CN114266010A - Method and system for calculating congestion coefficient of regional multi-standard rail traffic interval - Google Patents

Method and system for calculating congestion coefficient of regional multi-standard rail traffic interval Download PDF

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CN114266010A
CN114266010A CN202210191952.0A CN202210191952A CN114266010A CN 114266010 A CN114266010 A CN 114266010A CN 202210191952 A CN202210191952 A CN 202210191952A CN 114266010 A CN114266010 A CN 114266010A
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total
train
track traffic
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passenger flow
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CN114266010B (en
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谢子若
郭诗颍
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East China Jiaotong University
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East China Jiaotong University
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Abstract

The invention provides a method and a system for calculating a congestion coefficient of an area multi-standard rail traffic interval, wherein the method comprises the following steps: obtaining track traffic intervals
Figure 526791DEST_PATH_IMAGE001
Calculating current total passenger flow and theoretical total load capacity of each type of train according to the current total passenger flow and the theoretical total load capacity to obtain current total load capacity; according to the current total bearing rate and in the track traffic interval
Figure 113105DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient; obtaining in a track traffic zone
Figure 361684DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations; according to the current total congestion coefficientAnd establishing an objective function of the total congestion coefficient, and inputting the number of people pre-loaded with the total passenger flow and the number of people arriving at the station into the objective function of the total congestion coefficient for calculation iteration so as to obtain the dynamically predicted total congestion coefficient. The method can dynamically predict and calculate the congestion coefficient of the regional multi-standard rail traffic interval so as to better guide the actual traffic management.

Description

Method and system for calculating congestion coefficient of regional multi-standard rail traffic interval
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a system for calculating a congestion coefficient of an area multi-system rail transit interval.
Background
Rail transit refers to a type of transportation or transportation system in which operating vehicles need to travel on a specific track, and the most typical rail transit is a railway system consisting of conventional trains and standard railways. With the diversified development of train and railway technologies, rail transit is more and more types, and is not only distributed in long-distance land transportation, but also widely applied to medium-short distance urban public transportation.
Specifically, the common multi-standard rail transit includes: the novel rail transit system comprises traditional railways (national railways, intercity railways and urban railways), subways, light rails and trams, a magnetic suspension rail system, a monorail system (a straddle type rail system and a suspension type rail system), a passenger automatic rapid transit system and the like. In the field of transportation, the congestion of traffic is always the focus of attention of people, and the traffic travel experience of passengers is directly influenced. Therefore, the track traffic congestion coefficient needs to be calculated reasonably.
At present, in the prior art, part of calculation modes of congestion coefficients can only calculate static congestion coefficients, but cannot perform dynamic prediction calculation, and cannot well make timely and effective traffic scheduling preparation for traffic peak conditions which may occur in a period of time in the future.
Disclosure of Invention
In view of the above circumstances, the present invention is to provide a method and a system for calculating a congestion coefficient of a regional multi-standard rail transit section, so as to solve the above technical problems.
