CN113627971A - Ticket amount distribution method and device - Google Patents

Ticket amount distribution method and device Download PDF

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Publication number
CN113627971A
CN113627971A CN202110739661.6A CN202110739661A CN113627971A CN 113627971 A CN113627971 A CN 113627971A CN 202110739661 A CN202110739661 A CN 202110739661A CN 113627971 A CN113627971 A CN 113627971A
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train
getting
section
fare
value
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CN113627971B (en
Inventor
单杏花
卫铮铮
朱建生
王洪业
吕晓艳
张永
张军锋
刘彦麟
赵翔
李仕旺
王梓
武晋飞
李永
郝晓培
郭根材
孟歌
韩慧婷
王煜
潘跃
田秘
李福星
王炜炜
张晨阳
李聚宝
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China Academy of Railway Sciences Corp Ltd CARS
China State Railway Group Co Ltd
Institute of Computing Technologies of CARS
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China Academy of Railway Sciences Corp Ltd CARS
China State Railway Group Co Ltd
Institute of Computing Technologies of CARS
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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q30/00—Commerce
    • G06Q30/02—Marketing; Price estimation or determination; Fundraising
    • G06Q30/0201—Market modelling; Market analysis; Collecting market data
    • G06Q30/0206—Price or cost determination based on market factors
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06315—Needs-based resource requirements planning or analysis
    • G06Q50/40—

Abstract

The invention relates to the technical field of ticket amount dynamic distribution, in particular to a ticket amount distribution method and a ticket amount distribution device. The method comprises the following steps: establishing a fare income control model of the train; determining reference fares and reference fares of seats at each level in each getting-on-off section of the train when the fare income of the train is maximum according to the fare income control model; determining the value of each grade seat in each getting-on-off section according to the reference fare and marginal cost of each grade seat in each getting-on-off section; and sharing the reference ticket amount of the seats at the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on-off sections of the train. The scheme realizes the dynamic adjustment of the fare and the fare of each getting-on-off section of the train according to the passenger flow type of the train on the basis of the principle of maximizing the fare income of the train.

Description

Ticket amount distribution method and device
Technical Field
The invention relates to the technical field of ticket amount dynamic distribution, in particular to a ticket amount distribution method and a ticket amount distribution device.
Background
At present, train tickets are priced mainly according to government guidance and are sold by adopting a ticket pre-selling mechanism. The ticket pre-selling mechanism is used for allocating a certain ticket amount to each station where the train stops in advance. When a passenger purchases tickets, if the boarding-alighting section which the passenger wants to ride has the remaining tickets, the passenger is supported to purchase; if the ticket of the getting-on/off section which wants to take is sold out, the ticket can not be purchased. Although the ticket pre-selling mechanism can meet the ticket purchasing requirements of passengers to a certain extent, a part of getting-on-off sections of a train often has more surplus tickets, and a part of getting-on-off sections are difficult to obtain. Therefore, how to control the fare adjustment and the dynamic allocation of the fare according to the passenger ticket purchasing requirements becomes a problem to be solved.
Disclosure of Invention
In view of this, the embodiments of the present invention provide a method and an apparatus for allocating fares, in which the fare and fares of each getting-on-off section of a train are dynamically adjusted according to the type of train passenger flow on the basis of maximizing the fare income of the train.
In a first aspect, an embodiment of the present invention provides a ticket amount allocation method, including:
establishing a fare income control model of the train;
determining reference fares and reference fares of seats at each level in each getting-on-off section of the train when the fare income of the train is maximum according to the fare income control model;
determining the value of each grade seat in each getting-on-off section according to the reference fare and marginal cost of each grade seat in each getting-on-off section;
and sharing the reference ticket amount of the seats at the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on-off sections of the train.
Optionally, the establishment of a fare gain control model for the train includes:
establishing the fare income control model by taking the fares and the fare of seats of each grade in each getting-on-off section as variables and the fare income of the train as output;
the limiting factors of the fare income control model comprise: the sum of the tickets distributed by each getting-on-off section is less than or equal to the fixed member of the train; the amount of ticket distributed to each level seat in each getting-on-off section is smaller than or equal to the corresponding predicted amount of ticket.
