CN112132551A - Urban rail transit emergency passenger flow cooperative distribution method - Google Patents
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Abstract
The invention discloses an urban rail transit emergency passenger flow collaborative distribution method, which comprises the following steps: firstly, a line relation identification stage: judging a cooperative transportation mode of the intercity trunk railway and the intercity rail line according to the position relation of the intercity rail and the intercity railway line; II, judging the distribution demand: analyzing urban rail transit and emergency passenger flow characteristics; thirdly, a collaborative optimization stage of the implementation scheme: and constructing and solving an emergency passenger flow collaborative distribution model aiming at the highest supply and demand relationship coordination degree and the lowest cost of opening intercity short-traffic trains. Compared with the prior art, the invention has the following positive effects: aiming at the phenomenon of unbalanced distribution of passenger flow in sections, the inter-city railway transportation capacity is excavated, and the situation of transportation capacity waste is effectively solved while the inter-city railway transportation capacity participates in the dredging of urban rail transit emergency passenger flow; meanwhile, emergency evacuation cost is fully considered, and the method has high economical efficiency; the invention can provide more information and selection for the decision of the distribution work, and fully exerts the complementary advantages between the regional multi-type rail transit.
Description
Technical Field
The invention relates to an urban rail transit emergency passenger flow collaborative distribution method, in particular to an urban rail transit emergency passenger flow collaborative distribution method based on an inter-city short traffic train.
Background
With the rapid development of regional economy in China, the regional development form with urban communities as the main framework is becoming mature in China. The research on the development process of the main urban groups at home and abroad can find that the traffic and transportation network of the urban group deeply influences the spatial structure of the urban group, further influences the layout of population, industry, economy and the like in the urban group, and is an important influence factor for the sustainable and healthy development of regional economy.
The rail transit gradually becomes a framework of the regional comprehensive transportation system due to the advantages of large transportation capacity, convenience in traveling, high accuracy, energy conservation, environmental friendliness and the like, and the service quality of the rail transit becomes a key for guaranteeing the service level of the regional comprehensive transportation system. In recent years, with the gradual deepening of urban group development and construction, the track traffic also realizes the leap-type development, each main economic circle has been planned and constructed successively to complete the rapid trunk track traffic of regional intercity railways, passenger dedicated lines and the like, and meanwhile, in cities, the urban track traffic of subways, light rails and the like is also constructed and put into operation in a large amount. Therefore, the track traffic operation mode of the urban group is changed from the single mode relatively independent operation management to the multi-mode comprehensive operation management direction, and a regional track traffic system serving the urban group and comprising main track traffic such as passenger dedicated lines and intercity railways and urban track traffic such as urban railways and subways is gradually formed.
The operation of the rail transit system involves many departments, is complex in personnel equipment and organization process, is limited by spatial layout and higher passenger flow density, is influenced by emergencies such as equipment faults, natural disasters, large activities and the like of a line station in the daily operation process, generates large emergent passenger flow, and often causes emergency conditions such as local congestion of a traffic network, low transportation efficiency and even incapability loss. The occurrence of emergencies has randomness, transitivity and diffusivity, and the rapid distribution of passenger flows in emergency situations is an important problem which must be dealt with by rail transit operation.
Under the background of regional rail transit networked operation, various rail transit modes spatially realize the connection of an operation network and the continuous transportation of passenger flows by taking a transfer junction as a link, and a composite network covering the whole urban area is formed. When an emergency occurs at a certain station in the regional rail transit network, the emergency passenger flow influence can spread to other stations along the line, and if the emergency occurs at a transfer station, the emergency situation can influence passenger flows from multiple lines in multiple directions to further spread to other rail transit modes of other lines, so that the influence of the emergency is further expanded. How to rapidly and effectively transport emergency passenger flow plays an important role in guaranteeing safe and efficient operation of a regional rail transit system.
Because the track modes in the regional track traffic system are different from the functions of positioning, serving objects, serving ranges, passenger flow and main operation technical standards, the operation of the regional track traffic system has specificity different from the operation of urban track traffic and large railways. The improvement of the coordination among all rail transit modes is the key for accelerating the integration of regional rail transit and is a necessary premise for dealing with emergency and realizing the rapid distribution of emergency passenger flow under the emergency.
