CN111861290A - Constraint method and system for regional multi-standard rail transit operation scheme - Google Patents

Constraint method and system for regional multi-standard rail transit operation scheme Download PDF

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CN111861290A
CN111861290A CN202010998270.1A CN202010998270A CN111861290A CN 111861290 A CN111861290 A CN 111861290A CN 202010998270 A CN202010998270 A CN 202010998270A CN 111861290 A CN111861290 A CN 111861290A
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rail transit
train
representing
interval
trains
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王莹
刘军
李擎
王舟帆
石晶
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CRSC Research and Design Institute Group Co Ltd
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    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • 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
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • 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
    • G06Q10/06315—Needs-based resource requirements planning or analysis

Abstract

The invention discloses a constraint method and a system for a regional multi-standard rail transit operation scheme, wherein the constraint method comprises the following steps of obtaining one or more parameters: the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section; and determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters. The constraint method can finally obtain the train running frequency, so that the passenger flow requirements of each section in the regional multi-standard rail transit are more effectively met, and the train running scheme of the multi-standard rail transit is optimized.

Description

Constraint method and system for regional multi-standard rail transit operation scheme
Technical Field
The invention belongs to the field of rail transit, and particularly relates to a constraint method and a constraint system for a regional multi-standard rail transit operation scheme.
Background
In recent years, urban rail transit operation mileage and traffic volume are in a high-speed development stage in China, the types of the existing rail transit are more and more, and when a starting method in the aspect of rail transit is researched, the difference is different from a single-system starting scheme in that due to the fact that rail transit of multiple different systems exists in a region, each rail transit train has a large difference in the ratio of overtainability and overtainment, so that the restriction of the starting scheme is established, and the technical problem that the running trains need to meet passenger flow requirements of various regions becomes more and more to be solved urgently.
Disclosure of Invention
Aiming at the problems, the invention provides a constraint method and a constraint system for a regional multi-standard rail transit operation scheme, and an operated train can meet the passenger flow requirements of each section through the constraint method.
The invention aims to provide a constraint method for a regional multi-standard rail transit operation scheme, which comprises the following steps,
acquiring one or more of the following parameters:
the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section;
and determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters.
Further, a train set and an interval set of the regional multi-standard rail transit are constructed, wherein,
the train set is represented by Q
Figure DEST_PATH_IMAGE001
Representing the first in a train set
Figure 100002_DEST_PATH_IMAGE002
The device is similar to a train in the prior art,
Figure 98681DEST_PATH_IMAGE004
the train set has L elements;
the interval set is represented by E, the element i represents an interval, i belongs to E, and the interval set comprises M elements;
the station set is represented by S, the element j represents a station, j belongs to S, and the station set has N elements.
Further, the method also comprises the step of dividing the regional multi-standard rail transit into the type 1 rail transit, the type 2 rail transit and the type 3 rail transit, wherein,
the class 1 rail transit comprises subways, light rails and trams;
the 2 nd type rail transit comprises a city railway, a suburban railway and a common speed railway;
the 3 rd type rail transit includes inter-city railways and high-speed railways.
Further, the constraint of the train running frequency meets the following conditions:
Figure DEST_PATH_IMAGE005
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE007
representing trains
Figure 379490DEST_PATH_IMAGE008
The running frequency of the mobile phone is set,
Figure 973282DEST_PATH_IMAGE010
(ii) a value of either 0 or 1,
Figure 378856DEST_PATH_IMAGE012
representing trains
Figure 100002_DEST_PATH_IMAGE013
The operating interval includes an interval i in which,
Figure 100002_DEST_PATH_IMAGE015
representing trains
Figure 273387DEST_PATH_IMAGE016
The operating interval does not include the interval i,
Figure 80806DEST_PATH_IMAGE018
representing trains
Figure DEST_PATH_IMAGE019
The order of the person(s) to be assigned,
Figure 100002_DEST_PATH_IMAGE021
representing trains
Figure 438975DEST_PATH_IMAGE022
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE024
and represents the cross-sectional passenger flow volume of the section i.
Further, the train
Figure DEST_PATH_IMAGE026
Maximum permissible overload rate in different types of rail transit
Figure DEST_PATH_IMAGE028
Satisfies the following conditions:
Figure 877102DEST_PATH_IMAGE029
wherein the content of the first and second substances,
Figure 119865DEST_PATH_IMAGE031
representing trains
Figure 781790DEST_PATH_IMAGE025
The type of the rail transit to which the rail transit belongs,
Figure 451806DEST_PATH_IMAGE033
。
further, the train
Figure 831972DEST_PATH_IMAGE001
Also satisfies the following conditions:
Figure 612846DEST_PATH_IMAGE035
wherein the content of the first and second substances,
Figure 394857DEST_PATH_IMAGE037
representing trains
Figure 766933DEST_PATH_IMAGE001
The minimum running frequency at which the running can be done,
Figure 103236DEST_PATH_IMAGE039
representing trains
Figure 956310DEST_PATH_IMAGE001
Maximum run frequency at which a run can be run.
Further, capacity constraint of the interval in the regional multi-standard rail transit is set:
Figure 327249DEST_PATH_IMAGE041
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE042
representing trains
Figure 870225DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE044
(ii) a value of either 0 or 1,
Figure 490562DEST_PATH_IMAGE045
representing trains
Figure 878819DEST_PATH_IMAGE001
The operating interval includes an interval i in which,
Figure 100002_DEST_PATH_IMAGE046
representing trains
Figure 369843DEST_PATH_IMAGE047
The operating interval does not include the interval i,
Figure 100002_DEST_PATH_IMAGE049
representing trains
Figure 349300DEST_PATH_IMAGE050
The order of the person(s) to be assigned,
Figure 100002_DEST_PATH_IMAGE051
representing trains
Figure 456933DEST_PATH_IMAGE001
The maximum rate of overload that is allowed to occur,
Figure 117722DEST_PATH_IMAGE053
representing the maximum transport capacity of the interval i.
