working line, t train leaves station i
The total patronage in preceding station is zi,t, according to formula (33), the patronage that station is total in corresponding practical road network can be released
zi,t, it is shown below.
M in formulai,tFor 0-1 parameters, indicates that when practical t train includes i station durations be 1, be otherwise 0.
(2) in practical subway network, line is run naturally corresponding to each, handling capacity of passengers when t train leaves the stations i is
loadi,t.According to formula (34), corresponding handling capacity of passengers load in real network is releasedi,t.It is shown below：
In formulaFor 0-1 parameters, it is 1 that expression, which is transfer arc duration in virtual operation route r, behind the stations α, and other is 0.
(3) it on the Rail traffic network of actual cities, is escape to when t train leaves from t-1 train and enters station i's
Patronage is xi,t.According to formula
(4) number that enters the station is limited.In practical subway network, escape to when t train leaves from t-1 train limit into
The patronage for entering station i is xri,t, i.e. station i is in period [τ di,t-1,τdi,t] in limitation enter the station number, be shown below.
S19：Under the Rail traffic network of actual cities, passenger flow Index Constraints
(1) passenger flow constraint of demand.
(2) patronage of getting on the bus constrains.Patronage get on the bus no more than platform total number of persons.
(3) patronage of getting off constrains.On virtual operation route r, get on the bus passenger people of the secondary trains of t ' at all stations
Number summation is equal in the ridership summation of getting off at all stations.
(4) train passenger carrying capacity constrains, and in practical subway network, t train leaves handling capacity of passengers when i stands no more than
The maximum passenger capacity of train.
QT is the maximum passenger capacity of train in above formula.
(5) station capability constrains.In practical subway network, before t train leaves the stations i, the platform patronage of station i
The maximum galleryful of station platform cannot be more than.
G in above formulaiThe maximum ridership that can be accommodated for the platform of station i.
Step 8 is as follows：
S81：Cooperate with the object function of passenger flow control Optimized model as passenger traffic using the more stations of the subway network based on service chart
Volume of the circular flow maximizes, and is shown below：
Z is the maximum target function value of passenger person-kilometres in formula；loadI, tFor on subway network, t train leaves station i
When handling capacity of passengers；cI, tIn subway network, to be run on line at t times, the section length after the i of station.
S82：The data of step 2 are pre-processed into (formula (23)-(26) are pre-treatment step), it then will pretreatment
Input data of the data later as model finally utilizes business Optimization Solution software (IBM WebSphere ILOG
CPLEX) model (formula (27)-(44)) is solved.
Those of ordinary skill in the art will understand that the embodiments described herein, which is to help reader, understands this hair
Bright implementation, it should be understood that protection scope of the present invention is not limited to such specific embodiments and embodiments.Ability
The those of ordinary skill in domain can make its various for not departing from essence of the invention according to the technical disclosures disclosed by the invention
Its various specific variations and combinations, these variations and combinations are still within the scope of the present invention.
Claims (8)
1. a kind of urban rail transit network passenger flow current-limiting method, which is characterized in that include the following steps：
The first step：Model hypothesis；
Second step：Urban Rail Transit model foundation；With graph theory relevant knowledge, structure is using station between node, station
Circuit is that the urban mass transit network on side opens up benefit structural model；
Third walks：Source data collection and processing；
4th step：Build virtual operation line；
5th step：Network passenger flow distributes；
6th step：Network passenger flow is converted into circuit passenger flow；
7th step：Virtual operation circuit passenger flow is matched in actual cities rail traffic road network；
8th step：With the data in step 2, solved using business Optimization Solution software；
9th step：According to the solving result of step 8, show that each station is in the master control of entire morning peak in Rail traffic network
The optimal policy of flow rate, flow control number, period flow control situation and each station collaboration flow control of Rail traffic network.
