CN113705902B - Traffic hub passenger transport organization evaluation method based on crowd management - Google Patents
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Abstract
The invention discloses a traffic hub passenger transport organization evaluation method based on crowd management. The reasonable adjustment of the travelling path of passengers is a key measure for reducing crowd crowding of traffic junction, the solving speed is limited when the existing model is oriented to large-scale crowd, and the real-time requirement on application cannot be met. Compared with the traditional method that passenger coordination is regarded as a planning or scheduling problem, the method adopts a multi-stage dynamic coordination control method, and the current passenger flow information and the passenger position information are utilized to reasonably select a transfer target and a transfer path for the passengers; when passengers enter the transportation junction to consider the subsequent transfer and path decision, the passenger travel is tracked in real time, the passenger transfer travel is dynamically and optimally designed in stages, and the reasonable allocation and coordination of resources among a large number of passengers are carried out through a coordination control mechanism, so that the efficiency of the whole system is ensured.
Description
Technical Field
The invention belongs to the technical field of comprehensive transportation hub passenger transport organizations, and particularly relates to a transportation hub passenger transport organization evaluation method based on crowd management.
Background
The reasonable adjustment of the passenger travel path is a key measure for reducing crowd crowding of the transportation junction, and the transfer behaviors of passengers are coordinated under the condition of considering personal preference of the passengers, so that people flow can be evenly distributed in time and space. The traditional method is to consider the passenger coordination as a planning or scheduling problem and establish an optimization model of the passenger coordination, wherein the model belongs to the NP-hard problem, and the model can be solved by using a heuristic algorithm, but the solving speed is limited when the model is oriented to large-scale crowds, and the real-time requirement on application cannot be met.
Disclosure of Invention
The invention aims to provide a traffic hub passenger transport organization evaluation method based on crowd management, which can increase the overall social benefit on the basis of not reducing the personal utility of passengers.
In order to achieve the above purpose, the technical scheme adopted by the invention is as follows:
a traffic hub passenger transport organization evaluation method based on crowd management constructs a passenger security check utility model, and constructs a passenger hub station transfer utility model based on the passenger security check utility model, thereby constructing a social benefit calculation model in the best pareto state, and specifically comprises the following steps:
step one: establishing a passenger security inspection target point selection model based on a preferential selection mechanism, and quantifying security inspection target point selection behaviors before passengers enter a junction;
step two: establishing a passenger path selection model based on an improved Logit model, and quantifying the walking route selection behavior of passengers after entering a junction;
step three: and establishing an evaluation index model of the passenger flow organization method of the junction station based on the pareto optimization.
Specifically, step one, by calculating the overall satisfaction v of the passenger j of any node i which is not yet checked in the node list of the current time unit, selecting a next security check target node based on the calculation result, the coordination agent can count the passenger flow to the target node, and then dispersedly select idle security check nodes according to a less-preferred selection method, wherein the calculation model is as follows:
wherein,mean value of node preferences for passenger j not yet going to security check, +.>Mean value of expected waiting times for nodes that have not been checked for passenger j, +.>The average value of the shortest time distance of all the nodes which are not yet checked by the passenger j is the balance index, the alpha, beta and gamma are the overall satisfaction degree of the passenger, the comprehensive balance of three visiting behavior characteristic elements of the passenger is realized, and according to the visiting behavior characteristics of the passenger, the alpha and gamma take positive values and the beta takes negative values.
Specifically, the allocation rate of the O-D amount T (r, v) of the passengers on the kth travel path in the passenger path selection model is as follows:
the distribution amount on the kth travelling path in the passenger path selection model is as follows:
Q(r,v,k)＝P(r,v,k)·T(r，v)
wherein st k Is the travel time of the kth path,for the average travel time of each travel path, σ is the distribution parameter, and m is the number of effective travel paths.