At present, researches for emergency passenger flow distribution of rail transit are mainly focused on urban rail transit systems, and related researches for cooperative emergency passenger flow distribution among multiple modes of regional rail transit systems are less. Therefore, the research on the multi-mode collaborative distribution organization method of the emergency passenger flow in the regional rail transit system is the demand of the theoretical development of the emergency transportation organization, and has important significance for guaranteeing the operation safety, fully exerting the multi-mode rail transit transportation capacity and improving the emergency disposal capability of the regional rail transit system.
Experts and scholars at home and abroad have studied emergency transportation organizations under rail transit emergencies for many years, and have more relevant research achievements on theories and methods of emergency passenger flow distribution organizations. Related researches mainly focus on the research on the aspects of passenger flow propagation rules under emergencies, construction of urban rail transit emergency systems, emergency transportation organization adjustment, passenger flow distribution and the like. Regarding the study of passenger flow propagation rules in emergencies, scholars at home and abroad use network propagation dynamics models, SIS (finite information system), SIR (surface interference ratio) models and the like to study the passenger flow influence propagation rules in various situations such as line interruption, train delay, station faults, sudden large passenger flow and the like. In the aspect of emergency system research, research is mostly carried out aiming at system construction under urban rail transit emergency, and related research results focusing on a regional rail transit system are few. The research in the aspect of the construction of more developed national emergency systems abroad starts early, and the construction of a comprehensive dispatching command center which integrates safety supervision, traffic dispatching and resource allocation and has higher informatization degree is realized. In the aspects of rail transit emergency transportation organization and passenger flow distribution, scholars at home and abroad mainly pay attention to urban rail transit, and transportation organization work under emergency conditions is realized in modes of station passenger flow management and control, train operation adjustment and the like.
In summary, the scholars at home and abroad mostly apply the network propagation dynamics to the traffic field and explore the propagation mechanism of the congestion on the track line network and the urban road network. The emergency system research focuses on urban rail transit more, and the research is carried out from the cooperative angle of multi-type rail transit less. In the aspect of rail transit passenger flow distribution, foreign learners have more researches on passenger travel path selection and passenger flow redistribution after an emergency occurs, the existing distribution method has little concern about coordination and coordination among various rail modes and trains in a regional rail transit system, has more concern about emergency state relief on passenger flow distribution, neglects travel requirements of passenger flow, namely continuous transportation of emergency passenger flow, cannot exert the comparative advantages of various regional rail transit and fully meet the travel willingness of emergency passenger flow.
Disclosure of Invention
In order to overcome the defects in the prior art, the invention provides a multi-mode cooperative transportation organization method for emergency passenger flow in a regional rail transit system, and the method is considered to cooperate with an intercity trunk train to finish emergency passenger flow transportation under the condition that an emergency occurs in urban rail transit but transportation capacity exists. The cooperative optimization of the operation scheme is realized based on the composition structure of the emergency passenger flow (influenced passenger flow), and the current urban rail capacity status and the actual urban line operation are solved, so that the intercity trains, the urban rail train operation quantity, the traffic scheme, the marshalling scheme and the departure frequency of the emergency passenger flow can be effectively distributed.
The technical scheme adopted by the invention for solving the technical problems is as follows: an emergency passenger flow collaborative distribution method for urban rail transit comprises the following steps:
firstly, a line relation identification stage: judging a cooperative transportation mode of the intercity trunk line railway and the intercity rail line according to the position relation of the city track and the intercity rail line so as to determine a cooperative emergency line;
II, judging the distribution demand: analyzing urban rail transit and emergency passenger flow characteristics, and realizing preliminary judgment on a comparison relation between distribution demand and current supply capacity in emergency time intervals of emergency areas;
thirdly, a collaborative optimization stage of the implementation scheme: and constructing and solving an emergency passenger flow collaborative distribution model aiming at the highest supply and demand relationship coordination degree and the lowest cost of opening intercity short-traffic trains.
Compared with the prior art, the invention has the following positive effects:
1) the innovation is as follows: the invention adopts a method of running intercity train short-distance trains in an urban interior section to participate in passenger flow distribution under urban rail transit emergency, is a supplement to the traditional distribution method of self adjustment of a single transportation mode and running of emergency buses, and is a supplement and perfection to the existing emergency transportation organization theory method from the perspective of regional multi-mode rail transit cooperative emergency.