Further, the capacity constraint of the station in the regional multi-standard rail transit is set as follows:
Figure DEST_PATH_IMAGE054
wherein the content of the first and second substances,
Figure 100002_DEST_PATH_IMAGE056
representing trains
Figure 528499DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure 100002_DEST_PATH_IMAGE058
(ii) a value of either 0 or 1,
Figure 100002_DEST_PATH_IMAGE060
representing trains
Figure 741175DEST_PATH_IMAGE001
The travel route of (a) includes a station j,
Figure 100002_DEST_PATH_IMAGE062
display columnVehicle with wheels
Figure 70525DEST_PATH_IMAGE001
Does not include the station j in the travel route,
Figure 100002_DEST_PATH_IMAGE064
representing the maximum transport capacity of station j.
Another object of the present invention is to provide a restraint system for a regional multi-standard rail transit driving scheme, comprising,
an obtaining module, configured to obtain one or more of the following parameters:
the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section;
and the determining module is used for determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters.
Further, the satisfaction of the train running frequency is as follows:
Figure 331742DEST_PATH_IMAGE005
wherein the content of the first and second substances,
Figure 266200DEST_PATH_IMAGE065
representing trains
Figure 321880DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE066
(ii) a value of either 0 or 1,
Figure 404106DEST_PATH_IMAGE067
representing trains
Figure 672276DEST_PATH_IMAGE001
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE068
representing trains
Figure 526487DEST_PATH_IMAGE025
The operating interval does not include the interval i,
Figure 100002_DEST_PATH_IMAGE069
representing trains
Figure 18649DEST_PATH_IMAGE025
The order of the person(s) to be assigned,
Figure 525853DEST_PATH_IMAGE070
representing trains
Figure 863294DEST_PATH_IMAGE025
The maximum rate of overload that is allowed to occur,
Figure 100002_DEST_PATH_IMAGE071
and represents the cross-sectional passenger flow volume of the section i.
Further, the train
Figure 834661DEST_PATH_IMAGE025
Also satisfies the following conditions:
Figure 100002_DEST_PATH_IMAGE073
wherein the content of the first and second substances,
Figure 232144DEST_PATH_IMAGE074
representing trains
Figure 757803DEST_PATH_IMAGE001
The minimum running frequency at which the running can be done,
Figure 100002_DEST_PATH_IMAGE075
representing trains
Figure 14779DEST_PATH_IMAGE001
Maximum run frequency at which a run can be run.
Further, the train
Figure 778336DEST_PATH_IMAGE001
Maximum permissible overload rate in different types of rail transit
Figure 815562DEST_PATH_IMAGE027
Satisfies the following conditions:
Figure 562938DEST_PATH_IMAGE029
wherein the content of the first and second substances,
Figure 976602DEST_PATH_IMAGE076
representing trains
Figure 922561DEST_PATH_IMAGE016
The type of the rail transit to which the rail transit belongs,
Figure 100002_DEST_PATH_IMAGE077
。
further, the determining module is further configured to set a capacity constraint of an interval in the regional multi-standard rail transit:
Figure DEST_PATH_IMAGE040
wherein the content of the first and second substances,
Figure 989743DEST_PATH_IMAGE042
representing trains
Figure 958836DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure 645033DEST_PATH_IMAGE078
(ii) a value of either 0 or 1,
Figure 914340DEST_PATH_IMAGE045
representing trains
Figure 296298DEST_PATH_IMAGE001
The operating interval includes an interval i，
Figure 752688DEST_PATH_IMAGE046
Representing trains
Figure 508154DEST_PATH_IMAGE047
The operating interval does not include the interval i,
Figure 100002_DEST_PATH_IMAGE079
representing trains
Figure 897547DEST_PATH_IMAGE050
The order of the person(s) to be assigned,
Figure 713056DEST_PATH_IMAGE051
representing trains
Figure 656741DEST_PATH_IMAGE001
The maximum rate of overload that is allowed to occur,
Figure 950320DEST_PATH_IMAGE080
representing the maximum transport capacity of the interval i.
Further, the determining module is further configured to set a capacity constraint of an interval in the regional multi-standard rail transit:
Figure 928640DEST_PATH_IMAGE054
wherein the content of the first and second substances,
Figure 100002_DEST_PATH_IMAGE081
representing trains
Figure 446209DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure 877190DEST_PATH_IMAGE082
(ii) a value of either 0 or 1,
Figure 100002_DEST_PATH_IMAGE083
representing trains
Figure 36776DEST_PATH_IMAGE001
The travel route of (a) includes a station j,
Figure 338444DEST_PATH_IMAGE084
representing trains
Figure 29844DEST_PATH_IMAGE001
Does not include the station j in the travel route,
Figure 100002_DEST_PATH_IMAGE085
representing the maximum transport capacity of station j.
The constraint method comprehensively considers different characteristics of rated passenger capacity, overload proportion and the like of different rail transit trains, so that constraint of train running frequency in regional multi-system rail transit can be obtained, the running frequency of the train can be finally obtained, passenger flow requirements of all sections in the regional multi-system rail transit can be more effectively met, on one hand, the constraint method can be used for optimizing a train running scheme of the regional multi-system rail transit, and on the other hand, passenger experience is improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and for those skilled in the art, other drawings can be obtained according to these drawings without creative efforts.
Fig. 1 shows a flow chart of a constraint method of a regional multi-standard rail transit operation scheme in an embodiment of the present invention;
fig. 2 shows a schematic drawing of a planning procedure of a regional multi-standard rail transit train operation scheme in an embodiment of the present invention;
FIG. 3 is a diagram illustrating a relationship between a passenger's per-capita occupancy area and a passenger congestion factor according to an embodiment of the present invention;
FIG. 4 is a diagram illustrating a passenger flow difference between immediate zones in an embodiment of the present invention
Figure 100002_DEST_PATH_IMAGE087
Schematic analysis of (a);
fig. 5 shows a line schematic diagram of a regional multi-standard rail transit formed by a Chongqing subway No. 5 line south section, a river jumper and a Yukun high-speed Chongqing section in the embodiment of the invention;
fig. 6 is a schematic diagram of a restraint system of a regional multi-standard rail transit driving scheme according to an embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
As shown in fig. 1, the embodiment of the present invention introduces a constraint method for a regional multi-standard rail transit driving scheme, including, first, obtaining one or more of the following parameters: the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section; and then, determining the constraint of the train driving frequency in the regional multi-standard rail transit based on the one or more parameters. The constraint method comprehensively considers different characteristics of rated passenger capacity, overload proportion and the like of different rail transit trains, so that constraint of train running frequency in regional multi-system rail transit can be obtained, the running frequency of the train can be finally obtained, passenger flow requirements of each section in regional multi-system rail transit can be effectively met, on one hand, the constraint method can be used for optimizing a train running scheme of the multi-system rail transit, and on the other hand, passenger experience can be improved.