2. a kind of urban rail transit network passenger flow current-limiting method according to claim 1, it is characterised in that：The step
One particular content is as follows：
Problem is specified, is assumed as follows：
A. the time of running and the scheme that stops are constant in the service chart time range that problem uses；
B. passenger enter the station the time it is known that the outbound time determined by City Rail Transit System；
C. passenger necessarily takes urban track traffic and completes trip without departing from system after entering the station；
D. the passenger that gets off quickly leaves station, is not take up station platform space.
3. a kind of urban rail transit network passenger flow current-limiting method according to claim 1, it is characterised in that：Step 3
It is as follows：
S31：Data collection
Obtain following data：Passenger flow OD data, each train arrival and leaving moment of respectively standing, the passenger flow demand of each station each period, each vehicle
It stands station capability；Passenger flow OD data are obtained from urban track traffic AFC system；Passenger flow OD data contain passenger enter the station the time,
Passenger is entered the station place, passenger's outbound time and the outbound place of passenger；
S32：Original data processing
Maintenance data library technology handles passenger flow OD data, obtains the required passenger flow data of model.
4. a kind of urban rail transit network passenger flow current-limiting method according to claim 1, it is characterised in that：Step 4
It is as follows：
S41：If every operation line is by the set formed in station arrival, departure time with sequencing, lt={ τ d1,t,τ
a2,t,τd2,t,…,τai,t,τdi,t,…,τdn-1,t,τan,t}；Wherein τ ai,t、τdi,tIndicate that t train reaches, leaves the stations i respectively
Time, i, n indicate Station XXX, i, n ∈ S, t ∈ T；
By passenger flow OD graphical datas, the passenger flow arc on figure is formd；Passenger flow arc and train operation service chart are integrated into one
In network, passenger flow-service chart network is formed；
S42：Virtual operation line is built, and network passenger flow is converted to circuit passenger flow；
Based between OD active path and step 2 in the urban mass transit network that builds open up benefit structural model, starting point is extended
To the initiating station of the true train Jing Guo the starting point, terminal extends to the terminal station of the true train by the terminal, to structure
A virtual train operation circuit is produced, in conjunction with the transfer time between the service chart and transfer stop of actual motion circuit, shape
At the service chart of virtual operation circuit, when being matched the operation line on different working lines, to meet the transfer time wants
It asks, and matched with first after transfer time operation line is met；
After the service chart for having constructed virtual operation circuit, in conjunction with the passenger flow in S41-service chart network, virtual operation line is obtained
Passenger flow-service chart network；Passenger flow on virtual operation circuit is matched to the time-space network arc of virtual operation circuit service chart
On, network flow problem is converted into this；
Active path between all OD points pair all constructs a virtual operation circuit, then by identical virtual operation circuit into
Row merges, and has obtained the set of the virtual operation circuit of entire subway network, converts network passenger flow control on the basis of this
Circuit passenger flow control.
5. a kind of urban rail transit network passenger flow current-limiting method according to claim 1, it is characterised in that：Step 5 has
Steps are as follows for body：
It is allocated firstly the need of to urban rail transit network passenger flow；When distribution based on stochastic user equilibrium theory, adopt
Passenger flow is allocated with Logit models, does not consider that capacity constrains, the passenger flow for finding out active path between OD points pair undertakes rate；If
For OD to (i, j), the valid path set between this OD pairs is combined into Ki,j, the probability of passenger's selection kth active pathSuch as following formula institute
Showing, wherein θ is impedance relevant parameter,Indicate kth active path generalized costs of the OD between (i, j)；
With following property：
And
According to AFC brushing card datas, Time segments division is carried out at the time of leaving station with adjacent train twice in the same direction, obtains different OD points
Period volume of the flow of passengers p between couplei,j,t, the probability that passenger selects kth active path is obtained in conjunction with by Logit modelsIt can obtain
The period volume of the flow of passengers on to kth active pathIt is shown below：
The passenger flow being assigned on active path is matched on virtual circuit r, virtual operation line circuit passenger flow is obtained；
Since the active path between OD points pair is likely to be present in a plurality of virtual operation circuit, so needing to meet in matching following
Rule：
The passenger flow that do not change to is matched with the virtual operation circuit that do not change to, change to primary passenger flow with once changing
The virtual operation circuit multiplied is matched；The passenger flow of transfer twice is matched with the virtual operation route changed to twice；
In conjunction with above-mentioned rule, when for OD points to (i, j), when passenger's selection kth active path of standing from i to j belongs to virtual fortune
Part on walking along the street line r or it is whole when, by the period volume of the flow of passengers of the OD points between (i, j) on kth active pathWith it is virtual
The period volume of the flow of passengers stood from i to j on working line rIt is matched, is shown below；
Time segments division is carried out to the OD volumes of the flow of passengers based on route map of train, the period of station i is expressed as [τ di,t,τdi,t+1], τ di,tTable
At the time of showing that t train leaves the stations i；
WithIndicate period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r.