2) The economic efficiency is as follows: the invention analyzes the operation characteristics of the current part of urban inter-city trains, excavates the inter-city railway transportation capacity aiming at the phenomenon of unbalanced distribution of section passenger flow, provides a method for operating the short-traffic inter-city train to participate in the urban rail transit emergency passenger flow distribution, and effectively solves the problem of transportation capacity waste. Meanwhile, the operation scheme collaborative optimization model constructed by the invention takes the lowest operation cost of the short-haul train as one of the objective functions, fully considers the emergency evacuation cost and has stronger economical efficiency.
3) Flexibility: the invention adopts the genetic algorithm as the solving method of the cooperative optimization model of the operation scheme, and because the model and the algorithm have the specific randomness on the initial population generation and the optimal solution search path, the operation scheme obtained by the method can not be unique, and meanwhile, the model variable as the related index of the operation scheme can fully adapt to the characteristics of the evacuation work, thereby providing more information and selection for the decision of the evacuation work and having certain flexibility.
4) And (3) synergy: under the condition that the urban rail transit emergency incident and part of the transport capacity are still in existence, the method of running intercity train short-haul trains in the urban interior section is adopted to jointly participate in urban rail transit emergency passenger flow distribution, complementary advantages among regional multi-mode rail transit are fully exerted, and the multi-mode rail transit cooperative emergency transport organization method can promote normalization of multi-mode rail cooperative operation.
Drawings
The invention will now be described, by way of example, with reference to the accompanying drawings, in which:
FIG. 1 is a block diagram of a method of distribution;
FIG. 2 is a schematic view of a rail transit operating area;
FIG. 3 is a schematic diagram of a circuit relationship;
FIG. 4 is a flow chart of the mediation requirement determination;
FIG. 5 is a schematic diagram of inter-city trunk railway city interior section model assumptions;
FIG. 6 is a schematic diagram of the solution of the implementation scheme.
Detailed Description
An emergency passenger flow collaborative distribution method for urban rail transit comprises the following steps:
first, line relation identification
Second, judging the need of distribution
Three, collaborative optimization of implementation scheme
Wherein: in the line relation identification stage, the intercity trunk railway is introduced into the city to generate intersection with the urban rail transit in the junction station, so that the position relation between the intercity trunk railway and the urban rail line is divided into discontinuous station intersection and continuous station intersection, and a feasible cooperative transportation mode between lines is further judged; the distribution demand judging stage analyzes the scale and the space-time distribution characteristics of emergency passenger flows generated by urban rail transit and the matching relation between the current urban rail transit line and the emergency passenger flows; in the cooperative optimization stage of the operation scheme, distribution characteristics of emergency lines and regional emergency passenger flows on section-time periods, namely, the distribution demand is used as input, a supply and demand matching relation of each section-time period on the distribution lines is established, an operation scheme cooperative optimization model with the optimal supply and demand relation coordination degree as a target and the minimum inter-city short-circuit train cost is established, and finally, the current urban rail transit capacity situation and the inter-city line operation practical inter-city train operation scheme and the combination relation of the inter-city train operation scheme and the inter-city rail train operation scheme which can fully adapt to the emergency passenger flow distribution target are obtained through solving.
The present invention will be described in detail below with reference to the accompanying drawings.
As shown in fig. 1, the present invention mainly includes three stages of line relationship identification, distribution demand determination and operation scheme collaborative optimization, and the specific contents are as follows:
first, line relation identification stage
In the regional rail transit system, the service ranges of multiple rail transit modes cover the areas from the city center to the suburb of the city, from the suburb of the city to the suburb of the city and between the cities, and the service ranges, service objects and function positioning of the multiple rail transit modes overlap to some extent, as shown in fig. 2, after the multiple rail transit modes are introduced into the city, intercity and main line railways overlap with the driving areas of urban rail transit modes of the city, such as subways, urban railway lines and the like.
