CN112231796A - Periodic train stop scheme optimization modeling method considering passenger space-time trip distribution - Google Patents

Periodic train stop scheme optimization modeling method considering passenger space-time trip distribution Download PDF

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CN112231796A
CN112231796A CN202010968333.9A CN202010968333A CN112231796A CN 112231796 A CN112231796 A CN 112231796A CN 202010968333 A CN202010968333 A CN 202010968333A CN 112231796 A CN112231796 A CN 112231796A
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付慧伶
张虹
贺振欢
聂磊
佟璐
谭宇燕
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Beijing Jiaotong University
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Abstract

The invention belongs to the field of design and optimization of train stop schemes, and particularly relates to a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution. A periodic train stop scheme optimization model based on the alternative set and the set coverage problem is constructed, and the complexity of the model and the difficulty of solving are reduced; the space trip demand of passengers can be met, the time trip demand of the passengers can also be met, and the solved periodic train stop scheme is structurally more consistent with the passenger flow demand characteristic; the model is solved to obtain the train with time window information, the train running sequence can be determined, and reference is provided for the train paving sequence in the train running chart.

Description

Periodic train stop scheme optimization modeling method considering passenger space-time trip distribution
Technical Field
The invention belongs to the field of design and optimization of train stop schemes, and particularly relates to a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution.
Background
The traditional non-periodic mode, namely the mode of 'driving according to the flow', is adopted by the high-speed rail in China. The aperiodic mode has better direct performance between stations, but causes the problems of numerous origin and destination points, low travel speed, insufficient service frequency, irregular station stopping and the like of the train, so that the adoption of the periodic driving mode needs to be considered. Existing research has less research on periodic train stop schemes. And the space trip demand of the passenger is considered more, and the research on the time trip demand is less. The study on the train stop scheme is mostly combined with the study on the train operation scheme and passenger flow distribution, and the study on the drawing influence of the subsequent train operation diagram is less. The current research on the periodic train stop scheme has the following problems:
1) the model is complex and the solution is difficult. The model constructed in the existing research mostly takes whether the train stops at a station or not as a decision variable, the model relates to a plurality of elements, and the target and the constraint are complex; some non-linear programming models also need to be solved by using complex heuristic solving algorithms, such as genetic algorithms, tabu search algorithms and the like, the algorithms are various, and although better results can be obtained, the difficulty in solving actual large-scale problems is still higher. Therefore, a new method is needed to be provided to construct a periodic train stop scheme optimization model, and the difficulty in solving the complex problem of the stop scheme is reduced.
2) There is a lack of research on the need for passengers to travel in time. In the existing research, the spatial travel distribution of passengers is mainly considered, and the spatial travel distribution comprises service indexes such as train travel speed, passenger flow OD (origin-destination) direct performance, train running frequency and the like. The time trip demand for considering passengers in the existing research is less, and the influence of the time trip of the passengers on the design of a train stop scheme needs to be further researched urgently, so that the service level of the train is improved.
3) And the influence research on the subsequent train operation diagram laying is lacked. At present, the research on the train stop scheme is mostly combined with the train operation scheme and the passenger flow distribution, and the influence research on a train operation diagram is less. However, because the advantages and disadvantages of the design of the train operation scheme have important influence on the layout of the train operation diagram, the train layout sequence which can be referred to in the given train operation diagram is considered when the train stop scheme is designed, so that the train operation diagram which more meets the time travel requirement of passengers can be conveniently laid and drawn.
Disclosure of Invention
Aiming at the technical problems, the invention provides a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution. A periodic train stop scheme optimization model based on the alternative set and the set coverage problem is constructed, and the complexity of the model and the difficulty of solving are reduced; the space trip demand of passengers can be met, the time trip demand of the passengers can also be met, and the solved periodic train stop scheme is structurally more consistent with the passenger flow demand characteristic; the model is solved to obtain the train with time window information, the train running sequence can be determined, and reference is provided for the train paving sequence in the train running chart.
The invention is realized by the following technical scheme:
the periodic train stop scheme optimization modeling method considering passenger space-time travel distribution comprises the following steps:
designing a periodic train stop scheme alternative set: designing a periodic train stop scheme based on an alternative set concept, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies;
taking the alternate collection of the periodic train stop scheme, the existing passenger ticket data and the train schedule as the input of the periodic train stop scheme optimization model;
constructing a periodic train stop scheme optimization model: constructing an objective function by taking the minimum train operation cost and the minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and the running frequency as decision variables, and taking OD service frequency requirements, section passenger flow density, section passing capacity, train arrival and departure time windows, station arrival and departure capacity, train stop mode number, train number of limiting time windows and the decision variables as constraint conditions;
and obtaining a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the corresponding train running frequency by model solution, namely obtaining an optimized periodic train stop scheme considering passenger space-time travel distribution.