6. a kind of urban rail transit network passenger flow current-limiting method according to claim 5, it is characterised in that：Step 6 has
Body step is：
S61：Virtual operation circuit passenger flow calculates：
Network OD passenger flows are distributed above, have obtained the od period volumes of the flow of passengers on virtual operation circuit rFor
Mobile equilibrium derivation is carried out to the passenger flow on every virtual operation line, is needed to station and train number into line renumbering, it is virtual to transport
Period OD passenger flow in row line isWith former period OD passenger flowsBetween matching relationship be shown below；
In above formula,It indicates on practical subway network, take t train in the i plans of standing reaches the stations j by virtual routes r
Passenger, i.e., in period [τ di,t-1,τdi,t] enter the volume of the flow of passengers that the stations j are gone at the stations i by virtual routes r；wi,r,αJoin for 0-1
Number, it is 1 that numbers of the expression real network bus loading zone i on virtual operation route r, which is α durations, and other is 0；ut,r,t'Also it is 0-1
Parameter indicates that in virtual operation route r, the secondary virtual trains of t ' include that practical t train duration is 1, and other is 0；
It indicates on virtual operation route r, the passenger that ＇ train of t reaches the stations β is taken in the α plans of standing；
S62：Virtual operation circuit passenger flow index calculates：
(1) it on virtual operation route r, is escape to when the secondary trains of t ' leave (in the period from No. -1 train of t 'Ridership into station α isIt is shown below；
Refer in virtual operation route r, it is expected the number that enters the station that the seating secondary trains of t ' go β to stand at the stations α, i.e., in the periodThe ridership for going β to stand stood into α；
(2) on virtual operation route r, the secondary trains of t ' are in the increased ridership in the stations α
Refer in virtual operation route r, the ridership that the secondary trains of t ' go β to stand is taken at the stations α；
(3) in virtual operation route r, multiplying the number of getting off that the secondary trains of t ' are stood in β isIt is shown below；
(4) on virtual operation route r, when the secondary trains of t ' leave the stations α, the ridership that residue goes β to stand at the stations α isSuch as
Shown in following formula；
Refer on virtual operation route r, the secondary trains of t ' leave before the stations α (passenger does not get on the bus also), on the platform of station α by
α removes at station the ridership that β stands, and is shown below；
Assuming that the passenger of platform does not get on the bus when train gets to the station, but on being completed in a flash when train leaves station
Vehicle；On virtual operation route r, before the secondary trains of t ' leave the stations α, i.e., at the momentBefore, the total number of persons of station platform by
PeriodNo. ＇ -1 trains of passenger and t into station leave the remaining passenger's composition in rear station；As t ＇
When=1,
(5) on virtual operation route r, ＇ train of t leaves before the stations α (passenger does not get on the bus also), always multiplying on the α platforms of station
Objective number isIt is shown below；
(6) on virtual operation route r, handling capacity of passengers when the secondary trains of t ' leave station α isIt is shown below；
7. a kind of urban rail transit network passenger flow current-limiting method according to claim 6, it is characterised in that：Step 7 has
Steps are as follows for body：
S71：Practical inter-city rail transit road network passenger flow index calculates
(1) in the Rail traffic network of actual cities, correspond to each nature working line, t train leaves station i front trucks