(1) Inter-city trunk railway and urban rail line position relation analysis
The invention aims to provide a cooperative distribution method of emergency passenger flow in an emergency according to the condition that intercity trunk railway is introduced into a city and intersects with urban rail transit in a hub station, namely, the passenger flow can realize transfer and connection. Line relationship as shown in fig. 3, the positional relationship between the inter-city main line railway and the urban rail line can be divided into discontinuous site intersection and continuous site intersection.
1) Discontinuous site intersection: the inter-city trunk railway and the urban rail transit line can realize transfer at n (n is more than or equal to 1) station hubs in the city, and the transfer can be divided into 1 station intersection, 2 station intersection and a plurality of station intersections according to the number of transfer stations, wherein when n is more than 1, the transfer stations are not adjacent on the urban rail transit line.
2) The continuous stations intersect: the intercity trunk railway and the urban rail transit line can realize transfer at n (n is more than or equal to 2) station hubs in the city, and all transfer stations are adjacent on the urban rail transit, namely parallel sections exist among the lines. Depending on the number of parallel segments present, there may be a 1-segment intersection and a multi-segment intersection.
In general, the competitive relationship between traffic lines is directly influenced by the position relationship between the lines. A large cooperative coordination relationship usually exists between intersecting lines of discontinuous stations, and passenger flow can realize continuous travel between the two lines through a transfer hub. The lines intersected with the continuous stations, namely the parallel lines, have competition and cooperation relations at the same time, in the parallel section, the selection of the passenger flow to different lines and trains is influenced by the service characteristics of different transportation modes and the selection preference of the passenger flow, and the passenger flow can be shunted and cooperatively transported in the traveling direction of the parallel section by different lines and transportation modes.
(2) Inter-city trunk railway and urban rail line cooperative transportation mode
According to the position relationship type of the intercity trunk line and the urban rail line, the cooperative transportation mode between the two rail transportation modes can be divided into two organization modes of continuous transfer and parallel line shunting.
1) And (4) continuing transfer: under the condition of discontinuous station intersection, the cooperative transportation mode between the intercity trunk line and the urban rail line is mainly train connection and passenger flow transfer in a junction, namely, the lines of the two rail transportation modes are mutually bridged to form a transfer travel path, and passenger flow can realize continuous travel in coverage areas of the two rail transportation modes through transfer in different modes and train workshops.
2) Shunting parallel lines: under the condition of intersection of continuous stations, the inter-city trunk line and inter-city rail line collaborative transportation mode mainly serves passenger flow traveling in parallel sections for trains driven by multiple rail transportation modes, namely parallel paths are formed between lines of two rail transportation modes, and passenger flow can finish traveling in the parallel sections by trains in different modes according to self preference and practical conditions so as to finish the traveling process in the whole city.
By combining the two situations, the invention judges that when more than 1 crossed station exists between the intercity trunk railway and the urban rail transit line, the cooperative service of the passenger flow in the service area can be realized by coordinating two rail transit modes. The transfer process in the station hub is described microscopically, so that the continuous transfer mode can be regarded as a special condition of parallel line shunting.
Second, judging the need of distribution
At present, intercity and urban railway trains operated in partial cities in China tend to be developed in a public transportation mode, intercity trunks mainly serve passenger flows of properties such as commuting, traveling, business and the like among cities from service objects, inherent long and large traffic trains cannot be fully matched with passenger flow distribution conditions of traveling inside and outside cities, and transport energy waste exists to a certain extent. The invention is based on the urban rail transit system emergency, and considers that the public transportation operation is formed in the emergency time period by organizing and running short traffic trains with a certain proportion in the urban interior section of the inter-city trunk railway city, so as to realize the effective support of the crossing urban rail transit lines.
The method comprises the steps of judging the distribution requirement, wherein the distribution requirement judgment comprises the analysis of the operation data of the urban rail transit train in the emergency, the passenger flow scale generated in the emergency time period and the time-space distribution characteristics of the passenger flow scale, wherein the emergency passenger flow scale and the time-space distribution characteristics reflect the passenger flow distribution requirement in the emergency, and the operation data of the urban rail transit train reflects the existing transport capacity of the urban rail in the emergency, namely the current transport supply level. The invention realizes the preliminary judgment of the comparative relation between the distribution demand and the current supply capacity in the emergency time period of the emergency area at this stage, and the preliminary judgment is used as the basis for running the intercity short traffic trains, namely the foundation for establishing the distribution model.