Optionally, determining the value of each class of seats in each getting-on-off section according to the reference fare and the marginal cost of each class of seats in each getting-on-off section, including:
according to the formula
Figure BDA0003142584160000021
Calculating the marginal benefits of seats at each level in each getting-on-off section;
wherein R isw,lRepresenting the marginal gain of seats of class i in the w section of the train; f. ofw,lThe reference fare of the I seat with the grade of I in the w section of the train is obtained; w belongs to W, and W is a set of getting-on-off sections of the train; l belongs to L, and L is a seat level set of the train; vl,iThe marginal cost of any two adjacent station intervals I of the high-speed rail line where the train is located is obtained, wherein the I is a set of all two adjacent station intervals on the high-speed rail line where the train is located;
Figure BDA0003142584160000022
indicating that if w passes through the interval i, the value is 1, otherwise the value is 0;
and determining the value of each grade seat in each getting-on-off section according to the marginal profit of each grade seat in each getting-on-off section of the train.
Optionally, the Vl,iAnd determining according to a dual model of the fare income control model.
Optionally, the method further includes: according to the sum C of the number m of the stop stations of the train and the continuing ticket amount1Determining the passenger flow type of the train;
wherein the continuous ticket amount f of the k station where the train stopsk＝min(f1,k,fk,m)，f1,kRepresenting the amount of tickets dropped off from the origin station to the k-th station of said train, fk,mRepresenting the amount of tickets getting on from the kth station to get off from the terminal station of the train, wherein k takes the value of [2, m-1%]；
Figure BDA0003142584160000023
Optionally, the sum C of the number m of the stop stations of the train and the continuing ticket amount1Determining a passenger flow type of the train, comprising:
if m is less than or equal to a first threshold value, C1if/F is greater than or equal to the second threshold, the train is startedThe passenger flow type is a first type;
if said m is greater than said first threshold value, C1If the/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold value, C1If the/F is larger than or equal to the second threshold value, the passenger flow type of the train is a third type;
and F is the member of the train.
Optionally, the sharing the reference fare of the seats of the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats of the same level in the different getting-on-off sections of the train includes:
if the passenger flow type of the train is the first type, the getting-on-getting-off section with high value occupies the reference fare of the getting-on-getting-off section with low value;
if the passenger flow type of the train is a second type, dividing each getting-on-off section of the train into a plurality of groups, wherein the group with high value occupies the reference fare of the group with low value, and each getting-on-off section contained in each group occupies the reference fare distributed to each group;
if the passenger flow type of the train is a third type, the getting-on-getting-off section with a high value occupies a reference fare of the getting-on-getting-off section with a low value for the getting-on-getting-off section with the getting-on station as an initial station and the getting-off station as a terminal station; the other getting-on-off sections of the train are grouped, and the high-value groups occupy the reference fare of the low-value groups, and each getting-on-off section contained in each group occupies the respective allocated reference fare.
In a second aspect, an embodiment of the present invention provides a ticket amount distribution apparatus, including:
the model building module is used for building a fare income control model of the train;
the calculating module is used for determining the reference fare and the reference fare of each class seat in each getting-on-off section of the train when the fare income of the train is maximum according to the fare income control model;
the value determining module is used for determining the value of each grade seat in each getting-on-off section according to the reference fare and the marginal cost of each grade seat in each getting-on-off section;
and the ticket amount control module is used for sharing the reference ticket amount of the seats at the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on-off sections of the train.
In a third aspect, an embodiment of the present invention provides a ticket amount distribution apparatus, including:
at least one processor; and at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to be able to perform the method of the first aspect or any of the possible embodiments of the first aspect.
In a fourth aspect, an embodiment of the present invention provides a non-transitory computer-readable storage medium storing computer instructions for causing a computer to perform the method of the first aspect or any of the possible embodiments of the first aspect.
