CN112231796B - Periodic train stop scheme optimization modeling method considering passenger space-time travel distribution - Google Patents
Periodic train stop scheme optimization modeling method considering passenger space-time travel distribution Download PDFInfo
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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. The periodic train stop scheme optimization model based on the alternative set and the set coverage problem is constructed, so that the complexity of the model and the difficulty of solving are reduced; the space travel requirement of the passengers can be met, the time travel requirement of the passengers can also be met, and the periodic train stop scheme obtained by solving is more in accordance with the passenger flow requirement characteristic in structure; the model is solved to obtain the train with time window information, the running sequence of the train can be determined, and a reference is provided for the laying sequence of the train in the train running diagram.
Description
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 high-speed rail in China adopts a traditional non-periodic mode, namely a mode of 'driving according to flow'. The non-periodic mode has better inter-station direct property, but can cause the problems of numerous start and stop points, lower travel speed, insufficient service frequency, irregular stop of stations and the like of the train, so that the periodic running mode needs to be considered. Existing studies have been less likely to be directed to periodic train stop schemes. And the space travel demands of passengers are considered, so that the time travel demands are less researched. The study on the train stop scheme is mostly combined with the study on the train running scheme and the passenger flow distribution, and the study on the spreading influence of the subsequent train running 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 a train stops at a station or not as a decision variable, the model relates to a plurality of elements, and the targets and constraints are complex; some nonlinear programming models also need to be solved by using complex heuristic solving algorithms, such as genetic algorithms, tabu search algorithms and the like, and the algorithms are various, and although good results can be obtained, the solving difficulty of the actual large-scale problems is still high. Therefore, a new method is needed to be provided for constructing a periodic train stop scheme optimization model, and the solving difficulty of the complex problem of the stop scheme is reduced.
2) There is a lack of research on the travel time demand of passengers. The spatial travel distribution of passengers is mainly considered in the existing research, and the spatial travel distribution comprises service indexes such as train travel speed, OD (origin) of passenger flow, train running frequency and the like, but in actual life, when the passengers select trains, the passengers not only consider the spatial travel service available for the trains, but also select the trains by combining with the travel time preference of the passengers. In the existing research, the time travel requirement for considering passengers is less, and the influence of the travel time of the passengers on the design of a train stop scheme is further researched, so that the service level of the train is improved.
3) There is no study of the impact of subsequent train operation drawing. At present, the research on the train stop scheme is mostly combined with the train running scheme and the passenger flow distribution, and the influence research on the train running diagram is less. However, because the advantages and disadvantages of the train running scheme design have important influence on the laying and drawing of the train running diagrams, the train running diagram which meets the travel time requirements of passengers more conveniently is laid and drawn by considering the train laying and drawing sequence which can be referred to in the given train running diagram when the train stop scheme is designed.
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. The periodic train stop scheme optimization model based on the alternative set and the set coverage problem is constructed, so that the complexity of the model and the difficulty of solving are reduced; the space travel requirement of the passengers can be met, the time travel requirement of the passengers can also be met, and the periodic train stop scheme obtained by solving is more in accordance with the passenger flow requirement characteristic in structure; the model is solved to obtain the train with time window information, the running sequence of the train can be determined, and a reference is provided for the laying sequence of the train in the train running diagram.
The invention is realized by the following technical scheme:
A periodic train stop scheme optimization modeling method considering passenger space-time travel distribution comprises the following steps:
And (3) designing a periodic train stop scheme alternative set: designing periodic train stop schemes based on alternative set ideas, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies;
Taking the periodic train stop scheme alternative set, existing ticket data and a train schedule as input of a periodic train stop scheme optimization model;
Constructing a periodic train stop scheme optimization model: constructing an objective function by taking minimum train operation cost and minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and running frequency as decision variables, and taking OD service frequency requirements, interval passenger flow density, interval passing capability, train arrival/departure time window, station arrival/departure capability, train stop mode number, limit time window train number and decision variables as constraint conditions;
and solving the model to obtain a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the running frequency of the corresponding train, namely obtaining the optimized periodic train stop scheme considering the space-time travel distribution of passengers.