(1) Urban rail train operation data
At this stage, the method acquires the operation data of the urban rail transit train in the emergency time period under the emergency event, wherein the operation data comprises the operation time period T of the rail transit train, the operation time period set T of the urban rail transit train, the operation frequency f of the urban rail train in the rail transit operation time period and the marshalling quantity b*And the like. In the operation time period, the urban rail transit drives trains with certain frequency on the existing operation traffic routes, so that the continuous and stable transportation capacity is provided for each station and interval along the rail transit, and the transportation capacity is damaged when the urban rail transit is affected in operation in an emergency.
(2) Emergency passenger flow scale and space-time distribution characteristics thereof
The number (scale) of passenger flows generated in the emergency time period and the time-space distribution characteristics thereof visually reflect the passenger flow distribution demand and serve as input data for constructing and solving an distribution model, the analysis process mainly adopts a method for dividing operation intervals and operation time periods to depict the two-dimensional distribution characteristics of the emergency passenger flows in time and space, and the method comprises the following steps:
STEP1, determining affected urban rail transit lines according to the actual situation of an emergency, predicting the duration of the emergency state, and taking the whole operation time interval T of urban rail transit to ensure sufficient and effective transportation of passenger flow in the emergency under the general situation;
STEP2, dividing the line into K-1 intervals according to the stations on the affected urban rail transit line, dividing the emergency time period T into M time periods, and respectively counting the passenger flow of each interval e (i, j)
And forming the passenger flow space-time distribution characteristics of the affected rail transit lines in the emergency.
STEP3, calculating the affected emergency passenger flow scale under the emergency event as
In the formula:
is the passenger flow of the interval e in the time period t
(3) Dredging demand determination process
The process of determining the distribution requirement of the present invention is shown in fig. 4:
STEP1, predicting the urban rail transit energy loss rate eta according to the analysis of the emergency situation, and determining the time period-interval when the urban rail transit energy is insufficient;
STEP2, determining the time period of insufficient transportation capacity of urban rail transit as a time period T' of needing to add an intercity train to participate in emergency passenger flow distribution in an emergency;
STEP3, under the emergency, the emergency passenger flow distribution scheme of urban rail transit is as follows: the urban rail transit has the capacity of storing transportation and the inter-city train jointly participate in emergency passenger flow distribution and transportation.
Three, collaborative optimization of implementation scheme
The collaborative optimization stage of the implementation scheme of the invention comprises two parts: constructing an evacuation model based on the operation scheme collaborative optimization, and designing a solving algorithm of the emergency passenger flow collaborative evacuation model. Constructing a dredging model based on necessary condition assumptions and parameter definitions, wherein the dredging model comprises a multi-objective function and constraint conditions; the emergency passenger flow cooperative distribution model adopts a genetic algorithm to solve, a model objective function is used as an algorithm fitness function, and an output variable combination is used as a cooperative distribution train operation scheme.
(1) Dredging model based on operation scheme collaborative optimization
According to the position relation of an intercity trunk railway inside a city and an urban rail transit line, when a plurality of intersecting sections exist, the urban rail transit line meets an emergency, the line capacity is influenced, and the requirement of passenger flow traveling on the path cannot be met, based on the regional rail transit cooperative emergency thought, an uplink line and a downlink line of the intercity trunk railway inside the city are paired to run a short transit train for public transportation operation, and a corresponding stop scheme is adopted; traffic scheme is based on intercity trunk and city railThe distribution of crossing stations of the road traffic lines in the outer crossing section S0、SkSelecting stations as the origin-destination points; the stop scheme is set based on the space and OD distribution characteristics of emergency passenger flow in the direction of the rail transit line; transfer stations on the intercity lines have certain turn-back capacity; the model only considers the passenger flow distribution in a single direction, the public transport starting frequency of the upstream and downstream trains on the same traffic route is equal, and the train marshalling quantity is the same. As shown in FIG. 5, wherein S0The station set is a section of an intercity trunk railway crossing with an urban rail line at one end of a city; skThe station set is a section of the intercity trunk railway crossing with the urban rail line at the other end of the city; s' is other station sets of the intercity trunk railway in the city internal section; s is a city internal section station set of an intercity trunk railway, S is {1,2,3.. K },
e is an inter-station interval set inside an inter-city main line railway, and E is { E (i, j) | i, j is formed by the elements S }; u is an intercity trunk railway, and U is (S, E); r is an alternative traffic set R ═ R (S, d) | S ∈ S of the intercity trunk short-traffic train0,d∈Sk}。
1) The intercity train transportation capacity C in a time period t of a certain inter-station interval represents the passenger flow volume which can be transported by intercity short-distance trains in the interval in the time period, is also a passenger flow distribution and supply component under emergency conditions, and is calculated according to the following formula, wherein b represents the number of intercity train vehicle groups, q represents the number of passengers of intercity train vehicles, f represents the number of passengers of intercity train vehiclesrtRepresents the operation frequency y of the traffic r intercity train in the rail transit operation time period tertIs a variable of 0 to 1, yert1 denotes a time t-period intersection r passing interval e, xrtIs a variable from 0 to 1, xrtAnd 1 represents that the alternative intersection r is determined as the train operation intersection in the time period t.