Total patronage of standing is zi,t, according to formula (11), the patronage z that station is total in corresponding practical road network can be releasedi,t, such as
Shown in following formula；
M in formulai,tFor 0-1 parameters, indicates that when practical t train includes i station durations be 1, be otherwise 0；
(2) in practical subway network, line is run naturally corresponding to each, handling capacity of passengers when t train leaves the stations i is
loadi,t；According to formula (12), corresponding handling capacity of passengers load in real network is releasedi,t；It is shown below：
In formulaFor 0-1 parameters, it is 1 that expression, which is transfer arc duration in virtual operation route r, behind the stations α, and other is 0；
(3) on the Rail traffic network of actual cities, the passenger for entering station i when t train leaves is escape to from t-1 train
Number is xi,t；According to formula
(4) number that enters the station is limited；In practical subway network, it escape to limitation when t train leaves from t-1 train and enters vehicle
Stand i patronage be xri,t, i.e. station i is in period [τ di,t-1,τdi,t] in limitation enter the station number, be shown below；
S72：Under the Rail traffic network of actual cities, passenger flow Index Constraints
(1) passenger flow constraint of demand；
(2) patronage of getting on the bus constrains；Patronage get on the bus no more than platform total number of persons；
(3) patronage of getting off constrains；On virtual operation route r, get on the bus patronage of the secondary trains of t ' at all stations is total
It is equal with in the ridership summation of getting off at all stations；
(4) train passenger carrying capacity constrains, and in practical subway network, t train leaves handling capacity of passengers when i stands no more than train
Maximum passenger capacity；
QT is the maximum passenger capacity of train in above formula；
(5) station capability constrains；In practical subway network, before t train leaves the stations i, the platform patronage of station i cannot
More than the maximum galleryful of station platform；
G in above formulaiThe maximum ridership that can be accommodated for the platform of station i.
8. a kind of urban rail transit network passenger flow current-limiting method according to claim 7, it is characterised in that：Step 8 has
Steps are as follows for body：
S81：The object function of passenger flow control Optimized model is cooperateed with to be had enough to meet the need as passenger traffic using the more stations of the subway network based on service chart
Amount maximizes, and is shown below：
Z is the maximum target function value of passenger person-kilometres in formula；loadI, tFor on subway network, when t train leaves station i
Handling capacity of passengers；cI, tIn subway network, to be run on line at t times, the section length after the i of station；
S82：The data of step 2 are pre-processed, formula (1)-(4) are pre-treatment step, then by the number after pretreatment
According to the input data as model, finally utilize business Optimization Solution software I BM WebSphere ILOG CPLEX to model public affairs
Formula (5)-(22) are solved.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810373655.1A CN108550098B (en) | 2018-04-24 | 2018-04-24 | Urban rail transit network passenger flow limiting method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810373655.1A CN108550098B (en) | 2018-04-24 | 2018-04-24 | Urban rail transit network passenger flow limiting method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN108550098A true CN108550098A (en) | 2018-09-18 |
| CN108550098B CN108550098B (en) | 2020-08-18 |
Family
ID=63512364
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810373655.1A Active CN108550098B (en) | 2018-04-24 | 2018-04-24 | Urban rail transit network passenger flow limiting method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN108550098B (en) |