Further, the objective function constructed by taking the minimum of the train operation cost and the passenger travel cost as the objective is as follows:
wherein, C is the train operation cost, F is the travel cost of passengers; l is a periodic train stop scheme alternative centralized train operation line set; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c g is the fixed running cost of a single train; r is a station node grade set on a high-speed railway; r is the station node level, r=1, 2,3 …; The cost of stopping a single train at an r-level station once; /(I) The stop times of the train l at the r-level station are the stop times; /(I)The cost of kilometers for train l operation; s l is the running mileage of the train l; l u is a train running line set of the service passenger flow OD pair u ij in the periodic train stop scheme alternative set; u ij is the pair of customer flows OD from station i to station j; u is the OD pair of passenger flows; u is a passenger flow OD pair set in a high-speed railway line; kappa u is a priority satisfaction coefficient of each passenger flow OD; s u is the running mileage from station S i to station S j; v l is the running speed of train l; /(I)The time for stopping the passenger train at the r-level station once; /(I)The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; i is the single time window length; lambda 1 is the weight coefficient of the arrival time difference function; lambda 2 is the weight coefficient of the departure time difference function; v is the value of the travel unit time of the passengers; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d' u is the expected departure time window of the passenger flow OD pair u ij at station s i; a' u is the expected arrival time window of the OD pair u ij at station s j.
Further, a passenger flow OD service frequency requirement constraint is set, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; A first-level train operation line set of a customer flow OD pair u ij is served for a periodic train stop scheme alternative set; /(I) A second-level train operation line set of the customer flow OD pair u ij is served for the periodic train stop scheme alternative set; /(I)A third-level train operation line set of a customer flow OD pair u ij is served for the periodic train stop scheme alternative set; f u is the OD service frequency requirement of the passenger flow OD to u ij in the planning period time; ΔF u is the OD service frequency requirement of the passenger flow OD to u ij transfer in the planning period time; u is the OD pair of passenger flows; u H is a first-level passenger flow OD pair set in the high-speed rail line; u M is a second-level passenger flow OD pair set in the high-speed rail; u S is the third level OD pair set in the high-speed rail line.
Further, interval passenger flow density constraint is set, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c l is a dispatcher of train l; p l is the passenger rate of the train l; b l is the grouping of the train l, long grouping 1 and short grouping 0.5; e is a section set in the high-speed rail line; e is the interval; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)Covering the interval passenger flow density of the first-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the third-level passenger flow OD pair u ij in the planning period time; /(I)The method comprises the steps of covering a part of interval passenger flow density of a first-level passenger flow OD pair u ij which cannot be served by a first-level train in a planning cycle time; /(I)The method comprises the steps of covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning cycle time and the partial interval passenger flow density which is not served by the second-level train; /(I)And (3) covering the section passenger flow density of the third-level passenger flow OD pair u ij in the planning cycle time and the partial section passenger flow density which cannot be served by the third-level train.
Further, the interval passing capability constraint is set, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; e is a section set in the high-speed rail line; e is the interval; zeta r is the ratio of the passing capacity of the occupied section of the train in the r-th level, r represents the train level, and comprises three levels of 1, 2 and 3 according to the division of large, medium and small stations; n e is the upper limit of the interval throughput in the planning cycle time.
Further, a train arrival time window constraint is set, specifically:
In the method, in the process of the invention, Travel time from station s i to station s j for passenger train l; /(I)Pure run time for train l from station s i to station s j; /(I)Total stop time for train l from station s i to station s j; /(I)Additional time for total start and stop of the passenger train en route from station s i to station s j; s u is the running mileage from station S i to station S j; v l is the travel time cost of a passenger train l from station s i to station s j; /(I)The time for stopping the passenger train at the r-level station once; /(I)The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; i is the single time window length.
Further, setting station arrival capability constraint, specifically:
Wherein L s is a train running line set of periodic train stop scheme alternatives concentrated in stop of station s i; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; The departure and departure capacity of the station s i in the planned period time is set; /(I) The capability of receiving the bus from the departure line in the planning period time is s i; s, collecting stations on a high-speed railway line; s is a station.