2) Urban rail train transport capacity C in t time period of interval between certain stations*Indicates urban rail crossing in the interval during the periodThe passenger flow volume which can be transported by the communication train is also a passenger flow distribution and supply component under the emergency condition and represents the calculation according to the following formula, wherein eta is the urban rail transit transportation energy loss rate in the emergency time period, b*Representing the number of vehicles constituting the urban rail train, q*The number of passengers of the urban rail train is shown, and f shows the running frequency of the urban rail train.
C*＝ηb*q*f (3)
3) The track traffic train full load rate in a time period t between certain stations is as follows:
4) the supply and demand coordination relationship of the transportation capacity of the rail transit train in the whole time interval between certain stations in the distribution model is expressed as follows:
5) the supply and demand coordination relationship of the rail transit train transportation capacity between stations in a certain period of time in the distribution model is expressed as follows:
6) the time distribution characteristic of the emergency passenger flow is fully adapted in the distribution model, and the highest coordination degree of the transportation energy supply and demand relation of the instant train is taken as a target:
7) the space distribution characteristic fully adapting to the emergency passenger flow, namely the highest coordination degree of the transportation energy supply and demand relationship of the interval train, is taken as a target in the distribution model:
8) the lowest cost of the inter-city public transportation train system is added in the distribution model as a target:
in the formula, c*Cost per kilometer of train for intercity and urban rail cv、
Cost per vehicle kilometer in intercity and urban rail, |rTurnaround distance for alternative routes,/eIs the interval length.
9) Constructing an evacuation model, considering that the intercity trunk railway running short-distance traffic trains are constrained by the passing capacity of the trains, determining the passing capacity of each interval, and calculating according to the following formula:
in the formula (I), the compound is shown in the specification,
is the passing capability of the interval e of the time period t, hminTracking interval time for minimum train veIs the maximum operating speed of the interval.
10) At least one group of short-haul trains should be driven to assist the urban rail transit line in the emergency state to transport emergency passenger flows, that is, the trains pass through each interval in each time period, and the constraint is as follows:
11) only short traffic routes and inter-city trains are driven on the alternative traffic route set, and the alternative traffic route set is not selected to show that the station does not have the position relation of forming cooperative transportation with the rail transit mode, which means that if traffic routes pass through the interval e in the time period t, the alternative traffic routes are selected as train running traffic routes, and the constraint is as follows:
yert-xrt≤0 (13)
12) if the alternative traffic route r is not determined as the operation traffic route in the time period t, the traffic route does not drive the train in the time period t, and the following constraint is as follows:
frt≤Hxrt (14)
in the formula, H is a very large integer.
13) The emergency passenger flow distribution pays attention to the satisfaction degree and the safety degree of passengers in the passenger flow transportation process, the full load rate is used as a measurement index, and the following constraint is as follows:
et≤max (15)
in the formula (I), the compound is shown in the specification,maxthe upper safety limit of the full load rate of the train.
And on the basis of condition assumption and interval time interval train transportation energy supply and demand relation co-dispatching representation, a single objective function of an evacuation model is provided, and the train capacity and the operation limit in the passenger flow co-evacuation process are considered.