Further, as shown in fig. 2, the embodiment of the present invention introduces a plan for planning a regional multi-standard rail transit train, where the plan for planning includes: firstly, constructing an objective function taking a passenger congestion coefficient and train running cost as double targets; then, decision variables and one or more of the following constraints are determined: the method comprises the following steps of passenger travel demand constraint, regional multi-standard rail transit overload rate constraint, train driving frequency range constraint, interval capacity constraint, station capacity constraint and parameter variable constraint. The congestion coefficient is quantized according to the difference of different rail transit standards in intervals, the passenger congestion degree and the rail transit standard characteristics, the passenger congestion coefficient is used as a main factor influencing the rail transit service level, and the difference characteristics of regional multi-standard rail transit are accurately grasped, so that the benefits of passengers and an operator are comprehensively considered, the passenger congestion coefficient and the train operation cost are jointly used as two targets of a model establishment method for optimizing, the difference characteristics of regional multi-standard rail transit transportation are accurately reflected, and the operation scheme of regional multi-standard rail transit is refined.
In this embodiment, the planning of the driving scheme further includes inputting the regional rail transit networked candidate set and the inter-block section passenger flow volume as basic data. Specifically, in the embodiment of the present invention, the elements of the candidate set include: train origin-destination, train path, train speed grade, train consist, etc. And constructing a train set, an interval set and a station set of the regional multi-standard rail transit based on the regional rail transit networked alternative collection. Specifically, each element in the train set represents a class 1 train, each class of train including a train path (an originating station, a terminating station, and all intermediate stations), all sections in which the train operates, and a transit time at each station and an operating time of each section, and the train set may be represented by Q, wherein the element is used to represent the train set
Figure 276018DEST_PATH_IMAGE001
Representing the first in a train set
Figure 645819DEST_PATH_IMAGE001
Similar train
Figure 100002_DEST_PATH_IMAGE089
There are L elements in the set. The interval set is represented by E, wherein an element i represents an interval, i belongs to E, and the set has M elements; the station set is represented by S, the element j represents a station, j belongs to S, and the set has N elements. Preferably, one section in the section set has only one type of rail transit corresponding to the section set, and a stop in the stop set has only one type of rail transit corresponding to the section set.
In this embodiment, the constructing of the objective function with the passenger congestion coefficient and the train operation cost as the two objectives includes an objective function with the minimum passenger congestion coefficient as the objective and an objective function with the minimum train operation cost as the objective.
In this embodiment, the running scheme further includes obtaining an objective function targeting the minimum passenger congestion coefficient, specifically, first, dividing the regional multi-system rail transit into a type 1 rail transit, a type 2 rail transit, and a type 3 rail transit; the regional multi-standard rail transit comprises subways, light rails, trams, urban (suburban) railways, inter-city railways, high-speed railways, ordinary-speed railways and the like, and can be divided into 3 types according to transportation organization characteristics, specifically, as shown in table 1:
TABLE 1 Rail traffic classifications and characteristics for each System
Description of C \ Program Files (x86) \ gwssi \ CPC client \ cases \ inventions \2 dcecece 6-a9C9-4953-9e2a-83a5b9cc6401\ new \100002\493913dest _ path _ image042.jpg
Figure 129890DEST_PATH_IMAGE090
The class 1 rail transit provides high-frequency transportation service, the train running speed is low, the speed per hour is generally not higher than 100km/h (kilometer/hour), passengers do not use a train schedule as guidance when selecting the class of rail transit to go out, and follow the going-to-go travel rule, the class mainly comprises rail transit systems such as subways, light rails and tramcars, the trains are allowed to overtake, and the overtake in partial sections of partial cities even exceeds 20% according to actual operation experience.
The class 2 rail transit mainly comprises urban (suburban) railways and ordinary speed railways, the train running frequency is high, the designed speed is lower than 200km/h, passengers travel according to a train schedule, partial overtaking conditions of the trains are allowed to exist, and the overtaking conditions can be strictly controlled according to a ticketing link.
The 3 rd type rail transit mainly refers to intercity railways and high-speed railways, the train running frequency is high, the speed per hour of the train can reach more than 200km/h, passengers are strictly scheduled to run according to a train schedule, and the condition of overtaking is generally not allowed.
Then, calculating the congestion coefficient of any type of rail transit in the regional multi-standard rail transit in the interval i and the congestion coefficient of the station j in the regional multi-standard rail transit based on the regional multi-standard rail transit division; the passenger crowding coefficient comprises an interval crowding coefficient and a station crowding coefficient, and therefore certain difference exists in crowding perception of different types of rail transit in the traveling process of passengers. Specifically, for trains in the 1 st type rail transit and the 2 nd type rail transit, overtaking is allowed, passengers have strong correlation between the congestion perception in the train and the passenger flow density, and the congestion perception is reflected by the passenger flow density, so that the classification threshold value of uncongested train and congestion in the train is 3.6 persons/m2The threshold for classification of congestion to heavy congestion is 6.2 persons/m2And further, converting the grading threshold value into a passenger per-person occupied area threshold value, wherein 1/3.6=0.278, 1/6.2=0.161,therefore, the threshold value of the occupied area of the passengers in the non-crowded and crowded vehicles and the threshold value of the occupied area of the passengers in the crowded and very crowded vehicles are respectively 0.278m20.161m and/human2Then, the congestion coefficient can be set as a piecewise function according to the passenger-average occupied area, and as shown in fig. 3, the passenger congestion coefficient satisfies: the average occupied area of passengers is more than or equal to 0.278m2When the passenger is in person, the passenger crowding coefficient is 1, and the average occupied area of the passengers is less than or equal to 0.161m2When people are in the section i, the congestion coefficient is 0, the occupied area of each passenger is between the two, the linear relation is adopted for expression, and therefore the congestion coefficients of the type 1 rail traffic and the type 2 rail traffic in the section i meet the following conditions:
Figure 100002_DEST_PATH_IMAGE091
Figure 520420DEST_PATH_IMAGE092
(1)
wherein the content of the first and second substances,
Figure 925994DEST_PATH_IMAGE094
the passenger-average occupied area of the section i is expressed in m2The number of people/person is greater than the number of people,
Figure 896224DEST_PATH_IMAGE096
，
Figure 438064DEST_PATH_IMAGE098
and parameters representing a linear function of the section congestion coefficients. It should be noted that, in the following description,
Figure 471266DEST_PATH_IMAGE100
and (1) (2) denotes k =1 or k = 2.