According to the scheme of the embodiment of the invention, the fare and the fare of each getting-on-off section of the train are dynamically adjusted according to the passenger flow type of the train on the basis of the principle of maximizing the fare income of the train, so that the income maximization of a multi-stage fare mechanism can be realized on the basis of the passenger demand and the fare floating.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
Fig. 1 is a flowchart of a ticket allocating method according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a seat value ranking provided by an embodiment of the present invention;
fig. 3 is a schematic structural view of a ticket dispensing apparatus according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart of a ticket allocating method according to an embodiment of the present invention. As shown in fig. 1, the processing steps of the method include:
101, establishing a fare income control model of the train. Optionally, in the embodiment of the present invention, the fare and the fare of the seats at each level in each getting-on-off section of the train may be used as variables, and the fare income control model may be established by using the fare income of the train as output. In some embodiments, the train g has m stops, and passengers can get on from the 1 st, 2 nd, … … or m-1 st of the m stops and get off from the 2 nd, 3 rd, … … or m th stop. In the embodiment of the invention, any one o-d of the train g is symmetrical to be an getting-on-getting-off section, wherein o represents an getting-on station and d represents a getting-off station. Further, for the train g, it can support multiple classes of seats. The fares and fares for different classes of seats may be different for the same od.
Based on the fare income control model, the fare and the fare of seats with different grades in different boarding and alighting sections can be adjusted, so that the output fare income is maximized. In the embodiment of the invention, when the fare income output by the fare income control model is the maximum, the fare amount distributed to each level seat in each getting-on-off section is called as the reference fare amount, and the fare corresponding to each level seat in each getting-on-off section is called as the reference fare.
It should be noted that, in the process of maximizing the fare income by adjusting the fare and the fare of seats at each level in each getting-on-off section of the train, the fare income control model needs to satisfy certain limiting factors. Optionally, the limiting factor may be, for example: the train has a certain membership limit, and thus the sum of the tickets allocated to each getting-on-off section of the train is required to be less than or equal to the membership of the train. Further, according to the prediction model, the predicted ticket amount of the passenger for each class seat in each getting-on-off section of the train can be predicted. Thus, each class seat in each pick-up-and-drop-off section of the train is required to be assigned a fare less than or equal to the corresponding predicted fare.
And 102, determining the reference fare and the reference fare of each class seat in each getting-on-off section of the train when the fare gain of the train is maximum according to the fare gain control model. For example, when the fare gain of the train is the maximum, the reference fare of the seat with class l in the w-th section of the train is fw,l. Wherein W belongs to W, and W is the set of getting-on and getting-off sections of the train. L belongs to L, and L is the seat level set of the train.
And 103, determining the value of each grade seat in each getting-on-off section of the train according to the reference fare and the marginal cost of each grade seat in each getting-on-off section of the train. Optionally, each class seat of each getting-on-off section of the train has a certain marginal cost. In the embodiment of the invention, the marginal profit of each grade seat in each getting-on-off section of the train can be determined according to the reference fare and the marginal cost of each grade seat in each getting-on-off section of the train. And then, determining the value of each grade seat in each getting-on-off section of the train according to the marginal profit of each grade seat in each getting-on-off section. In some embodiments, the value of each class seat in each getting-on-off section and the marginal benefit of the corresponding class seat in the corresponding section are in a positive correlation relationship, that is, the higher the marginal benefit of a class seat in a certain getting-on-off section is, the higher the corresponding value is.
And 104, sharing the reference ticket amount of the seat at the same level in different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seat at the same level in different getting-on-off sections of the train.
In the embodiment of the invention, the passenger flow type of the train can be determined according to the number of the stop stations of the train and the passenger flow distribution state. Optionally, the passenger flow distribution state of the train may be determined according to the predicted passenger flow volume. A method of determining the type of train passenger flow will be described in detail below.
In some embodiments, fi,jFor the forecast of the passenger flow from getting on at the ith station to getting off at the jth station of the train, the value of i is [1, m-1 ]]J has the value of [2, m]M is the number of stop stations of the train, and F is the fixed member of the train.
Wherein the forecast C of the passenger flow from the getting-on of the train at the starting station to the getting-off of the train at the terminal station0＝f1,m。
Continuing ticket f of k station of traink＝min(f1,k,fk,m)，f1,kRepresenting the amount of tickets dropped off from the origin station to the k-th station of said train, fk,mRepresenting the amount of tickets getting on from the kth station to get off from the terminal station of the train, wherein k takes the value of [2, m-1%]. Optionally, f1,kAnd fk,mCan be determined according to the passenger flow prediction amount of the corresponding station.