The targets 1 and 2 are co-scheduling indexes, are dimensionless, and adopt a method of solving a geometric mean value of the two coordination indexes to ensure that the passenger flow time is adaptive to the spatial distribution in the distribution process. Object F3The dimensionless target value is dimensionless by the mean value method. Order to
Then
The dredging model based on the collaborative optimization of the operation scheme is constructed as follows:
(2) solving algorithm for emergency passenger flow collaborative distribution model
The train operation scheme model established by the method belongs to a complex multi-target mixed integer programming model, and in order to increase algorithm applicability, a genetic algorithm is adopted for solving. If the model comprises a plurality of objective functions and constraint conditions, different weight factors can be introduced according to the importance degree of each objective to construct a fitness function, a multi-objective function is converted into a single objective function, and a constraint problem is converted into an unconstrained problem through a penalty function, so that a more ideal fitness function can be obtained. Because the multi-target functions of the invention are unified into dimensionless numerical values, the treatment can be simplified, and the weights of the three target functions are taken as 1: 1: 1, namely directly taking the total objective function as the fitness function. As shown in fig. 6, the solving algorithm process is as follows:
step one, analyzing interval-time interval passenger flow data and initializing parameters;
according to the analysis of the relation and position relation of the urban rail transit lines and the related intercity trunk railways under the emergency, the passenger flow data of the affected rail transit line intervals-time intervals are analyzed in combination with the distribution demand judging process, and the emergency distribution time intervals, alternative traffic routes, train operation basic data and the like are initialized.
And step two, randomly generating an initial population of the open scheme set.
According to the current alternative traffic set of the intercity railway, the emergency evacuation period and the train operation basic data, combining the model variable constraint conditions, randomly generating an initial population of the operation scheme set and a variable x related to the traffic in the textrt、 yertVariable b related to vehicle grouping and variable f related to driving frequencyrtF are encoded with corresponding binary variables.
And step three, solving the optimization model of the inter-city short-haul train driving scheme.
STEP1, generating corresponding traffic collection and driving scheme according to the passenger flow interval-time interval passenger flow data and the line position relation, and calculating to obtain the target value.
And STEP2, calculating the fitness of population individuals according to the fitness function, and recording the current optimal individuals.
STEP3, adopting a 'proportion selection' strategy to select. Assuming the population size is popsize, then the probability that individual i is selected is
Generating new individuals of the next generation of development scheme by using operations of crossing, mutation and the like to cross the probability PcExchanging two chromosome part genes to construct two new chromosomes of the next generation. If the chromosome is feasible, replacing the parent, otherwise, repeatedly crossing until feasible; with probability PmA variant chromosomal gene string.
And step four, repeating the operation of the step three until the maximum iteration number or the maximum stagnation iteration number is met.
And step five, outputting results.
And (5) finishing the algorithm, and outputting the optimal individual, namely an optimal running scheme consisting of a train crossing scheme, a marshalling scheme and running frequency. The combination of the operation schemes is a passenger flow cooperative distribution scheme of the intercity railways and the urban rail transit lines in the emergency period.
Claims (8)
1. An urban rail transit emergency passenger flow collaborative distribution method is characterized by comprising the following steps: the method comprises the following steps:
firstly, a line relation identification stage: judging a cooperative transportation mode of the intercity trunk railway and the intercity rail line according to the position relation of the intercity rail and the intercity railway line;
II, judging the distribution demand: determining urban rail transit and emergency passenger flow characteristics;
thirdly, a collaborative optimization stage of the implementation scheme: and constructing and solving an emergency passenger flow collaborative distribution model aiming at the highest supply and demand relationship coordination degree and the lowest cost of opening intercity short-traffic trains.
2. The urban rail transit emergency passenger flow collaborative distribution method according to claim 1, characterized in that: the method for judging the cooperative transportation mode of the intercity trunk railway and the urban rail line comprises the following steps:
(1) when the position relation between the intercity trunk line railway and the urban rail line is that discontinuous stations are intersected, the intercity trunk line and the urban rail line are in a cooperative transportation mode which mainly comprises train connection and passenger flow transfer in a junction;
(2) when the position relationship between the intercity trunk railway and the urban rail line is that continuous stations are intersected, the intercity trunk and the urban rail line are in a cooperative transportation mode, and the intercity trunk and the urban rail line mainly serve passenger flows in parallel sections to travel in a plurality of rail transit modes.