Specifically, the passenger flow passenger in the section i occupies the area per capita
Figure 426453DEST_PATH_IMAGE102
Is the ratio of the average effective area of the train to the average number of passengers of the train in the section i:
Figure 403636DEST_PATH_IMAGE104
(2)
wherein the content of the first and second substances,
Figure 331141DEST_PATH_IMAGE106
represents the average effective area of the train in the section i and has the unit of m2；
Figure 266736DEST_PATH_IMAGE108
The average number of passengers of the train in the section i is shown, and further, the average number of passengers of the train in the section i is shown
Figure DEST_PATH_IMAGE109
Satisfies the following conditions:
Figure DEST_PATH_IMAGE111
(3)
wherein L represents the number of elements in the train set,
Figure DEST_PATH_IMAGE113
representing trains
Figure 37115DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE115
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE117
representing trains
Figure 426113DEST_PATH_IMAGE001
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE119
representing trains
Figure 739282DEST_PATH_IMAGE001
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE121
and represents the cross-sectional passenger flow volume of the section i.
In this embodiment, the train in the 3 rd type rail transit is not allowed to exceed the number, which means that passengers all have seats, the congestion coefficient of the passengers going out is significantly lower than that of the 1 st and 2 nd type rail transit, and the range of the congestion coefficient of the seats in the 3 rd type rail transit is defined as 0-0.5, that is, in the embodiment of the present invention, the maximum congestion coefficient of the 3 rd type rail transit is set to 0.5, the minimum congestion coefficient is set to 0, and the congestion coefficient is in direct proportion to the average full load rate of the train, so that the congestion coefficient of the 3 rd type rail transit in the section i satisfies:
Figure 111358DEST_PATH_IMAGE123
(4)
wherein the content of the first and second substances,
Figure 978820DEST_PATH_IMAGE125
representing the average loading rate of all trains in interval i. Average full load rate of all trains in interval i
Figure DEST_PATH_IMAGE126
For the ratio of the passenger volume in section i to the passenger capacity that can be provided by all trains in section i:
Figure DEST_PATH_IMAGE128
(5)
wherein L represents the number of elements in the train set,
Figure DEST_PATH_IMAGE130
representing trains
Figure 674637DEST_PATH_IMAGE025
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE132
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE134
representing trains
Figure 373471DEST_PATH_IMAGE025
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE136
representing trains
Figure 244344DEST_PATH_IMAGE137
The operating interval does not include the interval i,
Figure 67944DEST_PATH_IMAGE139
representing trains
Figure 721779DEST_PATH_IMAGE025
The member of (1).
In the embodiment, the station is most obviously crowded with the platform, the crowding perceptions of passengers at different rail transit platforms are basically similar, and the occupied area of each passenger reflects the service level, so that the crowding coefficients are all represented by the occupied area of each passenger at the platform. The congestion coefficient of the station can be set as a piecewise function according to the passenger average occupancy area of the platform, the congestion coefficient corresponding to the passenger average occupancy area of the platform at the service level E is defined as 1, and the congestion coefficient corresponding to the passenger average occupancy area of the platform at the service level A is defined as 0, namely the passenger average occupancy area of the platform is greater than or equal to 3.247m2When people are in the platform, the crowding coefficient is 0, and the occupied area of passengers in the platform is less than or equal to 0.464m2When people are in use, the congestion coefficient is 1, and if the congestion coefficient is between the two, the linear relation is adopted for expression, so that the congestion coefficient of a station j in the regional multi-standard rail transit meets the following conditions:
Figure 681645DEST_PATH_IMAGE141
(6)
wherein the content of the first and second substances,
Figure 132873DEST_PATH_IMAGE143
the passenger occupying area of the station platform j is expressed in unit ofm2The number of people/person is greater than the number of people,
Figure 974927DEST_PATH_IMAGE145
，
Figure 166874DEST_PATH_IMAGE147
and parameters representing a linear function of the station congestion coefficient.
Specifically, the passenger occupancy area of the station platform j is the area occupied by all passengers
Figure 512405DEST_PATH_IMAGE149
The ratio of the effective area of the platform at station j to the average exchange passenger flow of the train at station j is:
Figure 397184DEST_PATH_IMAGE151
(7)
wherein the content of the first and second substances,
Figure 460955DEST_PATH_IMAGE153
the effective area of the platform of the station j is expressed in m2；
Figure 191014DEST_PATH_IMAGE155
Representing the average number of exchanged traffic for the train at station j. The average exchange passenger flow of the train at the station j is that the difference value of the passenger flow of the section of the adjacent section of the station j is multiplied by the exchange passenger flow coefficient of the station j, and then the average exchange passenger flow of the train at the station j is averaged to each train passing through the station, so that the average exchange passenger flow of the train at the station j meets the following requirements:
Figure 656630DEST_PATH_IMAGE157
(8)
wherein the content of the first and second substances,
Figure 712311DEST_PATH_IMAGE159
representing the exchange passenger flow coefficient of the station j, M is the number of elements in the interval set, L is the number of elements in the train set,
Figure 997799DEST_PATH_IMAGE161
the cross-sectional passenger flow volume of the section i is shown,
Figure 800057DEST_PATH_IMAGE163
(ii) a value of either 0 or 1,
Figure 120180DEST_PATH_IMAGE165
the starting station of the section i is denoted by j,
Figure 81183DEST_PATH_IMAGE167
indicating that the starting station of section i is not j,
Figure 119546DEST_PATH_IMAGE169
represents the variables of 0 and 1,
Figure 722566DEST_PATH_IMAGE171
the end station of the section i is denoted as j,
Figure 897195DEST_PATH_IMAGE173
indicating that the end station of the section i is not j,
Figure 294678DEST_PATH_IMAGE175
represents the variables of 0 and 1,
Figure 554758DEST_PATH_IMAGE177
representing trains
Figure 695890DEST_PATH_IMAGE025
The travel route of (a) includes a station j,
Figure 459446DEST_PATH_IMAGE179
representing trains
Figure 762252DEST_PATH_IMAGE025
Does not include the station j in the travel route,
Figure 509628DEST_PATH_IMAGE181
representing trains
Figure 180082DEST_PATH_IMAGE001
The running frequency of (c).