Further, the objective function constructed with the aim of minimizing the train operation cost and the passenger trip cost is as follows:
Figure BDA0002683157880000031
Figure BDA0002683157880000032
in the formula, C is the train operation cost, and F is the passenger trip expense; l is a periodic train stop scheme alternative concentrated train operation line set; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. CgFixed operating costs for a single train; r is a station node level set on the high-speed rail; r is station node grade, r is 1,2,3 …;
Figure BDA0002683157880000033
the cost of stopping a single train at a r-grade station for one time;
Figure BDA0002683157880000034
the stop times of the train l at the r-grade station are shown;
Figure BDA0002683157880000035
the kilometer cost of the train l running; slThe running mileage of the train l; l isuAlternative centralized service passenger flow OD to u for periodic train stop schemeijA set of train operating lines; u. ofijThe pair of passenger flows OD from station i to station j; u is a passenger flow OD pair; u is a set of passenger flow OD pairs in the high-speed rail line; kappauThe priority of each passenger flow OD meets the coefficient; suAs station siTo station sjThe running mileage of (1); v. oflThe running speed of the train l;
Figure BDA0002683157880000041
the time for a passenger train to stop at a station of r grade is shown;
Figure BDA0002683157880000042
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; i is a single time window length; lambda [ alpha ]1A weighting factor that is a function of the time difference of arrival; lambda [ alpha ]2A weight coefficient which is a function of the departure time difference; v is the value of the passenger in unit time; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; d'uFor passenger flow OD to uijAt station siDesired departure time window of; a'uFor passenger flow OD to uijAt station sjThe desired arrival time window.
Further, setting passenger flow OD service frequency requirement constraints specifically as follows:
Figure BDA0002683157880000043
Figure BDA0002683157880000044
Figure BDA0002683157880000045
Figure BDA0002683157880000046
Figure BDA0002683157880000047
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure BDA0002683157880000048
alternative centralized service passenger flow OD to u for periodic train stop schemeijThe first level train operation line set of (2);
Figure BDA0002683157880000049
alternative centralized service passenger flow OD to u for periodic train stop schemeijA second level train operation line set;
Figure BDA00026831578800000410
alternative centralized service passenger flow OD to u for periodic train stop schemeijThe third-level train operation line set; fuFor planning the passenger flow OD to u in the period timeijOD service frequency requirements of; Δ FuFor planning the passenger flow OD to u in the period timeijThe OD service frequency requirements of the transfer; u is a passenger flow OD pair; u shapeHCollecting a first-level passenger flow OD pair in a high-speed rail line; u shapeMCollecting second-level passenger flow OD pairs in the high-speed rail line; u shapeSAnd the set of the third-level passenger flow OD pairs in the high-speed rail line.
Further, setting an interval passenger flow density constraint, specifically:
Figure BDA0002683157880000051
Figure BDA0002683157880000052
Figure BDA0002683157880000053
Figure BDA0002683157880000054
Figure BDA0002683157880000055
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. ClIs a fixed member of the train l; p is a radical oflThe passenger seat rate of the train l; blFor the marshalling of the train l, 1 is long marshalling, and 0.5 is short marshalling; e is an interval set in the high-speed rail line; e is an interval;
Figure BDA0002683157880000056
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000057
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000058
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000059
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure BDA00026831578800000510
covering the second level passenger flow OD pairs u in the planning period timeij(ii) interval passenger flow density;
Figure BDA00026831578800000511
for covering the third-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure BDA00026831578800000512
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) a portion of the block passenger density that is not serviced by the first tier train;
Figure BDA00026831578800000513
covering the second level passenger flow OD pairs u in the planning period timeij(ii) a portion of the block passenger density that is not serviced by the second level train;
Figure BDA00026831578800000514
for covering the third-level passenger flow OD pairs u in the planning cycle timeijIs not serviced by a third tier train.