Optionally, the sum C of successive tickets at each stop of the train1The calculation method is as follows:
Figure BDA0003142584160000061
in some embodiments, the sum C of successive fares for each stop of the train1The ratio to the train decider F is:
f1＝C1/F。
in some embodiments, the number m of stops of the train and the sum C of successive tickets of each stop of the train can be used1And determining the passenger flow type of the train. In particular, it can be based on the number m of stops of the train, and f1＝C1and/F, determining the passenger flow type of the train.
Optionally, if the number of stops m of the train is less than or equal to the first threshold, f1And if the passenger flow type of the train is larger than or equal to the second threshold value, the passenger flow type of the train is the first type. If the number m of stops of the train is greater than a first threshold value f1And if the passenger flow type of the train is less than the second threshold value, the passenger flow type of the train is the second type. If the number m of stops of the train is greater than a first threshold value f1And if the passenger flow type of the train is larger than or equal to the second threshold value, the passenger flow type of the train is a third type.
In a specific example, the first threshold may be 5, and the second threshold may be 0.5. That is, if the number of stops m of the train is less than or equal to 5, f1And if the passenger flow type of the train is greater than or equal to 0.5, the passenger flow type of the train is the first type. If the number m of stops of the train is greater than 5, f1And if the passenger flow type of the train is less than 0.5, the passenger flow type of the train is a second type. If the number m of stops of the train is greater than 5, f1And if the passenger flow type of the train is greater than or equal to 0.5, the passenger flow type of the train is a third type. Wherein, the first type can be a less-station continuous flow strong train form; the second type may be a medium high passenger train configuration; the third type may be a multi-station continuous strong train configuration. In the actual operation scene of the train, the first type corresponds to large-station train stopping, the second type corresponds to staggered train stopping, and the third type corresponds to station train stopping. The large station stop train refers to a train which is selected to stop at all or part of stations with large passenger flow or special requirements along the high-speed rail, and the number of the stop stations is small. The staggered stop train not only stops at a large station along the line, but also selects partial small stations to stop, is an organic combination of large station stop and station stop modes, and is a main mode of a railway passenger train stop scheme. The station stop train means that each station in the operation section stops to realize all stationsReachability of passenger flows.
In the embodiment of the invention, the trains are classified based on the number of the stop stations and the passenger flow form, so that the ticket price and the ticket amount can be dynamically distributed to the trains according to the passenger flow types of the trains.
Consider a high speed railway Q ═ (N, I) where N: the term {1,2, … … N } denotes a set of all stations on the high-speed railway Q, N ∈ N denotes an arbitrary station, N ═ 1 denotes a starting station, and N ═ N denotes an end station. I is a set of two adjacent station intervals, and I ∈ I represents any two adjacent station intervals.
G represents the set of all trains on the high-speed railway Q, and G epsilon G represents any train.
Wg: { (o, d): o belongs to N \ N, d belongs to N \1, o < d } represents the getting-on-off section (OD) set of the train g, o represents the getting-on station, d represents the getting-off station, W belongs to WgRepresenting any one of the get-on-get-off sections of the train g.
Any section w of the train g provides seats of various grades simultaneously to meet different passenger demands, LgRepresents the set of all seat levels provided by the train g, L ∈ LgIndicating a certain level of seating.
Based on the above description, the fare income control model OM of the train g established in the embodiment of the present invention may be:
Figure BDA0003142584160000081
Figure BDA0003142584160000082
Figure BDA0003142584160000083
Figure BDA0003142584160000084
wherein，
Figure BDA0003142584160000085
Representing the fare for the class seats in the w sector-l in the train g.
Figure BDA0003142584160000086
Representing the ticket amount for the w sector-l class seat in the train g.
Figure BDA0003142584160000087
Represents the forecast amount of demand for seats in class w of section-l in the train g.
Figure BDA0003142584160000088
And the seat capacity of the class I seat of the train g in the section i is shown.
Figure BDA0003142584160000089
Shows the corresponding relation between the w section of the train g and the station interval resource i,
Figure BDA00031425841600000810
when in use
Figure BDA00031425841600000811
When the train passes through the station section i, the section w of the train g passes through the station section i; when in use
Figure BDA00031425841600000812
In the meantime, the section w of the train g does not pass through the station section i.