The embodiment of the invention provides a method for calculating a congestion coefficient of an area multi-standard rail traffic interval, which comprises the following steps:
step one, acquiring a track traffic interval
Figure 377193DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 835856DEST_PATH_IMAGE001
Calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system;
step two, according to the current total bearing rate and the track traffic interval
Figure 443555DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
step three, acquiring the area in the rail transit
Figure 620458DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
and fourthly, constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
The invention provides a method for calculating a congestion coefficient of a regional multi-standard rail traffic interval
Figure 339015DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 652185DEST_PATH_IMAGE001
Calculating the theoretical total bearing capacity of each type of train contained in the load-bearing capacity calculation system to obtain the current total bearing rate; then, the current total congestion coefficient is calculated according to the current total bearing rate, and then the current total congestion coefficient is acquired in the rail traffic interval
Figure 555419DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total passenger flow number arriving at the station of each type of train at all stations, finally constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and further carrying out the objective functionAnd performing calculation iteration to obtain the total congestion coefficient after dynamic prediction. The total congestion coefficient calculated by the method is obtained by dynamic calculation according to the actual traffic operation condition, and the traffic operation in a future period of time can be predicted, so that the application requirement of traffic scheduling guidance is met.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic section comprises the following steps of:
Figure 94985DEST_PATH_IMAGE002
wherein the content of the first and second substances,
Figure 741867DEST_PATH_IMAGE003
for the purpose of the current total passenger flow,
Figure 50488DEST_PATH_IMAGE004
indicates the type category of the rail transit train,
Figure 859044DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 620327DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 70900DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 234028DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 216415DEST_PATH_IMAGE001
Train numbers of rail transit trains of specific types,
Figure 855207DEST_PATH_IMAGE007
indicated in the track traffic zoneWorkshop
Figure 719258DEST_PATH_IMAGE001
Inner to the first
Figure 861526DEST_PATH_IMAGE004
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 418409DEST_PATH_IMAGE008
。
the method for calculating the congestion coefficient of the regional multi-standard rail traffic section comprises the following steps of:
Figure 13339DEST_PATH_IMAGE009
wherein the content of the first and second substances,
Figure 415501DEST_PATH_IMAGE010
represents the theoretical total loading of the material,
Figure 677855DEST_PATH_IMAGE011
is shown in the track traffic section
Figure 405640DEST_PATH_IMAGE001
Inner to the first
Figure 222286DEST_PATH_IMAGE004
Planting the maximum sub-bearing capacity corresponding to the rail transit train;
the current total bearer rate is expressed as:
Figure 818352DEST_PATH_IMAGE012
Figure 810579DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 568320DEST_PATH_IMAGE001
The corresponding current total bearer rate.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic section, wherein in the step two, the current total congestion coefficient is represented as:
Figure 13207DEST_PATH_IMAGE014
wherein the content of the first and second substances,
Figure 138597DEST_PATH_IMAGE015
is shown in the track traffic section
Figure 985330DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 913972DEST_PATH_IMAGE016
a correction factor representing the area occupied by the average person,
Figure 970789DEST_PATH_IMAGE017
is shown in the track traffic section
Figure 784024DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 609898DEST_PATH_IMAGE018
is shown in the track traffic section
Figure 584807DEST_PATH_IMAGE001
The standard people in the house all occupy the area,
Figure 394500DEST_PATH_IMAGE019
represents a correction factor for the average passenger residence time,
Figure 745847DEST_PATH_IMAGE020
which represents the average residence time of the passengers,
Figure 426227DEST_PATH_IMAGE021
representing the passenger average dwell time reference duration.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic section comprises the following steps of:
Figure 696672DEST_PATH_IMAGE022
wherein the content of the first and second substances,
Figure 603448DEST_PATH_IMAGE023
is shown in the track traffic section
Figure 883119DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 293372DEST_PATH_IMAGE024
is shown in the track traffic section
Figure 3227DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 397299DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 215082DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 11000DEST_PATH_IMAGE026
is shown in the track traffic section
Figure 623247DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 363670DEST_PATH_IMAGE027
is shown in the track traffic section
Figure 594931DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 369989DEST_PATH_IMAGE028
is shown in the track traffic section
Figure 294083DEST_PATH_IMAGE001
The maximum run time of the in-train.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic section further comprises the following steps:
obtaining track traffic intervals
Figure 787381DEST_PATH_IMAGE001