Further, setting an interval passing capacity constraint, specifically:
Figure BDA0002683157880000061
Figure BDA0002683157880000062
Figure BDA0002683157880000063
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure BDA0002683157880000064
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000065
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000066
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme; e is an interval set in the high-speed rail line; e is an interval; zetarThe ratio of the passage capacity of the occupied section of the r-th level train is shown, r represents the train level and is divided into three levels, namely 1 level, 2 levels and 3 levels according to large stations, middle stations and small stations; n is a radical ofeAnd planning the upper limit of the passing capacity of the interval in the period time.
Further, setting a train arrival time window constraint, specifically:
Figure BDA0002683157880000067
Figure BDA0002683157880000068
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000069
slave station s for passenger train liTo station sjTravel time of (d);
Figure BDA00026831578800000610
for train l from station siTo station sjPure run time of (c);
Figure BDA00026831578800000611
for train l from station siTo station sjTotal station-stop time of;
Figure BDA00026831578800000612
for passenger trains from station siTo station sjTotal start-stop additional time en route; suAs station siTo station sjThe running mileage of (1); v. oflSlave station s for passenger train liTo station sjTravel time cost of (c);
Figure BDA00026831578800000613
the time for a passenger train to stop at a station of r grade is shown;
Figure BDA00026831578800000614
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); i is the length of a single time window.
Further, a station arrival and departure capability constraint is set, specifically:
Figure BDA0002683157880000071
Figure BDA0002683157880000072
in the formula, LsAlternative solutions for periodic train stops are concentrated at the station siA set of train operating lines at a stop; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure BDA0002683157880000073
as station siThe ability to get on and off the train within the planned cycle time;
Figure BDA0002683157880000074
is s isiThe ability to pick up traffic to and from the departure line within the planned cycle time; s, station set on the high-speed rail; and s is a station.
Further, train stop mode number constraints are set, specifically:
Figure BDA0002683157880000075
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000076
the upper limit of the number of the train stop modes in the planning cycle time; x is the number oflWhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; and the L-period train stop scheme alternative centralized train operation line set.
Further, setting a time window limiting train number constraint, specifically:
Figure BDA0002683157880000077
Figure BDA0002683157880000078
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000079
alternative solutions for periodic train stops are concentrated at the station siStopping and departure time window is tmA set of train operating lines;
Figure BDA00026831578800000710
alternative solutions for periodic train stops are concentrated at the station siStop station and arrive in time window tmA set of train operating lines;
Figure BDA00026831578800000711
for stations within a time windowiThe number of trains that can be accessed;
Figure BDA00026831578800000712
for stations within a time windowiThe number of trains that can be sent; s, station set on the high-speed rail; s is a station; t is tmThe mth time window within the time window is opened for planning.
Further, a decision variable flAnd a decision variable xlThe relevant constraints of (2) are as follows:
Figure BDA0002683157880000081
Figure BDA0002683157880000082
Figure BDA0002683157880000083
in the formula, xlWhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; m is an infinite positive integer; and L is a train operation line set of the alternative set of the periodic train stop scheme.
The invention has the beneficial technical effects that:
1) the method provided by the invention optimizes the periodic train stop scheme, not only considers the space trip demand of passengers, but also considers the time trip demand of the passengers, considers the space-time trip distribution of the passengers, and is more in line with the characteristics of passenger flow demand in structure;
2) the method provided by the invention can be used for obtaining the trains with the time window information, determining the running sequence of each train and providing reference for the paving and drawing sequence of the trains in the train working diagram.
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Fig. 1 is a flow diagram of a periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution in the embodiment of the present invention.
FIG. 2 is a flow chart of a periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution in the embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is described in further detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and are not intended to limit the invention.
On the contrary, the invention is intended to cover alternatives, modifications, equivalents and alternatives which may be included within the spirit and scope of the invention as defined by the appended claims. Furthermore, in the following detailed description of the present invention, certain specific details are set forth in order to provide a better understanding of the present invention. It will be apparent to one skilled in the art that the present invention may be practiced without these specific details.
The embodiment of the invention provides a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution, which comprises the following steps:
designing a periodic train stop scheme alternative set: designing a periodic train stop scheme based on an alternative set concept, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies; specifically, each alternative scheme line in the alternative set of the periodic train stop scheme presets a train start-end point, a train stop mode, a train formation, a train operation speed, a train operation path, a train maximum stop frequency and a train operation time window.