In the present embodiment, as shown in fig. 4, the passenger flow volume exchanged at station j in a certain period of time
Figure 63724DEST_PATH_IMAGE183
When the temperature of the water is higher than the set temperature,
Figure DEST_PATH_IMAGE185
difference in passenger flow through immediate vicinity
Figure DEST_PATH_IMAGE187
In connection with, among others,
Figure DEST_PATH_IMAGE189
expressed as:
Figure DEST_PATH_IMAGE191
（9）
wherein M is the number of elements in the interval set, L is the number of elements in the train set,
Figure DEST_PATH_IMAGE193
the cross-sectional passenger flow volume of the section i is shown,
Figure DEST_PATH_IMAGE195
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE197
the starting station of the section i is denoted by j,
Figure DEST_PATH_IMAGE199
indicating that the starting station of section i is not j,
Figure DEST_PATH_IMAGE201
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE203
the end station of the section i is denoted as j,
Figure DEST_PATH_IMAGE205
the end station indicating section i is not j.
Then, based on the calculated congestion coefficient of any one of the regional multi-system rail traffics in the section i and the congestion coefficient of the station j in the regional multi-system rail traffic, an objective function with the minimum passenger congestion coefficient as a target is obtained, specifically, the objective function with the minimum passenger congestion coefficient as a target is as follows:
Figure DEST_PATH_IMAGE206
(10)
wherein M is the total number of sections in the regional multi-standard rail transit, N is the total number of stations in the regional multi-standard rail transit, i represents an section, j represents a station,
Figure DEST_PATH_IMAGE208
indicates the congestion coefficient of the section i,
Figure DEST_PATH_IMAGE210
the cross-sectional passenger flow volume of the section i is shown,
Figure DEST_PATH_IMAGE212
represents the average running time of the train in the section i,
Figure DEST_PATH_IMAGE214
a congestion coefficient indicating a station j,
Figure DEST_PATH_IMAGE216
representing the average exchange passenger flow for each train in station j,
Figure DEST_PATH_IMAGE218
representing the average stop time of the train at station j.
Finally, the minimized passenger congestion coefficient can be obtained based on the objective function of the minimized passenger congestion coefficient.
In this embodiment, the process of minimizing the passenger congestion coefficient in the regional multi-system rail transit further includes performing rail transit based on the regional multi-system rail transitObtaining the congestion coefficient of the section i in the regional multi-system track by using the congestion coefficient of any type of track traffic in the section i
Figure DEST_PATH_IMAGE219
Satisfies the following conditions:
Figure DEST_PATH_IMAGE221
(11)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE223
the congestion coefficient of the k-th type rail transit in the regional multi-standard rail transit in the section is represented,
Figure DEST_PATH_IMAGE225
the number of the variables is 0, 1,
Figure DEST_PATH_IMAGE227
indicating that the section i belongs to the kth type of track traffic,
Figure DEST_PATH_IMAGE229
and the section i does not belong to the kth type track traffic, and k is 1, 2 or 3.
The method comprises the steps of respectively obtaining congestion coefficients of the section i aiming at different types of rail transit, comprehensively considering the difference of congestion perception of passengers on different types of rail transit in the traveling process, and finally obtaining the congestion coefficients of any section in the regional multi-system rail transit, so that the calculation of the regional multi-system rail transit congestion coefficients is more universal.
In this embodiment, when the section congestion coefficient and the station congestion coefficient are calculated, the passenger flow of the section is evenly distributed to each train, instead of accurately matching the passenger flow of the section to each train.
In this embodiment, an objective function targeting the minimum train operation cost is as follows:
Figure DEST_PATH_IMAGE231
(12)
wherein the content of the first and second substances,
Figure 524049DEST_PATH_IMAGE001
the first in the multi-standard rail transit of the presentation area
Figure 493142DEST_PATH_IMAGE001
The device is similar to a train in the prior art,
Figure DEST_PATH_IMAGE233
representing trains
Figure 241655DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE235
representing trains
Figure 779471DEST_PATH_IMAGE001
The cost of implementation of (c).
In this embodiment, the decision variable is
Figure 158500DEST_PATH_IMAGE001
Frequency of operation of train-like vehicle
Figure DEST_PATH_IMAGE236
Wherein, in the step (A),
Figure DEST_PATH_IMAGE237
the value range of (A) is the whole natural number,
Figure DEST_PATH_IMAGE239
when is shown as
Figure 5102DEST_PATH_IMAGE001
The similar train does not run, otherwise, the similar train indicates the second
Figure 760569DEST_PATH_IMAGE001
The similar train is started within a time period.
In this embodiment, the passenger travel demand constraint is:
Figure DEST_PATH_IMAGE241
(13)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE242
representing trains
Figure 946699DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE244
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE246
representing trains
Figure 824525DEST_PATH_IMAGE137
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE248
representing trains
Figure 314018DEST_PATH_IMAGE001
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE250
representing trains
Figure 669913DEST_PATH_IMAGE025
The order of the person(s) to be assigned,
Figure DEST_PATH_IMAGE252
representing trains
Figure 913812DEST_PATH_IMAGE025
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE254
and represents the cross-sectional passenger flow volume of the section i.
Introducing trains in passenger travel demand constraints
Figure 696960DEST_PATH_IMAGE025
The allowable maximum overload rate fully considers that rail traffic of various different systems exists in the area, and each type of rail traffic train has larger difference in the ratio of the possibility of overtaking and the proportion of overtaking, so that the operation scheme is compiled to better accord with the characteristics of the multi-system rail traffic of the area, and the accuracy is higher.