Calculating the corresponding load weight value of each train according to the current sub passenger flow and the current total passenger flow;
calculating to obtain an average load weight value according to each load weight value, and calculating to obtain a maximum weight difference value ratio according to the maximum load weight value and the average load weight value;
and when the current total bearing rate is judged to be larger than the preset total bearing rate threshold value and the maximum weight difference value ratio exceeds the overload load ratio range corresponding to the current train, scheduling and adjusting passenger flow transportation of various types of trains.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic interval comprises the following steps
Figure 822333DEST_PATH_IMAGE004
Type I
Figure 451897DEST_PATH_IMAGE006
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 546892DEST_PATH_IMAGE029
In the track traffic section
Figure 261907DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 962535DEST_PATH_IMAGE030
The maximum bearer weight value is expressed as
Figure 587551DEST_PATH_IMAGE031
The overload ratio range corresponding to the current train is expressed as
Figure 978081DEST_PATH_IMAGE032
Wherein, in the step (A),
Figure 55759DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 557147DEST_PATH_IMAGE034
represents the maximum value of the overload load;
maximum weight difference ratio
Figure 36670DEST_PATH_IMAGE035
Is shown as
Figure 332522DEST_PATH_IMAGE036
；
Scheduling traffic for each type of train includes scheduling between trains of the same type and scheduling between trains of different types.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic interval comprises the following steps:
obtaining in a track traffic zone
Figure 897496DEST_PATH_IMAGE001
Inner first
Figure 202575DEST_PATH_IMAGE004
Of the first type
Figure 802184DEST_PATH_IMAGE006
Load weight values corresponding to trains of a train
Figure 268937DEST_PATH_IMAGE029
And calculate to obtain
Figure 180261DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 164398DEST_PATH_IMAGE037
；
According to the first
Figure 743147DEST_PATH_IMAGE004
Of the first type
Figure 521747DEST_PATH_IMAGE006
Load weight value corresponding to train
Figure 657718DEST_PATH_IMAGE029
And a first
Figure 179966DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 613221DEST_PATH_IMAGE037
Is calculated to obtain
Figure 562723DEST_PATH_IMAGE006
First bearing weight difference value corresponding to train of train
Figure 714218DEST_PATH_IMAGE038
；
The first bearing weight difference value is obtained
Figure 633633DEST_PATH_IMAGE038
And in the track traffic interval
Figure 62340DEST_PATH_IMAGE001
Inner to the first
Figure 307377DEST_PATH_IMAGE004
Current sub passenger flow corresponding to rail transit train
Figure 555955DEST_PATH_IMAGE007
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 279061DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 562274DEST_PATH_IMAGE039
And carrying out scheduling.
The method for calculating the congestion coefficient of the regional multi-standard rail traffic interval comprises the following steps:
determining in a track traffic zone
Figure 978212DEST_PATH_IMAGE001
Inner first
Figure 714087DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 506463DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 644183DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 980091DEST_PATH_IMAGE041
；
According to the track traffic interval
Figure 468841DEST_PATH_IMAGE001
Inner first
Figure 799329DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 916189DEST_PATH_IMAGE040
And the track traffic interval
Figure 549296DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 118817DEST_PATH_IMAGE041
Is calculated to obtain
Figure 128362DEST_PATH_IMAGE004
Second bearing weight difference value corresponding to all types of trains
Figure 99729DEST_PATH_IMAGE042
；
According to the second bearing weight difference value
Figure 28370DEST_PATH_IMAGE042
The current total passenger flow volume
Figure 960554DEST_PATH_IMAGE043
And in the track traffic zone
Figure 632844DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 334084DEST_PATH_IMAGE044
Calculating to obtain the second difference passenger flow dispatching number
Figure 699206DEST_PATH_IMAGE045
And dispatching the number of people according to the second difference passenger flow
Figure 118686DEST_PATH_IMAGE045
Scheduling is carried out;
wherein the second difference passenger flow dispatches the number of people
Figure 597597DEST_PATH_IMAGE045
The expression of (a) is:
Figure 277977DEST_PATH_IMAGE046
wherein the content of the first and second substances,
Figure 689366DEST_PATH_IMAGE047
is shown in the track traffic section
Figure 720776DEST_PATH_IMAGE001
Inner part
Figure 875814DEST_PATH_IMAGE004
When different types of trains are transferred, the fare difference between single station intervals,
Figure 410701DEST_PATH_IMAGE048
is shown in the track traffic section
Figure 992992DEST_PATH_IMAGE001
Inner part
Figure 511698DEST_PATH_IMAGE004
The number of station sections corresponding to the transfer of different types of trains, the types of rail transit trains comprise three types,
Figure 204847DEST_PATH_IMAGE049
representing a transfer from a first type of rail transit train to a second type of rail transit train,
Figure 859820DEST_PATH_IMAGE050
representing a transfer from a second type of rail transit train to a third type of rail transit train,
Figure 472067DEST_PATH_IMAGE051
representing a transfer from a third type of rail transit train to a first type of rail transit train;
wherein the first type of rail transit train comprises a subway, a light rail and/or a tram;
the second type of rail transit train comprises a city region railway, a suburban railway and/or a common speed railway;
the third type of rail transit train includes inter-city railways and/or high-speed railways.