Taking the alternate collection of the periodic train stop scheme, the existing passenger ticket data and the train schedule as the input of the periodic train stop scheme optimization model; specifically, the method comprises the steps of passenger flow OD service frequency demand, section passenger flow density, passenger flow OD expected departure and arrival time windows, section passing capacity, station arrival and departure capacity, train number limiting time windows, train stop mode number and the like. And (3) converting the cost by using the difference value of the actual departure arrival time window and the expected departure arrival time window of the passenger flow as an objective function of the model, and using the service frequency requirement of the passenger flow OD in the period time, the density of the passenger flow in the section, the passing capacity of the train in the section, the arrival and departure capacity of the station, the number of trains limited to be started in a single time window and the number of train stopping modes limited to be started as constraints to obtain the optimized periodic train stopping scheme optimization model.
Constructing a periodic train stop scheme optimization model: constructing an objective function by taking the minimum train operation cost and the minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and the running frequency as decision variables, and taking OD service frequency requirements, section passenger flow density, section passing capacity, train arrival and departure time windows, station arrival and departure capacity, train stop mode number, train number of limiting time windows and the decision variables as constraint conditions;
and obtaining a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the corresponding train running frequency by model solution, namely obtaining an optimized periodic train stop scheme considering passenger space-time travel distribution.
1) Defining model variables and symbols
Defining variables, sets and parameters of model design:
a. decision variables
fl: the starting frequency of the alternative concentrated train operation line l;
xl: and if the train operation line l is selected, taking 1 when the train operation line is selected, and otherwise, taking 0.
b. Collection
Figure BDA0002683157880000101
c. Parameter(s)
Figure BDA0002683157880000103
Figure BDA0002683157880000111
Figure BDA0002683157880000121
In this embodiment, the objective function constructed with the minimum train operation cost and the minimum passenger trip cost as the target is as follows:
Figure BDA0002683157880000122
Figure BDA0002683157880000123
in the formula, C is the train operation cost, and F is the passenger trip expense; l is a periodic train stop scheme alternative concentrated train operation line set; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. CgFixed operating costs for a single train; r is a station node level set on the high-speed rail; r is station node level, is divided according to big, middle and small stations, and comprises three levels of 1,2 and 3, wherein r is 1,2 and 3 …;
Figure BDA0002683157880000124
the cost of stopping a single train at a r-grade station for one time;
Figure BDA0002683157880000125
the stop times of the train l at the r-grade station are shown;
Figure BDA0002683157880000126
the kilometer cost of the train l running; slThe running mileage of the train l; l isuAlternative centralized service passenger flow OD to u for periodic train stop schemeijA set of train operating lines; u. ofijThe pair of passenger flows OD from station i to station j;u is a passenger flow OD pair; u is a set of passenger flow OD pairs in the high-speed rail line; kappauThe priority of each passenger flow OD meets the coefficient; suAs station siTo station sjThe running mileage of (1); v. oflThe running speed of the train l;
Figure BDA0002683157880000127
the time for a passenger train to stop at a station of r grade is shown;
Figure BDA0002683157880000128
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; i is a single time window length; lambda [ alpha ]1A weighting factor that is a function of the time difference of arrival; lambda [ alpha ]2A weight coefficient which is a function of the departure time difference; v is the value of the passenger in unit time; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; d'uFor passenger flow OD to uijAt station siDesired departure time window of; a'uFor passenger flow OD to uijAt station sjThe expected arrival time window of; u in U ∈ U is the passenger flow OD pair.
Wherein the train operation cost comprises the train fixing cost, the train stop cost and the train operation cost. The fixed cost of the train is related to the running frequency, the stop cost of the train is related to the stop times and the stop grade, and the running cost of the train is related to the running mileage.
The minimum travel cost of the passenger mainly considers the travel time conversion cost of the passenger and the convenience cost of the arrival time of the passenger. The passenger travel time reduced cost refers to the cost converted from the time consumption of passengers in the travel process, and comprises the pure train running time, the train stop time and the train start-stop additional time reduced cost; the passenger arrival time convenience fee comprises a fee converted from the difference value between the actual departure time and the expected departure time of the passenger and a fee converted from the difference value between the actual arrival time and the expected arrival time of the passenger.