Cited By (27)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109389305A (en) * | 2018-09-30 | 2019-02-26 | 南京地铁集团有限公司 | Method for judging passenger traffic flow state in urban rail transit section |
| CN109409578A (en) * | 2018-09-29 | 2019-03-01 | 北京市地铁运营有限公司 | A kind of Urban Rail Transit current limliting organization scheme optimization method |
| CN110070218A (en) * | 2019-04-12 | 2019-07-30 | 西南交通大学 | Dynamic service network optimum design method towards multi-standard Regional Rail Transit |
| CN110222972A (en) * | 2019-05-31 | 2019-09-10 | 北京交通大学 | A kind of Urban Rail Transit collaboration current-limiting method based on data-driven |
| CN110222924A (en) * | 2019-04-25 | 2019-09-10 | 北京交通大学 | Multimode track traffic station passenger flow control system and control method |
| CN110245806A (en) * | 2019-06-24 | 2019-09-17 | 北京交通大学 | A kind of urban track traffic for passenger flow management-control method and system |
| CN110428096A (en) * | 2019-07-26 | 2019-11-08 | 西南交通大学 | The more cross-channel Transportation Organization optimization methods of urban track traffic based on ticket information |
| CN110688982A (en) * | 2019-10-14 | 2020-01-14 | 重庆邮电大学 | Intelligent rail transit time control method based on target detection technology and ACO-BP algorithm |
| CN110688422A (en) * | 2019-08-19 | 2020-01-14 | 浙江浙大中控信息技术有限公司 | Method for realizing train passenger capacity analysis by utilizing real-track running chart |
| CN110704695A (en) * | 2019-09-29 | 2020-01-17 | 杭州数梦工场科技有限公司 | Updating method and device of mobile plan |
| CN111367900A (en) * | 2020-02-26 | 2020-07-03 | 北京交通大学 | AFC data-based urban rail transit network normal state current limiting intensity calculation method |
| CN111401614A (en) * | 2020-03-09 | 2020-07-10 | 西南交通大学 | Dynamic passenger flow distribution method and system for urban rail transit |
| CN111754071A (en) * | 2020-05-12 | 2020-10-09 | 清华大学 | Regional rail transit global security enhancing method |
| CN111861841A (en) * | 2020-06-30 | 2020-10-30 | 南昌轨道交通集团有限公司 | Method, device, equipment and storage medium for determining traffic network passenger flow distribution |
| CN112070275A (en) * | 2020-08-14 | 2020-12-11 | 青岛海信网络科技股份有限公司 | Method, device and equipment for cooperatively limiting current of rail transit road network |
| CN112133105A (en) * | 2019-06-24 | 2020-12-25 | 株式会社日立制作所 | Traffic flow prediction support device and traffic flow prediction support method |
| CN112200487A (en) * | 2020-10-27 | 2021-01-08 | 中铁第五勘察设计院集团有限公司 | Passenger flow simulation method for urban rail transit transfer station |
| CN112465205A (en) * | 2020-11-20 | 2021-03-09 | 东南大学 | Single-line multi-station cooperative current limiting rail transit train running density optimization method |
| CN112906179A (en) * | 2020-11-27 | 2021-06-04 | 西南交通大学 | Urban rail transit passenger flow control optimization method based on fluid queuing network |
| CN112949081A (en) * | 2021-03-22 | 2021-06-11 | 中铁信(北京)网络技术研究院有限公司 | Rail transit road network emergency rescue strategy simulation and evaluation system |
| CN112990648A (en) * | 2021-01-08 | 2021-06-18 | 北京工业大学 | Rail transit network operation stability assessment method |
| CN113190935A (en) * | 2020-11-19 | 2021-07-30 | 西南交通大学 | Regional rail transit station bearing capacity simulation system and method based on layered Petri network |
| CN113362208A (en) * | 2021-05-27 | 2021-09-07 | 同济大学 | Multi-station cooperative current limiting method for urban rail transit network |
| CN113408859A (en) * | 2021-05-26 | 2021-09-17 | 上海工程技术大学 | Urban rail transit line passenger flow and train matching method considering passenger flow management and control measures |