Further, a train stop mode number constraint is set, specifically:
In the method, in the process of the invention, The upper limit of the number of train stop modes in the planning cycle time is set; x l represents whether the train operation line l is selected, 1 is taken when the train operation line is selected, or 0 is taken; an L-cycle train stop scheme alternative centralized train operation line set.
Further, a limit time window train number constraint is set, specifically:
In the method, in the process of the invention, The alternative of the periodic train stop scheme is a train running line set which is centralized in a station s i to stop and has a departure time window of t m; /(I)A train running line set which is alternatively concentrated on station s i to stop for a periodic train stop scheme and has an arrival time window of t m; /(I)The number of trains which can be accessed by the station s i in a time window range; /(I)The number of trains which can be sent by the station s i in a time window range; s, collecting stations on a high-speed railway line; s is a station; t m is the mth time window within the planned open time window.
Further, the relevant constraints of decision variable f l and decision variable x l are as follows:
Wherein x l represents whether a train operation line l is selected, 1 is selected when the train operation line is selected, or 0 is selected; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; m is an infinite positive integer; l is a periodic train stop scheme alternative set train operation line set.
The beneficial technical effects of the invention are as follows:
1) The method provided by the invention optimizes the periodic train stop scheme, not only considers the space travel demand of passengers, but also considers the time travel demand of passengers, and considers the space-time travel distribution of passengers, thereby being more in accordance with the characteristics of passenger flow demand in structure;
2) The method provided by the invention can be used for obtaining the train with the time window information, determining the running sequence of each train and providing reference for the laying sequence of the trains in the train running chart.
Drawings
Fig. 1 is a flow chart diagram of a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution in an embodiment of the invention.
Fig. 2 is a flowchart of a periodic train stop scheme optimization modeling method considering passenger space-time travel distribution in an embodiment of the invention.
Detailed Description
The present invention will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present invention more apparent. It should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the invention.
On the contrary, the invention is intended to cover any alternatives, modifications, equivalents, and variations as may be included within the spirit and scope of the invention as defined by the appended claims. Further, 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. The present invention will be fully understood by those skilled in the art without the details described herein.
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:
And (3) designing a periodic train stop scheme alternative set: designing periodic train stop schemes based on alternative set ideas, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies; specifically, each alternative scheme line in the periodic train stop scheme alternative sets presets a train start-stop point, a train stop mode, a train grouping, a train running speed, a train running path, a train maximum stop frequency and a train running time window.
Taking the periodic train stop scheme alternative set, existing ticket data and a train schedule as input of a periodic train stop scheme optimization model; specifically, the method comprises the steps of passenger flow OD service frequency requirement, interval passenger flow density, passenger flow OD expected departure arrival time window, interval passing capability, station arrival capability, time window limiting train number, train stop mode number and the like. Taking the difference conversion cost 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 taking the service frequency requirement of the passenger flow OD in the period time, the interval passenger flow density, the passing capacity of interval trains, the arrival capacity of stations, the number of trains limited to start in a single time window and the number of train stop modes limited to start as constraints to obtain an optimized period train stop scheme optimizing model.
Constructing a periodic train stop scheme optimization model: constructing an objective function by taking minimum train operation cost and minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and running frequency as decision variables, and taking OD service frequency requirements, interval passenger flow density, interval passing capability, train arrival/departure time window, station arrival/departure capability, train stop mode number, limit time window train number and decision variables as constraint conditions;
and solving the model to obtain a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the running frequency of the corresponding train, namely obtaining the optimized periodic train stop scheme considering the space-time travel distribution of passengers.
1) Defining model variables and symbols
The variables and sets of model designs and parameters are defined:
a. Decision variables
F l: the running frequency of the alternative centralized train running line l;
x l: and (3) selecting whether to select the train operation line l, selecting 1 when selecting the train operation line, and otherwise, selecting 0.