Further, because the train has strict requirements on the weight of the train in high-speed running, the train can automatically warn and emergently brake once the train is overweight. Therefore, when allocating the ticket amount, the number of passengers in each section of the travel is limited not to exceed the train quota, i.e. the requirements:
Figure BDA00031425841600000813
in the train g, the amount of tickets allocated to the seats of the class of the w section-l
Figure BDA00031425841600000814
Should not exceed the demand forecast
Figure BDA00031425841600000815
Therefore, it is required that:
Figure BDA00031425841600000816
the dual model DM of the fare income control model OM is:
Figure BDA00031425841600000817
Figure BDA00031425841600000818
Figure BDA0003142584160000091
Figure BDA0003142584160000092
wherein the content of the first and second substances,
Figure BDA0003142584160000093
is a decision variable for the dual problem,
Figure BDA0003142584160000094
the marginal cost of any two adjacent station intervals i of the high-speed rail line where the train g is located.
The fare income control model OM and the dual model DM are linear programming and can be directly solved. By solving the model OM, the fare and the fare of each class of seat in each getting-on-off section of the train g can be obtained when the fare income is maximum. For convenience of description, in the embodiment of the present invention, when the fare gain is the maximum, the fare and the fare of each seat of each class in each getting-on-off section are referred to as a reference fare and a reference fare. Note that, in this case, the tickets allocated to the seats at each level in each section are independent of each other. For example, a train g includes 1,2, 3 and 4 stops, its get-on-get-off section may include: 1-2,1-3,1-4,2-3,2-4,3-4. Wherein, the 1-2 section refers to getting on at the starting station and getting off at the second station. Assume that each pick-up-and-alight section includes three seating levels of first seat, second seat, and business seat. The amount of tickets allocated to each class of seats in the 6 sections and the corresponding fares when the fare returns are maximum can be determined based on the fare return control model OM. For example, in the 1-2 section, one seat distributes a1 tickets, two seats distributes b1 tickets, and a business seat distributes c1 tickets; in the 2-3 section, one seat distributes a2 tickets, the other seat distributes b2 tickets, and the business seat distributes c2 tickets; one seat in the 1-3 sector distributes a3 tickets, two seats distributes b3 tickets, and the business seat distributes c3 tickets, which are not illustrated for other sectors.
In order to reduce or even avoid the situation that the partial section votes are surplus and the partial section votes are in shortage, the embodiment of the invention dynamically adjusts the votes of all the sections on the basis of the calculated reference votes. The method comprises the following steps:
first, the marginal profit of each level seat in each getting-on-off section is calculated. In the train g, the marginal profit of the seats at the w section-l level is as follows:
Figure BDA0003142584160000095
in the formula (I), the compound is shown in the specification,
Figure BDA0003142584160000096
by solving for the DM acquisition,
Figure BDA0003142584160000097
when the train fare income is maximum, the fare of seats in the w section-l grade. The value of each grade seat in each section can be determined according to the marginal profit of each grade seat in each section
Figure BDA0003142584160000098
Wherein the content of the first and second substances,
Figure BDA0003142584160000099
and
Figure BDA00031425841600000910
the optical fiber is in a positive correlation with the optical fiber,
Figure BDA00031425841600000911
the larger the size, the corresponding
Figure BDA00031425841600000912
The larger.
The values of the seats at each level of the boarding-alighting sections can then be ranked. Wherein, the getting-on-getting-off section with high value can occupy the ticket amount of the getting-on-getting-off section with low value.
As shown in fig. 2, when
Figure BDA0003142584160000101
When the temperature of the water is higher than the set temperature,
Figure BDA0003142584160000102
therefore, when
Figure BDA0003142584160000103
When the temperature of the water is higher than the set temperature,
Figure BDA0003142584160000104
can occupy
Figure BDA0003142584160000105
The amount of tickets. Alternatively, in embodiments of the present invention, ticket sharing may be performed between equal seat classes in different segments.