The invention provides a system for calculating a congestion coefficient of an area multi-standard rail traffic interval, wherein the system comprises:
a first computing module to:
obtaining track traffic intervals
Figure 353435DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 974909DEST_PATH_IMAGE001
Calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system;
a second calculation module to:
according to the current total bearing rate and in the track traffic interval
Figure 625333DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
an information acquisition module to:
obtaining in a track traffic zone
Figure 411411DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
a dynamic prediction module to:
and constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
Additional aspects and advantages of the invention will be set forth in part in the description which follows and, in part, will be obvious from the description, or may be learned by practice of the invention.
Drawings
Fig. 1 is a flowchart of a method for calculating a congestion coefficient of an area multi-standard rail transit section according to a first embodiment of the present invention;
fig. 2 is a flowchart of a method for calculating a congestion coefficient of an area multi-standard rail transit section according to a second embodiment of the present invention;
fig. 3 is a schematic structural diagram of a system for calculating a congestion coefficient of an area multi-standard rail transit section according to a third embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
These and other aspects of embodiments of the invention will be apparent with reference to the following description and attached drawings. In the description and drawings, particular embodiments of the invention have been disclosed in detail as being indicative of some of the ways in which the principles of the embodiments of the invention may be practiced, but it is understood that the scope of the embodiments of the invention is not limited correspondingly. On the contrary, the embodiments of the invention include all changes, modifications and equivalents coming within the spirit and terms of the claims appended hereto.
The first embodiment is as follows:
referring to fig. 1, a first embodiment of the present invention provides a method for calculating a congestion coefficient of an area multi-standard rail transit interval, wherein the method includes the following steps:
s101, obtaining a track traffic interval
Figure 514496DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 674082DEST_PATH_IMAGE001
And calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system.
In this step, the current total passenger flow is represented as:
Figure 444592DEST_PATH_IMAGE002
wherein the content of the first and second substances,
Figure 664221DEST_PATH_IMAGE003
which is indicative of the current total passenger flow,
Figure 162592DEST_PATH_IMAGE004
indicates the type category of the rail transit train,
Figure 594710DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 219727DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 610257DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 546989DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 923743DEST_PATH_IMAGE001
Specific species withinThe train serial number of the rail transit train of (1),
Figure 527900DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 964697DEST_PATH_IMAGE001
Inner to the first
Figure 654305DEST_PATH_IMAGE004
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 569171DEST_PATH_IMAGE008
。
further, the above theoretical total loading is expressed as:
Figure 27834DEST_PATH_IMAGE009
wherein the content of the first and second substances,
Figure 635533DEST_PATH_IMAGE010
represents the theoretical total loading of the material,
Figure 812437DEST_PATH_IMAGE011
is shown in the track traffic section
Figure 646839DEST_PATH_IMAGE001
Inner to the first
Figure 835375DEST_PATH_IMAGE004
And (5) planting the maximum sub-bearing capacity corresponding to the rail transit train.