B. Aggregation
C. Parameters (parameters)
In this embodiment, the objective function constructed with the minimum of the train operation cost and the passenger travel cost is:
Wherein, C is the train operation cost, F is the travel expense of the passengers; l is a periodic train stop scheme alternative centralized train operation line set; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c g is the fixed running cost of a single train; r is a station node grade set on a high-speed railway; r is the node grade of the station, and is divided according to large, medium and small stations, and comprises three layers of 1,2 and 3, wherein r=1, 2 and 3 …; The cost of stopping a single train at an r-level station once; /(I) The stop times of the train l at the r-level station are the stop times; /(I)The cost of kilometers for train l operation; s l is the running mileage of the train l; l u is a train running line set of the service passenger flow OD pair u ij in the periodic train stop scheme alternative set; u ij is the pair of customer flows OD from station i to station j; u is the OD pair of passenger flows; u is a passenger flow OD pair set in a high-speed railway line; kappa u is a priority satisfaction coefficient of each passenger flow OD; s u is the running mileage from station S i to station S j; v l is the running speed of train l; /(I)The time for stopping the passenger train at the r-level station once; The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; i is the single time window length; lambda 1 is the weight coefficient of the arrival time difference function; lambda 2 is the weight coefficient of the departure time difference function; v is the value of the travel unit time of the passengers; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d' u is the expected departure time window of the passenger flow OD pair u ij at station s i; a' u is the expected arrival time window of the OD pair u ij at station s j; u in U epsilon U is the OD pair of the passenger flow.
The train operation cost comprises a train fixed cost, a train stop cost and a 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 station grade, and the running cost of the train is related to the running mileage.
The minimum travel expense of the passengers mainly considers the cost of travel time conversion of the passengers and the cost of time convenience of arrival and departure of the passengers. The passenger travel time conversion cost refers to the cost of time consumption conversion of passengers in the travel process, and comprises the cost of pure running time, stop time and additional time conversion of starting and stopping of the train; the passenger arrival time convenience cost includes the cost of conversion of the difference between the actual departure time and the expected departure time of the passenger and the cost of conversion of the difference between the actual arrival time and the expected arrival time.
In this embodiment, a customer 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 transportation products, and the train stop scheme should meet the service frequency requirement of each OD pair. In order to ensure the service quality of trains among important nodes, the passenger flow OD is subjected to layered solution, so that the diversity requirements of different layers of passenger flow ODs on passenger transport products with different service qualities are met. Considering that the demand of the OD service frequency of the passenger flow of the corresponding level is met by the train of the corresponding level as far as possible, but is limited by the interval passing capability, in order to reduce the virtual surprise of the passenger flow and improve the service level of the train, the demand of the OD service frequency of part of the passenger flow of the high level is allowed to be met by the train of the low level:
in this embodiment, interval passenger flow density constraints are set, specifically:
based on the aggregate coverage idea, the interval passenger flow density is constrained, and the train conveying capacity of each interval on the service line is ensured to meet the interval passenger flow density. Corresponding to the OD service frequency demand, part of the high-level passenger flows in the section are satisfied by the high-level trains, the remaining passenger flows are satisfied by the lower-level trains, and the low-level passenger flows in the section are satisfied by the lower-level trains:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c l is a dispatcher of train l; p l is the passenger rate of the train l; b l is the grouping of the train l, long grouping 1 and short grouping 0.5; e is a section set in the high-speed rail line; e is the interval; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)Covering the interval passenger flow density of the first-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the third-level passenger flow OD pair u ij in the planning period time; /(I)The method comprises the steps of covering a part of interval passenger flow density of a first-level passenger flow OD pair u ij which cannot be served by a first-level train in a planning cycle time; /(I)The method comprises the steps of covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning cycle time and the partial interval passenger flow density which is not served by the second-level train; /(I)And (3) covering the section passenger flow density of the third-level passenger flow OD pair u ij in the planning cycle time and the partial section passenger flow density which cannot be served by the third-level train.
In this embodiment, the interval passing capability constraint is set specifically as follows:
Because the section passing capability of the line is limited, the number of trains running in the section should be limited not to exceed the upper limit of the section passing capability. The different running proportions of trains at different levels can influence the service level of the stop scheme, the satisfaction of the passenger flow, the capacity utilization and the like, so that the running proportions of trains at all levels are limited:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; e is a section set in the high-speed rail line; e is the interval; zeta r is the ratio of the passing capacity of the occupied section of the train in the r-th level, r represents the train level, and comprises three levels of 1, 2 and 3 according to the division of large, medium and small stations; n e is the upper limit of the interval throughput in the planning cycle time.