Optionally, in the embodiment of the present invention, the reference tickets of the seats at the same level in the different getting-on/getting-off sections of the train are shared according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on/getting-off sections of the train. Specifically, the method comprises the following steps:
(1) if the passenger flow type of the train is a less-station continuous flow strong train form, the ticket amount is shared by adopting a station nesting mode with the minimum granularity. Optionally, the seat products of each grade of each section of the train can be treated<w,l>According to value
Figure BDA0003142584160000106
And (6) sorting. According to the sequencing result, the getting-on-getting-off section with high value can occupy the reference ticket amount of the seat with the same level of the getting-on-getting-off section with low value. For example, in the above example, the value of the 1-3 section two seat is greater than the value of the 1-2 section and the 2-3 section two seat. When the second class of the 1-3 segment allocation is sold out, the second class of the 1-2 segment allocation and the second class of the 2-3 segment allocation can be adjusted to the second class of the 1-3 segment allocation.
(2) If the passenger flow type of the train is in a middle large passenger flow train form, a stacking nesting mode can be adopted. Specifically, each getting-on-off section of the train is divided into a plurality of groups according to different getting-on stations, and each group of products<w,l>Value of
Figure BDA0003142584160000107
For each group value and
Figure BDA0003142584160000108
and sorting is carried out, and according to a sorting result, the group with high value occupies the reference fare of the group with low value. For each group, products within the group<w,l>Set to the same value, i.e. products in the group<w,l>Without nesting, each segment occupies a respective assigned reference fare per level seat.
(3) If the passenger flow type of the train is a multi-station continuous strong train form, the products with the upper station as the starting station and the lower station as the terminal station<w,l>According to
Figure BDA0003142584160000109
Nesting is carried out, see in particular the way in (1). For other zone products<w,l>And (3) adopting a stacking and nesting mode, specifically referring to (2), namely grouping other getting-on and getting-off sections of the train, wherein the high-value group occupies the reference fare of the low-value group, and each getting-on and getting-off section contained in each group occupies the respectively allocated reference fare.
Corresponding to the ticket amount distribution method, the embodiment of the invention also provides a ticket amount distribution device. Those skilled in the art will appreciate that these ticket dispensing devices can each be constructed using commercially available hardware components configured through the steps taught by the present scheme.
As shown in fig. 3, the apparatus includes: a model establishing module 310, configured to establish a fare income control model of the train; a calculating module 320, configured to determine, according to the fare income control model, a reference fare and a reference fare of each seat at each level in each getting-on-off section of the train when the fare income of the train is maximum; a value determining module 330, configured to determine a value of each class of seat in each getting-on-off section according to the reference fare and the marginal cost of each class of seat in each getting-on-off section; and the fare control module 340 is configured to share reference fares of seats at the same level in different getting-on-off sections of the train according to the passenger flow type of the train and the values of the seats at the same level in the different getting-on-off sections of the train.
Optionally, the apparatus further comprises: a classification module for classifying the train according to the sum C of the number m of the stop stations and the continuous ticket amount1Determining the passenger flow type of the train;
wherein the continuous ticket amount f of the k station where the train stopsk＝min(f1,k,fk,m)，f1,kRepresenting the amount of tickets dropped off from the origin station to the k-th station of said train, fk,mRepresenting the amount of tickets getting on from the kth station to get off from the terminal station of the train, wherein k takes the value of [2, m-1%]；
Figure BDA0003142584160000111
Optionally, the classification module is specifically configured to:
if m is less than or equal to a first threshold value, C1If the/F is larger than or equal to a second threshold value, the passenger flow type of the train is a first type;
if said m is greater than said first threshold value, C1If the/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold value, C1If the/F is larger than or equal to the second threshold value, the passenger flow type of the train is a third type;
and F is the member of the train.
Optionally, the ticket amount control module is specifically configured to:
if the passenger flow type of the train is the first type, the getting-on-getting-off section with high value occupies the reference fare of the getting-on-getting-off section with low value;
if the passenger flow type of the train is a second type, dividing each getting-on-off section of the train into a plurality of groups, wherein the group with high value occupies the reference fare of the group with low value, and each getting-on-off section contained in each group occupies the reference fare distributed to each group;
if the passenger flow type of the train is a third type, the getting-on-getting-off section with a high value occupies a reference fare of the getting-on-getting-off section with a low value for the getting-on-getting-off section with the getting-on station as an initial station and the getting-off station as a terminal station; the other getting-on-off sections of the train are grouped, and the high-value groups occupy the reference fare of the low-value groups, and each getting-on-off section contained in each group occupies the respective allocated reference fare.