| CN113870443A (en) * | 2021-09-03 | 2021-12-31 | 南京熊猫电子股份有限公司 | Charging method for realizing barrier-free transfer of AFC system between cities |
| CN114021796A (en) * | 2021-10-27 | 2022-02-08 | 北京轨道交通路网管理有限公司 | Urban rail transit flow control method and device and nonvolatile storage medium |
| CN114021295A (en) * | 2021-11-04 | 2022-02-08 | 长安大学 | Multi-mode carriageway fine setting method based on branch-and-bound method |
Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104376624A (en) * | 2014-07-22 | 2015-02-25 | 西南交通大学 | Urban rail transit passenger flow analysis method based on AFC (Automatic Fare Collection) passenger ticket data |
| CN105095994A (en) * | 2015-07-29 | 2015-11-25 | 西南交通大学 | Urban rail line passenger flow peak prediction method based on linear programming |
| CN107704950A (en) * | 2017-09-14 | 2018-02-16 | 北京交通大学 | A kind of city rail train figure optimization method based on trip requirements and energy saving of system |
-
2018
- 2018-04-24 CN CN201810373655.1A patent/CN108550098B/en active Active
Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN104376624A (en) * | 2014-07-22 | 2015-02-25 | 西南交通大学 | Urban rail transit passenger flow analysis method based on AFC (Automatic Fare Collection) passenger ticket data |
| CN105095994A (en) * | 2015-07-29 | 2015-11-25 | 西南交通大学 | Urban rail line passenger flow peak prediction method based on linear programming |
| CN107704950A (en) * | 2017-09-14 | 2018-02-16 | 北京交通大学 | A kind of city rail train figure optimization method based on trip requirements and energy saving of system |
Non-Patent Citations (3)
| Title |
|---|
| 林湛、蒋明青等: ""城市轨道交通客流分配的改进Logit模型及方法"", 《交通运输系统工程与信息》 * |
| 肖海燕: ""组合用户平衡和随机用户平衡条件下的交通配流模式"", 《华中师范大学学报（自然科学版）》 * |
| 鲁工圆，马驷，王坤，邓念: ""城市轨道交通线路客流控制整数规划模型"", 《西南交通大学学报》 * |
Cited By (46)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN109409578A (en) * | 2018-09-29 | 2019-03-01 | 北京市地铁运营有限公司 | A kind of Urban Rail Transit current limliting organization scheme optimization method |
| CN109389305A (en) * | 2018-09-30 | 2019-02-26 | 南京地铁集团有限公司 | Method for judging passenger traffic flow state in urban rail transit section |
| CN110070218A (en) * | 2019-04-12 | 2019-07-30 | 西南交通大学 | Dynamic service network optimum design method towards multi-standard Regional Rail Transit |
| CN110070218B (en) * | 2019-04-12 | 2021-06-25 | 西南交通大学 | Dynamic service network optimization design method for multi-standard regional rail transit |
| CN110222924A (en) * | 2019-04-25 | 2019-09-10 | 北京交通大学 | Multimode track traffic station passenger flow control system and control method |
| CN110222924B (en) * | 2019-04-25 | 2021-11-02 | 北京交通大学 | Multi-mode urban rail transit station passenger flow control system and control method |
| CN110222972A (en) * | 2019-05-31 | 2019-09-10 | 北京交通大学 | A kind of Urban Rail Transit collaboration current-limiting method based on data-driven |
| CN110222972B (en) * | 2019-05-31 | 2021-07-30 | 北京交通大学 | Urban rail transit road network cooperative current limiting method based on data driving |
| CN112133105A (en) * | 2019-06-24 | 2020-12-25 | 株式会社日立制作所 | Traffic flow prediction support device and traffic flow prediction support method |
| CN112133105B (en) * | 2019-06-24 | 2023-05-02 | 株式会社日立制作所 | Traffic flow prediction support device and traffic flow prediction support method |
| CN110245806B (en) * | 2019-06-24 | 2021-06-22 | 北京交通大学 | Urban rail transit passenger flow management and control method and system |
| CN110245806A (en) * | 2019-06-24 | 2019-09-17 | 北京交通大学 | A kind of urban track traffic for passenger flow management-control method and system |
| CN110428096B (en) * | 2019-07-26 | 2022-01-18 | 西南交通大学 | Ticket information-based urban rail transit multi-traffic-road transportation organization optimization method |
| CN110428096A (en) * | 2019-07-26 | 2019-11-08 | 西南交通大学 | The more cross-channel Transportation Organization optimization methods of urban track traffic based on ticket information |