In this embodiment, the passenger flow OD service frequency requirement constraint is set, specifically:
the OD service frequency of passenger flow is an important index for measuring the service level of a transport product, and the train stop scheme should meet the service frequency requirement of each OD pair. In order to ensure the train service quality among important nodes, passenger flow OD is solved in a layering way, and the diversity requirements of the passenger flow OD in different layers on passenger products with different service qualities are met. Considering that the corresponding level train can meet the demand of the OD service frequency of the passenger flow of the corresponding level as much as possible, but is limited by the capacity of passing through the interval, in order to reduce the passenger flow fictitious and improve the train service level, the demand of the OD service frequency of part of the high-level passenger flow is allowed to be met by the low-level train:
Figure BDA0002683157880000141
Figure BDA0002683157880000142
Figure BDA0002683157880000143
Figure BDA0002683157880000144
Figure BDA0002683157880000145
in this embodiment, the inter-zone passenger flow density constraint is specifically set as follows:
and based on the idea of aggregate coverage, the passenger flow density of the intervals is restrained, and the train conveying capacity of each interval on the service line is ensured to meet the passenger flow density of the intervals. Corresponding to the OD service frequency requirement, the high-level passenger flow of a part of the intervals is satisfied by a high-level train, the remaining passenger flow is satisfied by a lower-level train, and the low-level passenger flow of the intervals is satisfied by a low-level train:
Figure BDA0002683157880000146
Figure BDA0002683157880000147
Figure BDA0002683157880000148
Figure BDA0002683157880000149
Figure BDA00026831578800001410
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. ClIs a fixed member of the train l; p is a radical oflThe passenger seat rate of the train l; blFor the marshalling of the train l, 1 is long marshalling, and 0.5 is short marshalling; e is an interval set in the high-speed rail line; e is an interval;
Figure BDA00026831578800001411
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA00026831578800001412
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA00026831578800001413
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA00026831578800001414
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure BDA00026831578800001415
covering the second level passenger flow OD pairs u in the planning period timeij(ii) interval passenger flow density;
Figure BDA0002683157880000151
for covering the third-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure BDA0002683157880000152
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) a portion of the block passenger density that is not serviced by the first tier train;
Figure BDA0002683157880000153
covering the second level passenger flow OD pairs u in the planning period timeij(ii) a portion of the block passenger density that is not serviced by the second level train;
Figure BDA0002683157880000154
for covering the third-level passenger flow OD pairs u in the planning cycle timeijIs not serviced by a third tier train.
In this embodiment, the setting of the interval passing capability constraint specifically includes:
due to the limited section passing capacity of the line, the number of trains running in the section should be limited not to exceed the upper limit of the section passing capacity. The difference of the train operation proportion of different levels can affect the service level of the stop scheme, the satisfaction of passenger flow, the capability utilization and the like, thereby limiting the operation proportion of the trains of each level:
Figure BDA0002683157880000155
Figure BDA0002683157880000156
Figure BDA0002683157880000157
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure BDA0002683157880000158
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA0002683157880000159
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure BDA00026831578800001510
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme; e is an interval set in the high-speed rail line; e is an interval; zetarThe ratio of the passage capacity of the occupied section of the r-th level train is shown, r represents the train level and is divided into three levels, namely 1 level, 2 levels and 3 levels according to large stations, middle stations and small stations; n is a radical ofeAnd planning the upper limit of the passing capacity of the interval in the period time.
In this embodiment, a train arrival time window constraint is set, specifically:
the passenger selects the arrival time window a of the train arriving at the destination stationulAccording to the departure time window dulAnd travel time of train
Figure BDA0002683157880000161
And calculating to obtain:
Figure BDA0002683157880000162
Figure BDA0002683157880000163
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000164
slave station s for passenger train liTo station sjTravel time of (d);
Figure BDA0002683157880000165
for train l from station siTo station sjPure run time of (c);
Figure BDA0002683157880000166
for train l from station siTo station sjTotal station-stop time of;
Figure BDA0002683157880000167
for passenger trains from station siTo station sjTotal start-stop additional time en route; suAs station siTo station sjThe running mileage of (1); v. oflSlave station s for passenger train liTo station sjTravel time cost of (c);
Figure BDA0002683157880000168
the time for a passenger train to stop at a station of r grade is shown;
Figure BDA0002683157880000169
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); i is the length of a single time window.
In this embodiment, a station arrival and departure capability constraint is set, specifically:
due to the limitation of facility and equipment conditions such as departure lines and platforms, departure and receiving capacities of each station within a specified period of time are limited to a certain extent:
Figure BDA00026831578800001610
Figure BDA00026831578800001611
in the formula, LsAlternative solutions for periodic train stops are concentrated at the station siA set of train operating lines at a stop; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure BDA00026831578800001612
as station siThe ability to get on and off the train within the planned cycle time;
Figure BDA00026831578800001613
is s isiThe ability to pick up traffic to and from the departure line within the planned cycle time; s, station set on the high-speed rail; and s is a station.