The ticket amount distribution device of the embodiment of the application can execute the method of the embodiment shown in fig. 1-2. For parts of the present embodiment not described in detail, reference may be made to the relevant description of the embodiment shown in fig. 1-2. The implementation process and technical effect of the technical solution refer to the descriptions in the embodiments shown in fig. 1-2, and are not described herein again.
Fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. The electronic device shown in fig. 4 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present specification. As shown in fig. 4, the electronic device is in the form of a general purpose computing device. Components of the electronic device may include, but are not limited to: one or more processors 410, a communication interface 420, a memory 430, and a communication bus 440 that connects the various system components (including the memory 430, the communication interface 420, and the processors 410).
Communication bus 440 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, and a processor or local bus using any of a variety of bus architectures. These architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus, to name a few.
Electronic devices typically include a variety of computer system readable media. Such media may be any available media that is accessible by the electronic device and includes both volatile and nonvolatile media, removable and non-removable media.
Memory 430 may include computer system readable media in the form of volatile Memory, such as Random Access Memory (RAM) and/or cache Memory. The electronic device may further include other removable/non-removable, volatile/nonvolatile computer system storage media. Memory 430 may include at least one program product having a set (e.g., at least one) of program modules that are configured to perform the functions and/or methods of the embodiments of the present description.
A program/utility having a set (at least one) of program modules, including but not limited to an operating system, one or more application programs, other program modules, and program data, may be stored in memory 430, each of which examples or some combination may include an implementation of a network environment. The program modules generally perform the functions and/or methodologies of the embodiments described herein.
The processor 410 executes various functional applications and data processing by executing programs stored in the memory 430, for example, implementing the methods provided by the embodiments shown in fig. 1-2 of the present specification.
The embodiments of the present specification provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the method provided by the embodiments shown in fig. 1-2 of the present specification.
The non-transitory computer readable storage medium described above may take any combination of one or more computer readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. More specific examples (a non-exhaustive list) of the computer readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a Read Only Memory (ROM), an Erasable Programmable Read Only Memory (EPROM), a flash Memory, an optical fiber, a portable compact disc Read Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination thereof. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
The foregoing description has been directed to specific embodiments of this disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims may be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing may also be possible or may be advantageous.
In the description of the specification, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the specification. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one such feature. In the description of the present specification, "a plurality" means at least two, e.g., two, three, etc., unless explicitly defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present description in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present description.
The word "if" as used herein may be interpreted as "at … …" or "when … …" or "in response to a determination" or "in response to a detection", depending on the context. Similarly, the phrases "if determined" or "if detected (a stated condition or event)" may be interpreted as "when determined" or "in response to a determination" or "when detected (a stated condition or event)" or "in response to a detection (a stated condition or event)", depending on the context.
In the several embodiments provided in this specification, it should be understood that the disclosed system, apparatus, and method may be implemented in other ways. For example, the above-described apparatus embodiments are merely illustrative, and for example, the division of the units is only one logical division, and there may be other divisions in actual implementation, for example, a plurality of units or components may be combined or integrated into another system, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, devices or units, and may be in an electrical, mechanical or other form.
In addition, functional units in the embodiments of the present description may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.
The above description is only a preferred embodiment of the present disclosure, and should not be taken as limiting the present disclosure, and any modifications, equivalents, improvements, etc. made within the spirit and principle of the present disclosure should be included in the scope of the present disclosure.

Claims (10)

1. A method of allocating a ticket amount, comprising:
establishing a fare income control model of the train;
determining reference fares and reference fares of seats at each level in each getting-on-off section of the train when the fare income of the train is maximum according to the fare income control model;
determining the value of each grade seat in each getting-on-off section according to the reference fare and marginal cost of each grade seat in each getting-on-off section;
and sharing the reference ticket amount of the seats at the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on-off sections of the train.