In this embodiment, a train arrival/departure time window constraint is set, specifically:
the arrival time window a ul of the train to the destination station is selected by the passenger, and the departure time window d ul and the travel time of the train can be used And (3) calculating to obtain:
In the method, in the process of the invention, Travel time from station s i to station s j for passenger train l; /(I)Pure run time for train l from station s i to station s j; /(I)Total stop time for train l from station s i to station s j; /(I)Additional time for total start and stop of the passenger train en route from station s i to station s j; s u is the running mileage from station S i to station S j; v l is the travel time cost of a passenger train l from station s i to station s j; /(I)The time for stopping the passenger train at the r-level station once; /(I)The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; i is the single time window length.
In this embodiment, station arrival capability constraints are set, specifically:
The capability of departure and pickup of each station in a specified period of time is limited by facility equipment conditions such as departure lines, stations and the like:
Wherein L s is a train running line set of periodic train stop scheme alternatives concentrated in stop of station s i; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; The departure and departure capacity of the station s i in the planned period time is set; /(I) The capability of receiving the bus from the departure line in the planning period time is s i; s, collecting stations on a high-speed railway line; s is a station.
In this embodiment, a train stop mode number constraint is set, specifically:
The more the number of train stops, the more heterogeneous the scheme lines are, which may lead to difficult running map laying. The degree of heterogeneity between solution lines can be considered by limiting the total number of stop modes of the train:
In the method, in the process of the invention, The upper limit of the number of train stop modes in the planning cycle time is set; x l represents whether the train operation line l is selected, 1 is taken when the train operation line is selected, or 0 is taken; an L-cycle train stop scheme alternative centralized train operation line set.
Setting a limit time window train number constraint, specifically:
Because of 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 the train scheme lines in the same station and the same time window is limited:
In the method, in the process of the invention, The alternative of the periodic train stop scheme is a train running line set which is centralized in a station s i to stop and has a departure time window of t m; /(I)A train running line set which is alternatively concentrated on station s i to stop for a periodic train stop scheme and has an arrival time window of t m; /(I)The number of trains which can be accessed by the station s i in a time window range; /(I)The number of trains which can be sent by the station s i in a time window range; s, collecting stations on a high-speed railway line; s is a station; t m is the mth time window within the planned open time window.
In this embodiment, the relevant constraints of decision variable f l and decision variable x l are as follows:
Wherein x l represents whether a train operation line l is selected, 1 is selected when the train operation line is selected, or 0 is selected; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; m is an infinite positive integer; l is a periodic train stop scheme alternative set train operation line set.
The beneficial technical effects of the invention are as follows:
1) Taking the periodic train stop scheme of passenger travel space-time distribution into consideration, the method is more in accordance with the passenger flow demand characteristics in structure;
The passenger flow of the high-speed rail is continuously increased, the passenger flow traveling demands are increasingly diversified, the requirements on the service quality of the train are continuously improved, and a train organization scheme for improving the traveling efficiency of passengers faces challenges. In the train running scheme, the stop scheme is an important element, and the combination decision level determines important service indexes such as train direct property, travel speed, frequency and the like among the high-speed rail networks OD, so that the selection of the passenger flow to the train is influenced. However, the space travel requirement of the passengers is only satisfied, which is insufficient to reflect the actual travel requirement of the passengers, and the time travel requirement of the passengers has important influence on the selection of the high-speed rail trains by the passengers. In order to consider the travel demand of passengers in the 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 information, the cost of departure and arrival time of the passengers is considered in an objective function, and the relevant constraint of train arrival time window is added to the constraint, so that the train meeting the space-time travel demand of the passengers is conveniently determined.