After the current total passenger flow and the theoretical total load capacity are determined, the corresponding calculation formula of the current total load capacity is expressed as follows:
Figure 738608DEST_PATH_IMAGE012
Figure 278174DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 925056DEST_PATH_IMAGE001
The corresponding current total bearer rate.
S102, according to the current total bearing rate and the current total bearing rate in the track traffic interval
Figure 233678DEST_PATH_IMAGE001
And calculating the average residence time of passengers in the system to obtain the current total congestion coefficient.
In this step, the above calculation formula of the current total congestion coefficient is represented as:
Figure 42234DEST_PATH_IMAGE014
wherein the content of the first and second substances,
Figure 69096DEST_PATH_IMAGE015
is shown in the track traffic section
Figure 254089DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 417217DEST_PATH_IMAGE016
a correction factor representing the area occupied by the average person,
Figure 662254DEST_PATH_IMAGE017
is shown in the track traffic section
Figure 35466DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 899517DEST_PATH_IMAGE018
is shown in the track traffic section
Figure 307365DEST_PATH_IMAGE001
Standard person inThe utility model all occupy the area of the utility model,
Figure 598669DEST_PATH_IMAGE019
represents a correction factor for the average passenger residence time,
Figure 462107DEST_PATH_IMAGE020
which represents the average residence time of the passengers,
Figure 129849DEST_PATH_IMAGE021
representing the passenger average dwell time reference duration.
S103, acquiring the section of the rail transit
Figure 392203DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations and the number of the passengers arriving at the stations.
It should be noted that, in the present invention, in the track traffic section
Figure 854408DEST_PATH_IMAGE001
The types of the internal trains comprise three types, wherein the first type of rail transit train comprises a subway, a light rail and/or a tramcar; the second type of rail transit train comprises a city region railway, a suburban railway and/or a common speed railway; the third type of rail transit train includes inter-city railways and/or high-speed railways.
S104, constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
In this step, the objective function of the constructed total congestion coefficient is expressed as:
Figure 202213DEST_PATH_IMAGE022
wherein the content of the first and second substances,
Figure 142487DEST_PATH_IMAGE023
is shown in the track traffic section
Figure 259348DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 158034DEST_PATH_IMAGE024
is shown in the track traffic section
Figure 993135DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 737100DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 708467DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 637108DEST_PATH_IMAGE026
is shown in the track traffic section
Figure 834872DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 507161DEST_PATH_IMAGE027
is shown in the track traffic section
Figure 473980DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 576453DEST_PATH_IMAGE028
is shown in the track traffic section
Figure 995933DEST_PATH_IMAGE001
The maximum run time of the in-train.
It can be understood that the total congestion coefficient is obtained by inputting the number of the pre-loaded total passenger flow people and the total arriving passenger flow people, which are obtained in real time, into the objective function of the total congestion coefficient through the objective function of the total congestion coefficient to perform calculation iteration so as to obtain the total congestion coefficient after dynamic prediction, thereby providing theoretical prediction for actual traffic guidance.
The invention provides a method for calculating a congestion coefficient of a regional multi-standard rail traffic interval
Figure 471914DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 293239DEST_PATH_IMAGE001
Calculating the theoretical total bearing capacity of each type of train contained in the load-bearing capacity calculation system to obtain the current total bearing rate; then, the current total congestion coefficient is calculated according to the current total bearing rate, and then the current total congestion coefficient is acquired in the rail traffic interval
Figure 829263DEST_PATH_IMAGE001
And finally, constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and further performing calculation iteration on the objective function to obtain the dynamically predicted total congestion coefficient. The total congestion coefficient calculated by the method is obtained by dynamic calculation according to the actual traffic operation condition, and the traffic operation in a future period of time can be predicted, so that the application requirement of traffic scheduling guidance is met.