In this embodiment, a train stop mode number constraint is set, specifically:
the more the number of the train stop modes is, the stronger the heterogeneity among the scheme lines is, and the difficulty in laying the operation diagram can be caused. The heterogeneous degree between scheme lines can be considered by limiting the total number of stop modes of the train:
Figure BDA0002683157880000171
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000172
the upper limit of the number of the train stop modes in the planning cycle time;xlwhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; and the L-period train stop scheme alternative centralized train operation line set.
The method comprises the following steps of setting train number constraint for limiting a time window, specifically:
due to the technical condition limitation of stations, the number of trains sent (arrived) by each station in the same time window should be limited to a certain extent, so that the running number of train scheme lines in the same station and the same time window is limited:
Figure BDA0002683157880000173
Figure BDA0002683157880000174
in the formula (I), the compound is shown in the specification,
Figure BDA0002683157880000175
alternative solutions for periodic train stops are concentrated at the station siStopping and departure time window is tmA set of train operating lines;
Figure BDA0002683157880000176
alternative solutions for periodic train stops are concentrated at the station siStop station and arrive in time window tmA set of train operating lines;
Figure BDA0002683157880000177
for stations within a time windowiThe number of trains that can be accessed;
Figure BDA0002683157880000178
for stations within a time windowiThe number of trains that can be sent; s, station set on the high-speed rail; s is a station; t is tmThe mth time window within the time window is opened for planning.
In the present embodiment, the decision variable flAnd a decision variable xlIn (2) correlation ofThe constraints are as follows:
Figure BDA0002683157880000181
Figure BDA0002683157880000182
Figure BDA0002683157880000183
in the formula, xlWhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; m is an infinite positive integer; and L is a train operation line set of the alternative set of the periodic train stop scheme.
The invention has the beneficial technical effects that:
1) the periodic train stop scheme of passenger travel time-space distribution is considered, and the characteristic of passenger flow demand is better met in structure;
the passenger flow of high-speed rails is continuously increased, the passenger flow traveling demands are increasingly diversified, the requirements for the service quality of trains are continuously improved, and the train organization scheme for improving the traveling efficiency of passengers faces challenges. In the train operation scheme, the stop scheme is a very important element, and the combined decision level determines important service indexes such as train direct performance, travel speed and frequency among high-speed railway networks OD, so that the selection of passenger flow on the train is influenced. However, the requirement of meeting the space trip requirement of the passengers is not enough to reflect the actual trip requirement of the passengers, and the time trip requirement of the passengers also has important influence on the selection of high-speed trains by the passengers. In order to consider the travel demand of passengers in a time dimension, when a periodic train stop scheme optimization model is constructed, train time window information is added to the alternative set, corresponding to the train time window information, the cost of the passengers on departure time and arrival time is considered in an objective function, and the constraint related to the train arrival time window is added to the constraint, so that the train meeting the space-time travel demand of the passengers can be determined conveniently.
2) Obtaining a train with time window information, determining the train running sequence, and providing reference for the train laying sequence in the subsequent train running chart
Compared with the foreign countries, the periodic scheme adopted by the high-speed railway in China has the characteristics of longer period length, more train operation modes, difficulty in operating trains in 'station stop' and suitability for operating various 'station stop' trains, strong heterogeneity of passenger flow requirements, strong sensibility of arrival and departure time and more train stop structure combinations. The structure of a periodic train stop scheme is adopted in China, and the reasonable arrival and departure sequence of a large number of trains in a long period is required to be determined for long-distance high-speed rails. According to the scheme, time window information is added to the concentrated train through alternative, the train stop and running frequency is decided, the running time window of the train is determined, the running sequence of the train is obtained, and reference is provided for the train paving and drawing sequence in the subsequent train running chart.
3) Influence of train stop structure on passenger flow demand is convenient to follow-up analysis
The advantages and disadvantages of the train stop structure directly influence passenger flow requirements, the optimization of the train stop structure and the influence on the passenger flow requirements in a research period can provide a theoretical basis for designing a train stop scheme meeting the travel requirements of passengers. The scheme of this patent is based on the train stop scheme of alternative set thought design cycle, and the accessible designs different train stop combination strategies, and the train that utilizes the model to solve obtains the train stop scheme of multiple different structures, and the subsequent analysis train stop structure of being convenient for is to passenger flow demand's influence.