Specifically, the third step includes the following steps:
1) Establishing a passenger security check utility model, wherein the passenger security check utility model is as follows:
setting the utility of the passenger as a constant when the passenger performs security inspection for the first time, and repeating the security inspection utility as 0, wherein the utility model of the passenger j security inspection process at the security inspection point i is expressed as:
f(p ji ,vt ji )＝p ji ·min(l,vt ji )
wherein p is ji ∈[0,1]Representing transfer preference of passenger j for security check point i, p ji The larger value indicates that passenger j wishes to be able to perform a security transfer to security checkpoint i. vt (vt) ji The number of passes of the passenger j at the security check point;
2) Establishing a passenger junction station path utility model, wherein the passenger junction station path utility model is as follows:
u j ＝∑f(p ji ,vt ji )+w·∑f(p ji ,vt ji )/(wt j +mt j )
wherein wt j For passenger j total queuing time during transfer, mt j For the total running time of the passenger j in the transfer period, w is a weight coefficient and represents the utility value of the non-transfer time;
3) Establishing a social benefit computing model, wherein the social benefit computing model is as follows:
wherein w is j The weight of the passenger j represents the social relationship of the passenger jContribution of welfare satisfies w j >0,∑w j =1, different weights w j The method for calculating social welfare under the optimal state of the corresponding pareto is selected, wherein the difference among passengers is not considered, and w is taken j ＝1/n。
The invention has the beneficial effects that:
the invention provides a preferential selection mechanism based on the overall satisfaction degree of passengers by using a Logit model, which provides next security check target points for passengers. In the passenger traveling process, the current passenger flow information and the passenger position information are utilized to reasonably select a transfer target and a transfer path for the passengers, when the passengers enter the transportation junction to consider the subsequent transfer and path decision, the passenger traveling behavior is tracked in real time, the junction passenger flow information is issued in real time, the passenger transfer traveling stroke is dynamically and optimally designed in stages, the reasonable configuration and coordination of resources are carried out among a large number of passengers through a coordination control mechanism, the efficiency of the whole system is ensured, and high-quality service is provided for each passenger.
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FIG. 1 is a flow chart of a method for evaluating transportation hub passenger transport organization based on crowd management;
FIG. 2 is a schematic diagram of the operation of the hub passenger flow organization.
Detailed Description
The following description of the embodiments of the present invention is provided to facilitate understanding of the present invention by those skilled in the art, but it should be understood that the present invention is not limited to the scope of the embodiments, and all the inventions which make use of the inventive concept are protected by the spirit and scope of the present invention as defined and defined in the appended claims to those skilled in the art.
An embodiment of the present invention is described in detail below with reference to the accompanying drawings.
The invention comprises the following steps:
s1, establishing a passenger security check target point selection model based on a preferred selection mechanism;
s2, establishing a passenger path selection model based on an improved Logit model;
and S3, establishing an evaluation index model of the passenger flow organization method of the junction station based on the pareto optimization.
Step S1, establishing a passenger security check target point selection model based on a preferential selection mechanism;
the passengers have the following behavior characteristics when in the hub: (1) The passenger can select a security check point to finish transfer according to own transfer preference: (2) Passengers often avoid crowded security checkpoints and rather go to uncongested security checkpoints; (3) Passengers always tend to transfer to security points that are close to themselves.
The transfer behavior feature (1) of passenger j can be determined by the preference p of the passenger ji Depiction, for feature (2), define wt i For the expected queuing time of the passenger to the security check point i, representing the waiting time of the passenger to the security check point i at the current moment, which reflects the current congestion condition of the node i, the characteristic (3) is described by the shortest time distance from the current security check (gate) point of the passenger to the security check point i which is possible to transfer and go to, and the specific calculation model is as follows:
wt i ＝q i ·st i /c i
in each time unit, the coordination agent decides a next transfer security check node v for the passenger by calculating the total passenger satisfaction v of any node i which is not yet checked in the node list of the current time unit of the passenger j according to the passenger flow information (comprising the congestion condition and the channel road condition information of each security check point) of the current hub and the current position of the passenger, and a calculation model is as follows:
wherein,section for passenger j not yet going to security checkAverage value of point preference, if->For passenger j the set of nodes for which the current time unit has not been checked, then +.> For passenger j, the average value of the waiting times expected for nodes not yet checked satisfies +.> For passenger j, the average value of the shortest time distances of all nodes which have not been checked yet is +.>Alpha, beta and gamma are balance indexes, represent the overall satisfaction of passengers, are comprehensive balance of three visiting behavior characteristic elements of passengers, and take positive values according to the visiting behavior characteristics of the passengers, and take negative values.
And finally, selecting a next security inspection target node for the passenger based on a preferential selection mechanism, counting the passenger flow to the target node by the coordination agent in order to prevent the crowding of the target node caused by the aggregation effect brought by the preferential selection mechanism, and then enabling the passenger to dispersedly select idle security inspection nodes according to a less-preferential selection method.
Step S2, a passenger path selection model based on an improved Logit model is established;
when the security inspection target point is determined, the shortest route from the starting point r to the end point v is selected as the passenger travel route, and the method reduces the travel time of passengers, but for the comprehensive hub, if a large number of passengers are guided to travel the shortest route within a period of time, road congestion is easy to occur, the load of the target point is increased, and new queuing is brought. The present invention uses an improved model of multipath traffic distribution-the Logit model of path selection. The Logit model has the advantages that shortest route factors and random factors in the passenger route selection process can be reflected well, passengers can be distributed uniformly on an effective route, resource allocation is more reasonable, and the method is suitable for complex traffic and large networks. The Logit model of the distribution of the passenger group management in the comprehensive junction is given below.