The regional multi-standard rail transit overload rate constraint is as follows:
Figure DEST_PATH_IMAGE256
(14)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE258
representing trains
Figure 721417DEST_PATH_IMAGE001
The type of the rail transit to which the rail transit belongs,
Figure DEST_PATH_IMAGE260
。
the train operation frequency range constraint is as follows:
Figure DEST_PATH_IMAGE262
(15)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE264
representing trains
Figure 8566DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE266
representing trains
Figure 106972DEST_PATH_IMAGE001
The minimum running frequency at which the running can be done,
Figure DEST_PATH_IMAGE268
representing trains
Figure 61022DEST_PATH_IMAGE001
Maximum run frequency at which a run can be run.
The interval capability constraint is:
Figure DEST_PATH_IMAGE270
(16)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE272
representing trains
Figure 41616DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE274
the variables are 0 and 1, and the variables are,
Figure DEST_PATH_IMAGE276
representing trains
Figure 270472DEST_PATH_IMAGE001
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE278
representing trains
Figure 757473DEST_PATH_IMAGE001
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE280
representing trains
Figure 616845DEST_PATH_IMAGE001
The order of the person(s) to be assigned,
Figure DEST_PATH_IMAGE282
representing trains
Figure 350314DEST_PATH_IMAGE001
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE284
the cross-sectional passenger flow volume of the section i is shown,
Figure DEST_PATH_IMAGE286
representing the maximum transport capacity of the interval i.
The station capacity constraint is as follows:
Figure DEST_PATH_IMAGE288
(17)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE290
representing trains
Figure 445178DEST_PATH_IMAGE001
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE292
is a variable of 0 or 1, and the content of the active carbon is,
Figure DEST_PATH_IMAGE294
representing trains
Figure 317844DEST_PATH_IMAGE001
The travel route of (a) includes a station j,
Figure DEST_PATH_IMAGE296
representing trains
Figure 348117DEST_PATH_IMAGE001
Does not include the station j in the travel route,
Figure DEST_PATH_IMAGE298
representing the maximum transport capacity of station j.
The parameter variable constraints are:
Figure DEST_PATH_IMAGE299
(18)
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE301
representing trains
Figure 834462DEST_PATH_IMAGE001
The running frequency of the station is N, the total number of stations (namely the number of elements in a station set) in the regional multi-standard rail transit,
Figure DEST_PATH_IMAGE303
is a variable of 0 or 1, and the content of the active carbon is,
Figure DEST_PATH_IMAGE305
indicating that the section i belongs to the kth type of track traffic,
Figure DEST_PATH_IMAGE307
indicating that the section i does not belong to the kth class of rail traffic,
Figure DEST_PATH_IMAGE309
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE311
the starting station of the section i is denoted by j,
Figure DEST_PATH_IMAGE313
indicating that the starting station of section i is not j,
Figure DEST_PATH_IMAGE315
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE317
representing trains
Figure 176757DEST_PATH_IMAGE001
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE319
representing trains
Figure 635420DEST_PATH_IMAGE001
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE321
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE323
representing trains
Figure 633332DEST_PATH_IMAGE001
The travel route of (a) includes a station j,
Figure DEST_PATH_IMAGE325
representing trains
Figure 279077DEST_PATH_IMAGE001
Does not include the station j in the travel route,
Figure DEST_PATH_IMAGE327
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE329
the end station of the section i is denoted as j,
Figure DEST_PATH_IMAGE331
the end station indicating section i is not j.
Because the regional multi-standard rail transit train operation scheme is compiled into an objective function taking the passenger congestion coefficient and the train operation cost as double targets, namely a double-target planning model, the operation scheme compilation also comprises the step of solving the objective function taking the passenger congestion coefficient and the train operation cost as the double targets based on a target planning method, and the method specifically comprises the following steps:
respectively solving an objective function with the minimum passenger congestion coefficient as a target and an objective function with the minimum train running cost as a target to respectively obtain corresponding expected values
Figure DEST_PATH_IMAGE333
、
Figure DEST_PATH_IMAGE335
. Firstly, the single objective function is optimized and solved to obtain an expected value, namely the optimal target value of each objective function in the planning of the starting scheme under the single objective function.
Optimizing an objective function structure, and acquiring a dual-objective mathematical model of comprehensive driving cost and congestion coefficient based on an objective function taking the minimum passenger congestion coefficient as a target and an objective function taking the minimum train driving cost as a target:
Figure DEST_PATH_IMAGE336
（19）
wherein p is the p-th priority, q is the q-th objective function,
Figure DEST_PATH_IMAGE337
a priority factor representing the p-th priority,
Figure DEST_PATH_IMAGE339
、
Figure DEST_PATH_IMAGE341
weight coefficients representing positive and negative bias variables of different objective functions in the same priority,
Figure DEST_PATH_IMAGE342
、
Figure DEST_PATH_IMAGE343
a target excess value and a target deficiency value, which are respectively compared with corresponding expected values by a target function with the minimum passenger congestion coefficient as a target and a target function with the minimum train running cost as a target;
giving a priority factor and a weight coefficient to the dual-target mathematical model, and optimizing the dual-target mathematical model as follows:
Figure DEST_PATH_IMAGE345
（20）
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE347
an objective function and an expectation value for minimizing the passenger congestion coefficient
Figure DEST_PATH_IMAGE349
Target deficit value of comparison;
Figure DEST_PATH_IMAGE351
objective function and expected value with minimum train running cost as target
Figure DEST_PATH_IMAGE353
Target deficit value of comparison; in the embodiment of the invention, the priority factor is 1, and the priority factor is 1 because the operation cost and the congestion coefficient are very important in regional multi-system rail transit operation
Figure DEST_PATH_IMAGE354
、
Figure DEST_PATH_IMAGE355
Also take 1.