Claims (10)

1. The periodic train stop scheme optimization modeling method considering passenger space-time travel distribution is characterized by comprising the following steps of:
designing a periodic train stop scheme alternative set: designing a periodic train stop scheme based on an alternative set concept, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies;
taking the alternate collection of the periodic train stop scheme, the existing passenger ticket data and the train schedule as the input of the periodic train stop scheme optimization model;
constructing a periodic train stop scheme optimization model: constructing an objective function by taking the minimum train operation cost and the minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and the running frequency as decision variables, and taking OD service frequency requirements, section passenger flow density, section passing capacity, train arrival and departure time windows, station arrival and departure capacity, train stop mode number, train number of limiting time windows and the decision variables as constraint conditions;
and obtaining a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the corresponding train running frequency by model solution, namely obtaining an optimized periodic train stop scheme considering passenger space-time travel distribution.
2. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal trip distribution according to claim 1, characterized in that the objective function constructed with the objective of minimum train operation cost and passenger trip cost is:
Figure FDA0002683157870000011
Figure FDA0002683157870000012
in the formula, C is the train operation cost, and F is the passenger trip expense; l is a periodic train stop scheme alternative concentrated train operation line set; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. CgFixed operating costs for a single train; r is a station node level set on the high-speed rail; r is station node grade;
Figure FDA0002683157870000013
the cost of stopping a single train at a r-grade station for one time;
Figure FDA0002683157870000021
the stop times of the train l at the r-grade station are shown;
Figure FDA0002683157870000022
the kilometer cost of the train l running; slThe running mileage of the train l; l isuAlternative centralized service passenger flow OD to u for periodic train stop schemeijA set of train operating lines; u. ofijThe pair of passenger flows OD from station i to station j; u is a passenger flow OD pair; u is a set of passenger flow OD pairs in the high-speed rail line; kappauThe priority of each passenger flow OD meets the coefficient; suAs station siTo station sjThe running mileage of (1); v. oflThe running speed of the train l;
Figure FDA0002683157870000023
the time for a passenger train to stop at a station of r grade is shown;
Figure FDA0002683157870000024
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; i is a single time window length; lambda [ alpha ]1A weighting factor that is a function of the time difference of arrival; lambda [ alpha ]2A weight coefficient which is a function of the departure time difference; v is the value of the passenger in unit time; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; d'uFor passenger flow OD to uijAt station siDesired departure time window of; a'uFor passenger flow OD to uijAt station sjThe desired arrival time window.
3. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting passenger flow OD service frequency demand constraints, specifically:
Figure FDA0002683157870000025
Figure FDA0002683157870000026
Figure FDA0002683157870000027
Figure FDA0002683157870000028
Figure FDA0002683157870000029
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure FDA0002683157870000031
alternative centralized service passenger flow OD to u for periodic train stop schemeijThe first level train operation line set of (2);
Figure FDA0002683157870000032
alternative centralized service passenger flow OD to u for periodic train stop schemeijA second level train operation line set;
Figure FDA0002683157870000033
alternative centralized service passenger flow OD to u for periodic train stop schemeijThe third-level train operation line set; fuFor planning the passenger flow OD to u in the period timeijOD service frequency requirements of; Δ FuFor planning the passenger flow OD to u in the period timeijThe OD service frequency requirements of the transfer; u is a passenger flow OD pair; u shapeHCollecting a first-level passenger flow OD pair in a high-speed rail line; u shapeMCollecting second-level passenger flow OD pairs in the high-speed rail line; u shapeSAnd the set of the third-level passenger flow OD pairs in the high-speed rail line.
4. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting interval passenger flow density constraints, specifically:
Figure FDA0002683157870000034
Figure FDA0002683157870000035
Figure FDA0002683157870000036
Figure FDA0002683157870000037
Figure FDA0002683157870000038
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; c. ClIs a fixed member of the train l; p is a radical oflThe passenger seat rate of the train l; blFor the marshalling of the train l, 1 is long marshalling, and 0.5 is short marshalling; e is an interval set in the high-speed rail line; e is an interval;
Figure FDA0002683157870000039
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure FDA00026831578700000310
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure FDA00026831578700000311
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure FDA00026831578700000312
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure FDA00026831578700000313
covering the second level passenger flow OD pairs u in the planning period timeij(ii) interval passenger flow density;
Figure FDA0002683157870000041
for covering the third-level passenger flow OD pairs u in the planning cycle timeij(ii) interval passenger flow density;
Figure FDA0002683157870000042
for covering the first-level passenger flow OD pairs u in the planning cycle timeij(ii) a portion of the block passenger density that is not serviced by the first tier train;
Figure FDA0002683157870000043
covering the second level passenger flow OD pairs u in the planning period timeij(ii) a portion of the block passenger density that is not serviced by the second level train;
Figure FDA0002683157870000044
for planning a cycleCovering third-level passenger flow OD pairs u in timeijIs not serviced by a third tier train.
5. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting interval passing capacity constraints, specifically:
Figure FDA0002683157870000045
Figure FDA0002683157870000046
Figure FDA0002683157870000047
in the formula (f)lThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure FDA0002683157870000048
a first-level train operation line set of a concentrated service interval e is selected for the periodic train stop scheme;
Figure FDA0002683157870000049
a second-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme;
Figure FDA00026831578700000410
a third-level train operation line set of the concentrated service interval e is selected for the periodic train stop scheme; e is an interval set in the high-speed rail line; e is an interval; zetarThe rate of the section passing capacity occupied by the r-th-level train is 1,2 and 3; n is a radical ofeAnd planning the upper limit of the passing capacity of the interval in the period time.
6. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting train arrival time window constraints, specifically as follows:
Figure FDA00026831578700000411
Figure FDA0002683157870000051
in the formula (I), the compound is shown in the specification,
Figure FDA0002683157870000052
slave station s for passenger train liTo station sjTravel time of (d);
Figure FDA0002683157870000053
for train l from station siTo station sjPure run time of (c);
Figure FDA0002683157870000054
for train l from station siTo station sjTotal station-stop time of;
Figure FDA0002683157870000055
for passenger trains from station siTo station sjTotal start-stop additional time en route; suAs station siTo station sjThe running mileage of (1); v. oflSlave station s for passenger train liTo station sjTravel time cost of (c);
Figure FDA0002683157870000056
the time for a passenger train to stop at a station of r grade is shown;
Figure FDA0002683157870000057
for passenger trains at station siTo station sjNumber of stops en route; t is tqtAdding time for starting and stopping the passenger train once; a isulFor serving traffic OD to uijTrain line l at station sjThe arrival time window of; dulFor serving traffic OD to uijTrain line l at station siThe departure time window of (1); i is the length of a single time window.
7. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting a station arrival and departure capability constraint, specifically:
Figure FDA0002683157870000058
Figure FDA0002683157870000059
in the formula, LsAlternative solutions for periodic train stops are concentrated at the station siA set of train operating lines at a stop; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme;
Figure FDA00026831578700000510
as station siThe ability to get on and off the train within the planned cycle time;
Figure FDA00026831578700000511
is s isiThe ability to pick up traffic to and from the departure line within the planned cycle time; s, station set on the high-speed rail; and s is a station.
8. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting train stop mode number constraints, specifically:
Figure FDA00026831578700000512
in the formula (I), the compound is shown in the specification,
Figure FDA00026831578700000513
the upper limit of the number of the train stop modes in the planning cycle time; x is the number oflWhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; and the L-period train stop scheme alternative centralized train operation line set.
9. The periodic train stop scheme optimization modeling method considering passenger spatiotemporal travel distribution according to claim 1, characterized by setting a time window limited train number constraint, specifically:
Figure FDA0002683157870000061
Figure FDA0002683157870000062
in the formula (I), the compound is shown in the specification,
Figure FDA0002683157870000063
alternative solutions for periodic train stops are concentrated at the station siStopping and departure time window is tmA set of train operating lines;
Figure FDA0002683157870000064
alternative solutions for periodic train stops are concentrated at the station siStop station and arrive in time window tmA set of train operating lines;
Figure FDA0002683157870000065
for stations within a time windowiThe number of trains that can be accessed;
Figure FDA0002683157870000066
for stations within a time windowiThe number of trains that can be sent; s, station set on the high-speed rail; s is a station; t is tmThe mth time window within the time window is opened for planning.
10. The method for modeling and optimizing a station-stopping scheme of a periodic train in consideration of passenger spatiotemporal travel distribution according to claim 1, wherein the decision variable f islAnd a decision variable xlThe relevant constraints of (2) are as follows:
Figure FDA0002683157870000067
Figure FDA0002683157870000068
Figure FDA0002683157870000069
in the formula, xlWhether a train operation line l is selected or not is shown, 1 is taken when the train operation line is selected, and 0 is taken otherwise; f. oflThe starting frequency of the concentrated train operation line l is selected for the periodic train stop scheme; m is a positive integer; and L is a train operation line set of the alternative set of the periodic train stop scheme.
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