The allocation rate of the O-D quantity T (r, v) passengers on the kth travelling path in the step S2 model is as follows:
middle st k Is the travel time of the kth path;the average running time of each running path is calculated; sigma is a distribution parameter between 3.00 and 3.50; m is the number of effective travel paths. The allocation rate of passengers on the invalid travel path is 0.
The allocation amount on the kth travelling path in the step S2 model is as follows:
Q(r,v,k)＝P(r,v,k)·T(r，v)
when the amount T (r, v) of O-D of the passenger is small, it is more reasonable for the passenger to select the shortest route, and therefore, a critical point c is set, and the general population and the large population are distinguished by taking c as a boundary.
When T (r, v) epsilon (0, c), the Floyd algorithm is used to calculate the travel time shortest path as the passenger's travel path.
And when T (r, v) epsilon [ c, + ] is carried out, determining the distribution amount on each effective travel path according to the model in the step S2, randomly distributing the passenger flow to each effective travel path according to the distribution amount, and obtaining the random distribution path of each passenger.
In the step S3, an evaluation index model of a passenger flow organization method of a junction station based on pareto optimization is established, and the method comprises the following sub-steps:
s3.1 passenger security check utility model
S3.2 passenger junction station path utility model
S3.3 social welfare calculation model
The coordination of passenger flow organization in a large transportation junction ensures the personal utility of passengers under the condition of limited resources, and simultaneously optimizes social benefit (the efficiency of the whole system), which is a multi-objective planning problem about how to configure limited resources. Optimizing the utility of each passenger is very difficult because the behavior of the large number of passenger compartments is disturbing, often at the expense of longer queuing times for one passenger transfer time. Pareto optimality is an important concept for expressing resource allocation status, and social welfare can be increased by using pareto optimality without reducing personal utility of passengers. This concept is introduced below and a definition of social benefits based on pareto optimal concept is given on the basis of defining the utility of the passengers.
And S3.1, a passenger security check utility model.
The utility of a passenger at a screening point within a hub is generally three: (a) utility is constant; (b) The utility decreases with the increase of the stay times of passengers in security check; (c) The utility is constant at the first security check and 0 at the later security check. The utility definition of (c) is adopted, and the utility of the passenger j security inspection process at the security inspection point i is as follows by assuming that the passenger repeated security inspection utility is 0:
f(p ji ,vt ji )＝p ji ·min(l,vt ji )
wherein p is ji ∈[0,1]Representing transfer preference of passenger j for security check point i, p ji The larger value indicates that passenger j wishes to be able to perform a security transfer to security checkpoint i. vt (vt) ji The number of passes of passenger j at the security checkpoint.
The step S3.2 is that the utility model of the passenger junction station path is as follows:
u j ＝∑f(p ji ,vt ji )+w·∑f(p ji ,vt ji )/(wt j +mt j )
wherein wt j For passenger j total queuing time during transfer, mt j For passengersAnd j, the total running time in the transfer period, w is a weight coefficient, and the utility value of the non-transfer time is represented.
The social benefit calculation model in the step S3.3 is as follows:
wherein w is j The weight of the passenger j represents the contribution of the passenger j to social benefit and satisfies w j >0,∑w j =1, different weights w j The method for calculating social welfare under the optimal state of the corresponding pareto is selected, wherein the difference among passengers is not considered, and w is taken j ＝1/n。
In addition, the average queuing time and the average traveling time of passengers during transfer also reflect the congestion condition of the junction, and the calculation model is as follows:
where n is the total number of people entering the hub transfer.
When each passenger purchases a ticket, one-to-one correspondence of the passenger ticket and the AFC data and one-to-one correspondence of the ticket and the passenger communication device (mobile phone, etc.) are established. The passengers go to the security check points needed by transfer when entering the junction, and give a certain preference value to each security check point of the junction, and a (security check point, preference) list of each passenger is built, namely (v) i ，p ji ) The list is not a transfer path of the passenger, and the order of the security check points is not a fraction of the transfer order.
The working principle of the invention is as follows: based on dense crowd management, pareto optimization is adopted to express hub resource allocation, and the travelling path of passengers is reasonably evaluated and regulated so as to reduce the management difficulty of dense crowd in the transportation hub, and social benefit (overall benefit) can be increased on the basis of not reducing the personal utility of the passengers. The multi-stage dynamic coordination method is used for giving a preferential selection mechanism based on the overall satisfaction degree of passengers, providing an optimal running scheme for dense crowds, and selecting a path by using a Logit model.