3. The urban rail transit emergency passenger flow collaborative distribution method according to claim 1, characterized in that: the urban rail transit and emergency passenger flow characteristics comprise urban rail train operation data, the number of passenger flows generated in emergency time periods and passenger flow space-time distribution characteristics.
4. The urban rail transit emergency passenger flow collaborative distribution method according to claim 3, characterized in that: the method for determining the passenger flow space-time distribution characteristics comprises the following steps: and carrying out interval division on the lines according to stations on the affected urban rail transit lines, then carrying out time interval division on the corresponding emergency time intervals, and then respectively counting the passenger flow of each interval in each time interval to form the passenger flow space-time distribution characteristic of the affected rail transit lines under the emergency.
5. The urban rail transit emergency passenger flow collaborative distribution method according to claim 1, characterized in that: the emergency passenger flow collaborative distribution model comprises the following steps:
wherein: s0The station set is a section of an intercity trunk railway crossing with an urban rail line at one end of a city;
Skthe station set is a section of the intercity trunk railway crossing with the urban rail line at the other end of the city;
s' is other station sets of the intercity trunk railway in the city internal section;
s is an inter-city trunk railway city internal section site set, S is {1,2,30,Sk,
E is an inter-station interval set inside an inter-city main line railway, and E is { E (i, j) | i, j is formed by the elements S };
u is an intercity trunk railway, and U is (S, E);
r is an alternative traffic set R ═ R (S, d) | S ∈ S of the intercity trunk short-traffic train0,d∈Sk}；
F1A scheduling target is coordinated for the time interval train operation energy supply and demand relationship;
F2coordinating and scheduling a target for the supply and demand relationship of the inter-section train operation energy;
F3the inter-city bus-based train system cost target is added;
F3is' F3Dimensionless conversion values;
b is the number of vehicles grouped by intercity train; q is the number of passengers of the intercity train; f. ofrtThe driving frequency of an inter-city train of a traffic road r in the rail transit operation time period t is set; x is the number ofrtIs a variable from 0 to 1, xrt1 represents that the alternative road crossing r in the time period t is determined as the train operation road crossing; y isertIs a variable of 0 to 1, yert1 represents a t-period intersection r passing interval e; b*Number of vehicles forming urban rail train；q*The number of persons for ordering urban rail train vehicles; f is the running frequency of the urban rail train; c. c. C*The cost per kilometer of the train for the intercity and urban rail; c. Cv、
Inter-city and urban rail per vehicle kilometer cost; lrThe turnaround distance is the alternative traffic; leIs the interval length;
the passing capacity of an interval e is a period t; h isminTracking the interval time for the minimum train; v. ofeIs the maximum operating speed of the interval; h is a very large integer.maxThe upper safety limit of the full load rate of the train.
6. The urban rail transit emergency passenger flow collaborative distribution method according to claim 5, characterized in that: the solving method of the emergency passenger flow collaborative distribution model comprises the following steps:
initializing passenger flow data of an affected track traffic line interval-time period;
step two, randomly generating an initial population of the operation scheme set;
step three, solving an optimization model of the inter-city short-haul train driving scheme;
step four, repeating the operation of the step three until the maximum iteration times or the maximum stagnation iteration times are met;
and fifthly, outputting the optimal individuals to obtain an optimal operation scheme consisting of a train traffic scheme and operation frequency.
7. The urban rail transit emergency passenger flow collaborative distribution method according to claim 6, characterized in that: the initialization data includes: emergency distribution time interval, alternative traffic routes and train operation basic data.
8. The urban rail transit emergency passenger flow collaborative distribution method according to claim 6, characterized in that: step three, the solving step of the optimization model of the inter-city short-haul train driving scheme is as follows:
STEP1, generating corresponding traffic collection and driving scheme according to the traffic time interval-interval traffic data and the line position relation, and calculating to obtain the target value.
STEP2, calculating the fitness of population individuals according to a fitness function, and recording the current optimal individuals;
STEP3, selecting by adopting a proportion selection strategy.
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