| CN110688422A (en) * | 2019-08-19 | 2020-01-14 | 浙江浙大中控信息技术有限公司 | Method for realizing train passenger capacity analysis by utilizing real-track running chart |
| CN110688422B (en) * | 2019-08-19 | 2022-03-25 | 浙江中控信息产业股份有限公司 | Method for realizing train passenger capacity analysis by utilizing real-track running chart |
| CN110704695A (en) * | 2019-09-29 | 2020-01-17 | 杭州数梦工场科技有限公司 | Updating method and device of mobile plan |
| CN110688982B (en) * | 2019-10-14 | 2022-07-01 | 重庆邮电大学 | Intelligent rail transit time control method based on target detection technology and ACO-BP algorithm |
| CN110688982A (en) * | 2019-10-14 | 2020-01-14 | 重庆邮电大学 | Intelligent rail transit time control method based on target detection technology and ACO-BP algorithm |
| CN111367900A (en) * | 2020-02-26 | 2020-07-03 | 北京交通大学 | AFC data-based urban rail transit network normal state current limiting intensity calculation method |
| CN111367900B (en) * | 2020-02-26 | 2023-08-08 | 北京交通大学 | Method for calculating normal current limiting intensity of urban rail transit network based on AFC data |
| CN111401614A (en) * | 2020-03-09 | 2020-07-10 | 西南交通大学 | Dynamic passenger flow distribution method and system for urban rail transit |
| CN111401614B (en) * | 2020-03-09 | 2022-09-02 | 西南交通大学 | Dynamic passenger flow distribution method and system for urban rail transit |
| CN111754071A (en) * | 2020-05-12 | 2020-10-09 | 清华大学 | Regional rail transit global security enhancing method |
| CN111861841A (en) * | 2020-06-30 | 2020-10-30 | 南昌轨道交通集团有限公司 | Method, device, equipment and storage medium for determining traffic network passenger flow distribution |
| CN112070275A (en) * | 2020-08-14 | 2020-12-11 | 青岛海信网络科技股份有限公司 | Method, device and equipment for cooperatively limiting current of rail transit road network |
| CN112200487B (en) * | 2020-10-27 | 2024-05-28 | 中铁第五勘察设计院集团有限公司 | Passenger flow simulation method for urban rail transit transfer station |
| CN112200487A (en) * | 2020-10-27 | 2021-01-08 | 中铁第五勘察设计院集团有限公司 | Passenger flow simulation method for urban rail transit transfer station |
| CN113190935A (en) * | 2020-11-19 | 2021-07-30 | 西南交通大学 | Regional rail transit station bearing capacity simulation system and method based on layered Petri network |
| CN113190935B (en) * | 2020-11-19 | 2022-10-14 | 西南交通大学 | Regional rail transit station bearing capacity simulation system and method based on layered Petri network |
| CN112465205A (en) * | 2020-11-20 | 2021-03-09 | 东南大学 | Single-line multi-station cooperative current limiting rail transit train running density optimization method |
| CN112465205B (en) * | 2020-11-20 | 2023-11-21 | 东南大学 | Rail transit train running density optimization method for single-wire multi-station cooperative current limiting |
| CN112906179A (en) * | 2020-11-27 | 2021-06-04 | 西南交通大学 | Urban rail transit passenger flow control optimization method based on fluid queuing network |
| CN112906179B (en) * | 2020-11-27 | 2022-04-19 | 西南交通大学 | Urban rail transit passenger flow control optimization method based on fluid queuing network |
| CN112990648A (en) * | 2021-01-08 | 2021-06-18 | 北京工业大学 | Rail transit network operation stability assessment method |
| CN112990648B (en) * | 2021-01-08 | 2024-03-22 | 北京工业大学 | Rail transit network operation stability assessment method |
| CN112949081B (en) * | 2021-03-22 | 2024-03-22 | 中铁信(北京)网络技术研究院有限公司 | Rail transit network emergency rescue strategy simulation and evaluation system |
| CN112949081A (en) * | 2021-03-22 | 2021-06-11 | 中铁信(北京)网络技术研究院有限公司 | Rail transit road network emergency rescue strategy simulation and evaluation system |
| CN113408859A (en) * | 2021-05-26 | 2021-09-17 | 上海工程技术大学 | Urban rail transit line passenger flow and train matching method considering passenger flow management and control measures |