Building a set of optimization objectives
Figure DEST_PATH_IMAGE357
The optimization target set respectively meets an objective function taking the minimum passenger congestion coefficient as a target and an objective function taking the minimum train running cost as a target:
Figure DEST_PATH_IMAGE359
（21）
Figure DEST_PATH_IMAGE361
（22）
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE363
is the target of minimum passenger crowding coefficientFunction and expected value
Figure DEST_PATH_IMAGE365
Target excess value of comparison;
Figure DEST_PATH_IMAGE367
objective function and expected value with minimum train running cost as target
Figure DEST_PATH_IMAGE369
Target excess value of comparison;
Figure DEST_PATH_IMAGE371
、
Figure DEST_PATH_IMAGE373
respectively optimizing the running cost and the congestion coefficient of the double-target mathematical model;
and taking the formulas (1) - (8), (11), (13) - (18) and (20) - (22) as the constraints of the optimized dual-target mathematical model, and solving the optimal solution of the optimized dual-target mathematical model by adopting Global Server in Lingo.
Obtaining the optimal solution of the model by adopting Global Server in Lingo; the solution obtained at this time is an optimal solution comprehensively considering the running cost and the congestion coefficient of the running scheme and the guidance of the actual running scheme. Preferably, it can be increased appropriately when solving
Figure DEST_PATH_IMAGE374
、
Figure DEST_PATH_IMAGE375
Is limited by the value range of (a).
For example, as shown in fig. 5, a regional multi-system rail transit network formed by a south section of a5 th line of a Chongqing subway, a river jumper and a Yukun high-speed Chongqing section is taken as an exemplary illustration.
Specifically, the south section of the Chongqing subway No. 5 line is a type 1 rail transit, the total length is 11.2km (kilometers), the river crossing line is a type 2 rail transit, the total length is 28.22km and the Yukun high-speed railway Chongqing section is a type 3 rail transit, the total length is 100km, wherein the regional multi-standard rail transit network formed by the three sections comprises 18 stations and 30 sections (up-down lines), and the Chongqing west station and the hop station are multi-standard transfer stations.
The regional multi-standard rail transit network corresponds to 20 trains, wherein 8 trains are stopped at a station and 12 trains are stopped at a large station. The passenger flow in the model adopts peak hour section passenger flow data predicted in the initial stage of each line, namely the section passenger flow in each interval of the peak hour.
Structuring model data based on the selected road network, and obtaining an operation scheme by respectively adopting Global Solver (Global Solver) of Lingo according to the lowest operation cost, the lowest congestion coefficient and the optimal solution of double targets, wherein the Lingo is a Solver, model expressions are converted into languages of the Lingo one by one, and the optimal solution can be obtained by selecting Global Solver in the Lingo. Further, the dual-target planning can iterate within 2s to obtain a global optimal solution. At this time, the minimum value of the running cost is 2133.6, and the minimum value of the congestion coefficient is 1384.1, but when one target minimum value is controlled, the opposite one is greatly increased. After the double-target optimization is adopted, the cost and the congestion coefficient are increased, but the cost fluctuation is controlled within 25%, and the congestion coefficient fluctuation is controlled within 35%.
When the minimum cost is taken as a target, the interval loading rate of 13 percent exceeds 1, and the interval loading rate of 40 percent is more than or equal to 0.7. The train obtained by solving when the congestion coefficient is minimum is close to the maximum departure frequency, and the full load rate among most of the trains is lower than 0.5. After the double-target optimization is adopted, the interval full load rate of 13% of the peak hour is between 0.7 and 1, and the interval full load rate of more than half is lower than 0.5.
After the train running cost and the congestion coefficient are comprehensively optimized, 85 trains are run in the rush hour, the average running distance of the trains is reduced to 33.3km, the running frequency is increased, and the train turnover speed is accelerated.
The benefit of passengers and operators is comprehensively considered in the planning of the regional multi-system rail transit train operation scheme, the passenger congestion coefficient and the train operation cost are jointly used as double targets of the planning model of the operation method to be optimized, the difference characteristics of regional multi-system rail transit transportation are accurately reflected, and the operation scheme of regional multi-system rail transit is more refined.
As shown in fig. 6, the embodiment of the present invention further introduces a constraint system for a regional multi-standard rail transit operation scheme, which is capable of executing the constraint method for the regional multi-standard rail transit operation scheme, and includes an obtaining module and a determining module, where the obtaining module is configured to obtain one or more of the following parameters: the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section; the determining module is used for determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims (14)

1. A constraint method for a regional multi-standard rail transit operation scheme is characterized by comprising the following steps of,
acquiring one or more of the following parameters:
the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section;
and determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters.
2. The method of claim 1, further comprising constructing a train set and an interval set of the regional multi-standard rail transit, wherein,
train assembly
Figure DEST_PATH_IMAGE002
Represents, elements
Figure DEST_PATH_IMAGE004
Representing the first in a train set
Figure 405590DEST_PATH_IMAGE005
The device is similar to a train in the prior art,
Figure 260414DEST_PATH_IMAGE007
the train set has L elements;
the interval set is represented by E, the element i represents an interval, i belongs to E, and the interval set comprises M elements;
the station set is represented by S, the element j represents a station, j belongs to S, and the station set has N elements.
3. The method of claim 2, further comprising dividing the regional multi-standard rail transit into a type 1 rail transit, a type 2 rail transit, and a type 3 rail transit, wherein,
the type 1 rail transit comprises a subway, a light rail or a tramcar;
the 2 nd type rail transit comprises a city domain railway, a suburban railway or a common speed railway;
the 3 rd type rail transit includes an intercity railway or a high-speed railway.
4. The method for restricting the regional multi-standard rail transit operation scheme according to claim 3, wherein the restriction on the train operation frequency satisfies the following requirements:
Figure 446676DEST_PATH_IMAGE009
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE011
representing trains
Figure DEST_PATH_IMAGE013
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE015
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE017
representing trains
Figure 861126DEST_PATH_IMAGE018
The operating interval includes an interval i in which,
Figure 941078DEST_PATH_IMAGE020
representing trains
Figure DEST_PATH_IMAGE021
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE023
representing trains
Figure 576589DEST_PATH_IMAGE024
The order of the person(s) to be assigned,
Figure 46885DEST_PATH_IMAGE026
representing trains
Figure 183468DEST_PATH_IMAGE021
The maximum rate of overload that is allowed to occur,
Figure 586768DEST_PATH_IMAGE028
and represents the cross-sectional passenger flow volume of the section i.