2) Obtaining a train with time window information, determining the train running sequence, and providing a reference for the train laying sequence in the subsequent train running diagram
Compared with foreign countries, the periodic scheme adopted by the high-speed railway in China has the characteristics of longer period length, more running modes of trains, no possibility of running 'standing and stopping' trains, suitability of running various 'standing and stopping' trains, strong heterogeneity of passenger flow demands, strong sensitivity of arrival time and multiple combinations of train standing and stopping structures. The structure of periodic train stop scheme is adopted in China, and reasonable arrival and departure sequences of a larger number of trains are required to be determined in a longer period aiming at long-distance high-speed rails. According to the scheme, the time window information is added to the alternative centralized train, the train stopping and running frequency is determined, meanwhile, the running time window of the train is determined, the running sequence of the train is obtained, and a reference is provided for the laying sequence of the train in the subsequent train running diagram.
3) Facilitating subsequent analysis of influence of train stop structure on passenger flow demand
The advantages and disadvantages of the train stop structure directly affect the passenger flow demand, the optimization of the periodic train stop structure and the influence on the passenger flow demand are researched, and a theoretical basis can be provided for designing a train stop scheme meeting the passenger travel demand. The scheme of the patent designs periodic train stop schemes based on alternative set ideas, different train stop combination strategies can be designed correspondingly to design different train alternative sets, and the train stop schemes with various different structures are obtained by means of model solving, so that the influence of the train stop structure on passenger flow requirements can be analyzed conveniently.
Claims (1)
1. The periodic train stop scheme optimization modeling method considering passenger space-time travel distribution is characterized by comprising the following steps of:
And (3) designing a periodic train stop scheme alternative set: designing periodic train stop schemes based on alternative set ideas, and obtaining alternative sets of different periodic train stop schemes by designing different train stop combination strategies;
Taking the periodic train stop scheme alternative set, existing ticket data and a train schedule as input of a periodic train stop scheme optimization model;
Constructing a periodic train stop scheme optimization model: constructing an objective function by taking minimum train operation cost and minimum passenger travel cost as targets, taking whether a train scheme line in the periodic train stop scheme alternative set is selected and running frequency as decision variables, and taking OD service frequency requirements, interval passenger flow density, interval passing capability, train arrival/departure time window, station arrival/departure capability, train stop mode number, limit time window train number and decision variables as constraint conditions;
The model is solved to obtain a train scheme line with train stop and time window attributes in the periodic train stop scheme alternative set and the running frequency of the corresponding train, namely, an optimized periodic train stop scheme considering the space-time travel distribution of passengers is obtained;
the objective function constructed by taking the minimum of train operation cost and passenger travel cost as the objective is as follows:
Wherein, C is the train operation cost, F is the travel cost of passengers; l is a periodic train stop scheme alternative centralized train operation line set; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c g is the fixed running cost of a single train; r is a station node grade set on a high-speed railway; r is the grade of the station node; The cost of stopping a single train at an r-level station once; /(I) The stop times of the train l at the r-level station are the stop times; /(I)The cost of kilometers for train l operation; s l is the running mileage of the train l; l u is a train running line set of the service passenger flow OD pair u ij in the periodic train stop scheme alternative set; u ij is the pair of customer flows OD from station i to station j; u is the OD pair of passenger flows; u is a passenger flow OD pair set in a high-speed railway line; kappa u is a priority satisfaction coefficient of each passenger flow OD; s u is the running mileage from station S i to station S j; v l is the running speed of train l; /(I)The time for stopping the passenger train at the r-level station once; /(I)The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; i is the single time window length; lambda 1 is the weight coefficient of the arrival time difference function; lambda 2 is the weight coefficient of the departure time difference function; v is the value of the travel unit time of the passengers; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d' u is the expected departure time window of the passenger flow OD pair u ij at station s i; a' u is the expected arrival time window of the OD pair u ij at station s j;
setting passenger flow OD service frequency demand constraint, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; A first-level train operation line set of a customer flow OD pair u ij is served for a periodic train stop scheme alternative set; /(I) A second-level train operation line set of the customer flow OD pair u ij is served for the periodic train stop scheme alternative set; /(I)A third-level train operation line set of a customer flow OD pair u ij is served for the periodic train stop scheme alternative set; f u is the OD service frequency requirement of the passenger flow OD to u ij in the planning period time; ΔF u is the OD service frequency requirement of the passenger flow OD to u ij transfer in the planning period time; u is the OD pair of passenger flows; u H is a first-level passenger flow OD pair set in the high-speed rail line; u M is a second-level passenger flow OD pair set in the high-speed rail; u S is a third-level passenger flow OD pair set in the high-speed rail line;