Compared with the traditional method that passenger coordination is regarded as a planning or scheduling problem, and an optimized model of passenger coordination is established, the invention adopts a multi-stage dynamic coordination control method, the current passenger flow information and the passenger position information are utilized to reasonably select a transfer target and a transfer path for passengers in the passenger running process, when the passengers enter a transportation junction to consider the subsequent transfer and path decision, the passenger running behavior is tracked in real time, the junction passenger flow information is issued in real time, the passenger transfer running stroke is dynamically and optimally designed in stages, the reasonable configuration and coordination of resources are carried out among a large number of passengers through a coordination control mechanism, the efficiency of the whole system is ensured, and high-quality service is provided for each passenger.
The content of the invention is not limited to the examples listed, and any equivalent transformation to the technical solution of the invention that a person skilled in the art can take on by reading the description of the invention is covered by the claims of the invention.
Claims (2)
1. A traffic hub passenger transport organization evaluation method based on crowd management is characterized in that: the method comprises the steps of constructing a passenger security check utility model, and constructing a passenger junction station transfer utility model based on the passenger security check utility model so as to construct a social benefit calculation model in the pareto optimal state, and specifically comprises the following steps:
step one: establishing a passenger security inspection target point selection model based on a preferential selection mechanism, and quantifying security inspection target point selection behaviors before passengers enter a junction;
step two: establishing a passenger path selection model based on an improved Logit model, and quantifying the walking route selection behavior of passengers after entering a junction;
step three: establishing a passenger flow organization method evaluation index model of the hub station based on pareto optimization;
the first step is to calculate the overall satisfaction v of the passengers j of any node i which is not yet checked in the node list of the current time unit, select the next security check target node based on the calculation result, make the coordination agent count the passenger flow going to the target node, and then make the passengers select idle security check nodes in a scattered way according to the less preferred selection method, and the calculation model is as follows:
wherein,average value, wt, of node preference for passenger j not yet going to security check i Expected queuing time for passenger to check point i security check, +.>For average value of expected waiting time of nodes which are not checked by passenger j, t i For the shortest distance of the passenger to the security node i, < > j->For the average value of the shortest time distances of all the nodes which are not yet checked by the passenger j, alpha, beta and gamma are balance indexes, which represent the overall satisfaction of the passenger, are comprehensive balance of three visit characteristic elements of the passenger, and according to the visit characteristic of the passenger, alpha and gamma take positive values and beta take negative values;
the allocation rate of the O-D quantity T (r, v) of the passengers on the kth travelling path in the passenger path selection model is as follows:
the distribution amount on the kth travelling path in the passenger path selection model is as follows:
Q(r,v,k)＝P(r,v,k)·T(r，v)
wherein r and v respectively represent the presence of passengersStarting, ending and st of routing in hub k Is the travel time of the kth path,for the average travel time of each travel path, σ is the distribution parameter, and m is the number of effective travel paths.
2. The transportation hub passenger transport organization evaluation method based on crowd management as claimed in claim 1, wherein: the third step comprises the following steps:
1) Establishing a passenger security check utility model, wherein the passenger security check utility model is as follows:
setting the utility of the passenger as a constant when the passenger performs security inspection for the first time, and repeating the security inspection utility as 0, wherein the utility model of the passenger j security inspection process at the security inspection point i is expressed as:
wherein p is ji ∈[0,1]Representing transfer preference of passenger j for security check point i, p ji The larger the value is, the more the passenger j hopes to be able to perform security check transfer to the security check point i; vt (vt) ji The number of passes of the passenger j at the security check point;
2) Establishing a passenger junction station path utility model, wherein the passenger junction station path utility model is as follows:
u j ＝Σf(p ji ,vt ji )+w·∑f(p ji ,vt ji )/(wt j +mt j )
wherein, wt j For passenger j total queuing time during transfer, mt j For the total running time of the passenger j in the transfer period, w is a weight coefficient and represents the utility value of the non-transfer time;
3) Establishing a social benefit computing model, wherein the social benefit computing model is as follows:
wherein w is j The weight of the passenger j represents the contribution of the passenger j to social benefit and satisfies w j >0,∑w j =1, different weights w j The method for calculating social welfare under the optimal state of the corresponding pareto is selected, wherein the difference among passengers is not considered, and w is taken j ＝1/n；u j Indicating the utility value of passenger j at the junction station path.
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