5. The method for restricting regional multi-standard rail transit driving schemes of claim 4, wherein the train is a train
Figure DEST_PATH_IMAGE029
Maximum permissible overload rate in different types of rail transit
Figure 531197DEST_PATH_IMAGE031
Satisfies the following conditions:
Figure 426472DEST_PATH_IMAGE033
wherein the content of the first and second substances,
Figure 366746DEST_PATH_IMAGE035
representing trains
Figure DEST_PATH_IMAGE036
The type of the rail transit to which the rail transit belongs,
Figure DEST_PATH_IMAGE038
。
6. the method for restricting regional multi-standard rail transit driving schemes of claim 5, wherein the train is a train
Figure 780146DEST_PATH_IMAGE039
Also satisfies the following conditions:
Figure 475569DEST_PATH_IMAGE041
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE043
representing trains
Figure 326982DEST_PATH_IMAGE036
The minimum running frequency at which the running can be done,
Figure DEST_PATH_IMAGE045
representing trains
Figure 274209DEST_PATH_IMAGE036
Maximum run frequency at which a run can be run.
7. The method of claim 6, further comprising setting a capacity constraint for an interval in the regional multi-standard rail transit:
Figure DEST_PATH_IMAGE046
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE047
representing trains
Figure 386522DEST_PATH_IMAGE003
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE048
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE049
representing trains
Figure 65896DEST_PATH_IMAGE003
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE050
representing trains
Figure DEST_PATH_IMAGE051
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE052
representing trains
Figure DEST_PATH_IMAGE053
The order of the person(s) to be assigned,
Figure DEST_PATH_IMAGE055
representing trains
Figure 604937DEST_PATH_IMAGE003
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE056
representing the maximum transport capacity of the interval i.
8. The method for restricting the regional multi-standard rail transit operation scheme according to claim 7, further comprising setting capacity restrictions of stations in regional multi-standard rail transit as follows:
Figure DEST_PATH_IMAGE058
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE060
representing trains
Figure 90276DEST_PATH_IMAGE012
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE062
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE064
representing trains
Figure DEST_PATH_IMAGE065
The travel route of (a) includes a station j,
Figure DEST_PATH_IMAGE067
representing trains
Figure 807827DEST_PATH_IMAGE012
Fortune ofThe station j is not included in the travel path,
Figure DEST_PATH_IMAGE069
representing the maximum transport capacity of station j.
9. A restraint system for a regional multi-standard rail transit operation scheme is characterized by comprising,
an obtaining module, configured to obtain one or more of the following parameters:
the train running frequency, the train member, the maximum overload rate allowed by the train and the section passenger flow of the section;
and the determining module is used for determining the constraint of the train running frequency in the regional multi-standard rail transit based on the one or more parameters.
10. The restraint system for a regional multisystem rail transit driving scheme according to claim 9,
the train running frequency satisfies the following conditions:
Figure DEST_PATH_IMAGE071
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE072
representing trains
Figure 988929DEST_PATH_IMAGE003
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE073
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE074
representing trains
Figure 814933DEST_PATH_IMAGE003
The operating interval includes an interval i in which,
Figure DEST_PATH_IMAGE075
representing trains
Figure 635122DEST_PATH_IMAGE003
The operating interval does not include the interval i,
Figure DEST_PATH_IMAGE076
representing trains
Figure 597393DEST_PATH_IMAGE003
The order of the person(s) to be assigned,
Figure DEST_PATH_IMAGE077
representing trains
Figure 477624DEST_PATH_IMAGE003
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE078
and represents the cross-sectional passenger flow volume of the section i.
11. The regional multi-standard rail transit operating scheme restraint system of claim 10, wherein the train is a train
Figure 584733DEST_PATH_IMAGE036
Also satisfies the following conditions:
Figure DEST_PATH_IMAGE079
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE080
representing trains
Figure 880716DEST_PATH_IMAGE003
The minimum running frequency at which the running can be done,
Figure DEST_PATH_IMAGE081
representing trains
Figure 290969DEST_PATH_IMAGE003
Maximum run frequency at which a run can be run.
12. The restraint system for a regional multisystem rail transit driving scheme according to claim 9,
train with movable track
Figure DEST_PATH_IMAGE082
Maximum permissible overload rate in different types of rail transit
Figure DEST_PATH_IMAGE083
Satisfies the following conditions:
Figure DEST_PATH_IMAGE085
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE086
representing trains
Figure 14205DEST_PATH_IMAGE003
The type of the rail transit to which the rail transit belongs,
Figure DEST_PATH_IMAGE087
。
13. the system of claim 9, wherein the determining module is further configured to set a capacity constraint for an interval in the regional multi-standard rail transit:
Figure DEST_PATH_IMAGE088
wherein the content of the first and second substances,
Figure 9275DEST_PATH_IMAGE047
representing trains
Figure 764742DEST_PATH_IMAGE012
The running frequency of the mobile phone is set,
Figure 498343DEST_PATH_IMAGE048
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE089
representing trains
Figure 720377DEST_PATH_IMAGE012
The operating interval includes an interval i in which,
Figure 867324DEST_PATH_IMAGE050
representing trains
Figure DEST_PATH_IMAGE090
The operating interval does not include the interval i,
Figure 833006DEST_PATH_IMAGE052
representing trains
Figure 811326DEST_PATH_IMAGE053
The order of the person(s) to be assigned,
Figure 407524DEST_PATH_IMAGE055
representing trains
Figure 838505DEST_PATH_IMAGE012
The maximum rate of overload that is allowed to occur,
Figure DEST_PATH_IMAGE091
representing the maximum transport capacity of the interval i.
14. The system of claim 9, wherein the determining module is further configured to set a capacity constraint for an interval in the regional multi-standard rail transit:
Figure DEST_PATH_IMAGE093
wherein the content of the first and second substances,
Figure DEST_PATH_IMAGE094
representing trains
Figure 686507DEST_PATH_IMAGE003
The running frequency of the mobile phone is set,
Figure DEST_PATH_IMAGE095
(ii) a value of either 0 or 1,
Figure DEST_PATH_IMAGE096
representing trains
Figure 798295DEST_PATH_IMAGE003
The travel route of (a) includes a station j,
Figure 690027DEST_PATH_IMAGE067
representing trains
Figure 483671DEST_PATH_IMAGE036
Does not include the station j in the travel route,
Figure DEST_PATH_IMAGE097
representing the maximum transport capacity of station j.
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