2. The method of claim 1, wherein establishing a fare gain control model for the train comprises:
establishing the fare income control model by taking the fares and the fare of seats of each grade in each getting-on-off section as variables and the fare income of the train as output;
the limiting factors of the fare income control model comprise: the sum of the tickets distributed by each getting-on-off section is less than or equal to the fixed member of the train; the amount of ticket distributed to each level seat in each getting-on-off section is smaller than or equal to the corresponding predicted amount of ticket.
3. The method of claim 2, wherein determining the value of each level of seats in each pick-up-off section based on the reference fare and the marginal cost for each level of seats in said each pick-up-off section comprises:
according to the formula
Figure FDA0003142584150000011
Calculating the marginal benefits of seats at each level in each getting-on-off section;
wherein R isw，lRepresenting the marginal gain of seats of class i in the w section of the train; f. ofw，lThe reference fare of the I seat with the grade of I in the w section of the train is obtained; w belongs to W, and W is a set of getting-on-off sections of the train; l belongs to L, and L is a seat level set of the train; vl，iThe marginal cost of any two adjacent station intervals I of the high-speed rail line where the train is located is obtained, wherein the I is a set of all two adjacent station intervals on the high-speed rail line where the train is located;
Figure FDA0003142584150000021
indicating that if w passes through the interval i, the value is 1, otherwise the value is 0;
and determining the value of each grade seat in each getting-on-off section according to the marginal profit of each grade seat in each getting-on-off section of the train.
4. The method of claim 3, wherein V isl，iAnd determining according to a dual model of the fare income control model.
5. The method of claim 1, further comprising:
according to the sum C of the number m of the stop stations of the train and the continuing ticket amount1Determining the passenger flow type of the train;
wherein the continuous ticket amount f of the k station where the train stopsk＝min(f1，k，fk，m)，f1，kRepresenting the amount of tickets dropped off from the origin station to the k-th station of said train, fk，mRepresenting the amount of tickets getting on from the kth station to get off from the terminal station of the train, wherein k takes the value of [2, m-1%]；
Figure FDA0003142584150000022
6. Method according to claim 5, characterized in that the sum C of the number m of stops and the continuation tickets of the train is used as a function of1Determining a passenger flow type of the train, comprising:
if m is less than or equal to a first threshold value, C1If the/F is larger than or equal to a second threshold value, the passenger flow type of the train is a first type;
if said m is greater than said first threshold value, C1If the/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold value, C1If the/F is larger than or equal to the second threshold value, the passenger flow type of the train is a third type;
and F is the member of the train.
7. The method of claim 6, wherein sharing reference fares for seats of a same class in different pick-up-and-alighting sections of the train based on a passenger flow type of the train and values of seats of a same class in different pick-up-and-alighting sections of the train comprises:
if the passenger flow type of the train is the first type, the getting-on-getting-off section with high value occupies the reference fare of the getting-on-getting-off section with low value;
if the passenger flow type of the train is a second type, dividing each getting-on-off section of the train into a plurality of groups, wherein the group with high value occupies the reference fare of the group with low value, and each getting-on-off section contained in each group occupies the reference fare distributed to each group;
if the passenger flow type of the train is a third type, the getting-on-getting-off section with a high value occupies a reference fare of the getting-on-getting-off section with a low value for the getting-on-getting-off section with the getting-on station as an initial station and the getting-off station as a terminal station; the other getting-on-off sections of the train are grouped, and the high-value groups occupy the reference fare of the low-value groups, and each getting-on-off section contained in each group occupies the respective allocated reference fare.
8. A ticket dispensing apparatus, comprising:
the model building module is used for building a fare income control model of the train;
the calculating module is used for determining the reference fare and the reference fare of each class seat in each getting-on-off section of the train when the fare income of the train is maximum according to the fare income control model;
the value determining module is used for determining the value of each grade seat in each getting-on-off section according to the reference fare and the marginal cost of each grade seat in each getting-on-off section;
and the ticket amount control module is used for sharing the reference ticket amount of the seats at the same level in the different getting-on-off sections of the train according to the passenger flow type of the train and the value of the seats at the same level in the different getting-on-off sections of the train.
9. A ticket dispensing apparatus, comprising:
at least one processor; and
at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of any of claims 1 to 7.
10. A non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the method of any one of claims 1 to 7.
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