| CN113408859B (en) * | 2021-05-26 | 2022-05-20 | 上海工程技术大学 | Urban rail transit line passenger flow and train matching method considering passenger flow management and control measures |
| CN113362208A (en) * | 2021-05-27 | 2021-09-07 | 同济大学 | Multi-station cooperative current limiting method for urban rail transit network |
| CN113870443A (en) * | 2021-09-03 | 2021-12-31 | 南京熊猫电子股份有限公司 | Charging method for realizing barrier-free transfer of AFC system between cities |
| CN113870443B (en) * | 2021-09-03 | 2023-08-15 | 南京熊猫电子股份有限公司 | Charging method for realizing barrier-free transfer of inter-city AFC system |
| CN114021796B (en) * | 2021-10-27 | 2023-09-12 | 北京轨道交通路网管理有限公司 | Urban rail transit flow control method and device and nonvolatile storage medium |
| CN114021796A (en) * | 2021-10-27 | 2022-02-08 | 北京轨道交通路网管理有限公司 | Urban rail transit flow control method and device and nonvolatile storage medium |
| CN114021295A (en) * | 2021-11-04 | 2022-02-08 | 长安大学 | Multi-mode carriageway fine setting method based on branch-and-bound method |
Also Published As
| Publication number | Publication date |
|---|---|
| CN108550098B (en) | 2020-08-18 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN108550098A (en) | A kind of urban rail transit network passenger flow current-limiting method | |
| CN110245806A (en) | A kind of urban track traffic for passenger flow management-control method and system | |
| CN106652434B (en) | A kind of bus dispatching method coordinated based on rail traffic | |
| CN107564269B (en) | A kind of half flexible bus dispatching method based on willingness to pay | |
| Chen et al. | Optimization of headways with stop‐skipping control: a case study of bus rapid transit system | |
| Aziz et al. | Examining suitability of the integrated public transport system: A case study of Lahore | |
| CN109033718A (en) | A kind of dynamic emergency evacuation method of city rail traffic route failure | |
| CN107248006A (en) | Subway line passenger flow coordination control method based on hierarchical hierarchy | |
| CN110084397B (en) | Subway through line planning method | |
| CN109308574A (en) | A kind of flexible bus dispatching method in internet of real-time response half | |
| Christoforou et al. | Influencing longitudinal passenger distribution on railway platforms to shorten and regularize train dwell times | |
| CN115017658A (en) | Rail transit network optimization method based on reachability and node importance | |
| Peraphan et al. | Planning our way ahead: A review of Thailand's transport master plan for urban areas | |
| CN109523064B (en) | Intelligent micro-hub based on multi-network fusion | |
| CN111862637B (en) | Traffic information control method, system, storage medium, computer device, and terminal | |
| Khayesi et al. | Grounding urban walking and cycling research in a political economy framework | |
| Shen et al. | Optimizing block configuration and operation protocol for extra-long metro trains | |
| Erdei et al. | Analysis of flexibility on the FTS | |
| Ahmadinejad et al. | A new Vision in Transportation Planning | |
| Chen | Collaborative passenger flow control and train traffic management on a metro line considering nonlinear effects of congestion in dynamic stochastic systems | |
| Cui et al. | Optimal locations of bus stops connecting subways near urban intersections | |
| Rong et al. | Dynamic shared autonomous vehicles dispatching algorithm | |
| Wang | Research on Optimization of Passenger Flow Organization in Passenger Transport Stations during Peak Period | |
| Hunter et al. | CURB ALLOCATION AND PICK-UP DROP-OFF AGGREGATION FOR A SHARED AUTONOMOUS VEHICLE NETWORK 2 | |
| Xu et al. | Urban Rail Revenue Reconciliation Method Based on Passenger Boarding Probability |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| 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 |