the interval passenger flow density constraint is set, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; c l is a dispatcher of train l; p l is the passenger rate of the train l; b l is the grouping of the train l, long grouping 1 and short grouping 0.5; e is a section set in the high-speed rail line; e is the interval; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)Covering the interval passenger flow density of the first-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning period time; /(I)Covering the interval passenger flow density of the third-level passenger flow OD pair u ij in the planning period time; /(I)The method comprises the steps of covering a part of interval passenger flow density of a first-level passenger flow OD pair u ij which cannot be served by a first-level train in a planning cycle time; The method comprises the steps of covering the interval passenger flow density of the second-level passenger flow OD pair u ij in the planning cycle time and the partial interval passenger flow density which is not served by the second-level train; /(I) The method comprises the steps of covering the interval passenger flow density of the third-level passenger flow OD pair u ij in the planning cycle time and the partial interval passenger flow density which cannot be served by the third-level train;
Setting interval passing capability constraint, specifically:
Wherein f l is the running frequency of the periodic train stop scheme alternative centralized train running line; A first-level train operation line set for a service interval e in the periodic train stop scheme alternative set; /(I) A second-level train operation line set for the service interval e in the periodic train stop scheme alternative set; /(I)A third-level train operation line set for the service interval e in the periodic train stop scheme alternative set; e is a section set in the high-speed rail line; e is the interval; ζ r is the ratio of the passing capacity of the train occupation zone of the r-level, and r=1, 2 and 3; n e is the upper limit of the interval passing capability in the planning period time;
setting train arrival time window constraint, specifically:
In the method, in the process of the invention, Travel time from station s i to station s j for passenger train l; /(I)Pure run time for train l from station s i to station s j; /(I)Total stop time for train l from station s i to station s j; /(I)Additional time for total start and stop of the passenger train en route from station s i to station s j; s u is the running mileage from station S i to station S j; v l is the travel time cost of a passenger train l from station s i to station s j; /(I)The time for stopping the passenger train at the r-level station once; /(I)The stop times of the passenger train in the way from the station s i to the station s j; t qt is the additional start-stop time of a passenger train; a ul is the arrival time window of the train operation line l of the service passenger flow OD to u ij at the station s j; d ul is a departure time window of the train operation line l of the service passenger flow OD pair u ij at the station s i; i is the single time window length;
Setting station arrival capability constraint, specifically:
Wherein L s is a train running line set of periodic train stop scheme alternatives concentrated in stop of station s i; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; The departure and departure capacity of the station s i in the planned period time is set; /(I) The capability of receiving the bus from the departure line in the planning period time is s i; s, collecting stations on a high-speed railway line; s is a station;
Setting a train stop mode number constraint, specifically:
In the method, in the process of the invention, The upper limit of the number of train stop modes in the planning cycle time is set; x l represents whether the train operation line l is selected, 1 is taken when the train operation line is selected, or 0 is taken; an L-period train stop scheme alternative centralized train operation line set;
Setting a limit time window train number constraint, specifically:
In the method, in the process of the invention, The alternative of the periodic train stop scheme is a train running line set which is centralized in a station s i to stop and has a departure time window of t m; /(I)A train running line set which is alternatively concentrated on station s i to stop for a periodic train stop scheme and has an arrival time window of t m; /(I)The number of trains which can be accessed by the station s i in a time window range; f s d is the number of trains that can be sent by station s i within a time window; s, collecting stations on a high-speed railway line; s is a station; t m is the mth time window in the planned open time window;
The relevant constraints for decision variable f l and decision variable x l are as follows:
Wherein x l represents whether a train operation line l is selected, 1 is selected when the train operation line is selected, or 0 is selected; f l is the running frequency of the periodic train stop scheme alternative centralized train running line; m is a positive integer; l is a periodic train stop scheme alternative set train operation line set.
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| CN114186773B (en) * | 2021-10-25 | 2024-10-15 | 中国铁路设计集团有限公司 | Two-stage generation method of medium-long distance train alternative set considering passenger flow demand characteristics |
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