Example two:
referring to fig. 2, a second embodiment of the present invention provides a method for calculating a congestion coefficient of a regional multi-standard rail traffic interval, in order to better implement reasonable adjustment of trains in the regional multi-standard rail traffic interval, where the method includes:
s201, acquiring a track traffic interval
Figure 736039DEST_PATH_IMAGE001
The current of each trainAnd calculating the corresponding load weight value of each train according to each current sub passenger flow and the current total passenger flow.
Wherein, the first
Figure 484552DEST_PATH_IMAGE004
Type I
Figure 550597DEST_PATH_IMAGE006
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 132888DEST_PATH_IMAGE029
In the track traffic section
Figure 651594DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 79165DEST_PATH_IMAGE030
The maximum bearer weight value is expressed as
Figure 734137DEST_PATH_IMAGE031
。
Meanwhile, the overload ratio range corresponding to the current train is expressed as
Figure 487329DEST_PATH_IMAGE032
Wherein, in the step (A),
Figure 493331DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 990172DEST_PATH_IMAGE034
indicating the overload maximum.
S202, calculating to obtain an average bearing weight value according to each bearing weight value, and calculating to obtain a maximum weight difference value ratio according to the maximum bearing weight value and the average bearing weight value.
Maximum weight difference ratio
Figure 502580DEST_PATH_IMAGE035
Is shown as
Figure 285728DEST_PATH_IMAGE036
；
Scheduling traffic for each type of train includes scheduling between trains of the same type and scheduling between trains of different types.
And S203, when the current total bearing rate is judged to be greater than the preset total bearing rate threshold value and the maximum weight difference value ratio exceeds the overload load ratio range corresponding to the current train, scheduling and adjusting passenger flow transportation of various trains.
On one hand, the method for scheduling the trains of the same type comprises the following steps:
s2031a, and acquiring the traffic interval in the rail
Figure 654393DEST_PATH_IMAGE001
Inner first
Figure 813979DEST_PATH_IMAGE004
Of the first type
Figure 318909DEST_PATH_IMAGE006
Load weight values corresponding to trains of a train
Figure 272959DEST_PATH_IMAGE029
And calculate to obtain
Figure 128919DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 92196DEST_PATH_IMAGE037
。
S2031b, according to
Figure 310688DEST_PATH_IMAGE004
Of the first type
Figure 576584DEST_PATH_IMAGE006
Load weight value corresponding to train
Figure 778895DEST_PATH_IMAGE029
And a first
Figure 421229DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 759807DEST_PATH_IMAGE037
Is calculated to obtain
Figure 196604DEST_PATH_IMAGE006
First bearing weight difference value corresponding to train of train
Figure 900860DEST_PATH_IMAGE038
。
S2031c, and calculating the first bearing weight difference
Figure 81306DEST_PATH_IMAGE038
And in the track traffic interval
Figure 539969DEST_PATH_IMAGE001
Inner to the first
Figure 6722DEST_PATH_IMAGE004
Current sub passenger flow corresponding to rail transit train
Figure 58992DEST_PATH_IMAGE007
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 902183DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 356298DEST_PATH_IMAGE039
And carrying out scheduling.
In another aspect, a method of scheduling between different types of trains includes the steps of:
s2032a, determining the track traffic interval
Figure 259532DEST_PATH_IMAGE001
Inner first
Figure 799098DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 180401DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 489022DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 563157DEST_PATH_IMAGE041
。
S2032b according to the track traffic interval
Figure 183495DEST_PATH_IMAGE001
Inner first
Figure 509434DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 800125DEST_PATH_IMAGE040
And the track traffic interval
Figure 920528DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 293741DEST_PATH_IMAGE030
Is calculated to obtain
Figure 157791DEST_PATH_IMAGE004
Second bearing weight difference value corresponding to all types of trains
Figure 300060DEST_PATH_IMAGE042
。
S2032c, according to the second bearing weight difference value
Figure 715998DEST_PATH_IMAGE042
The current total passenger flow volume
Figure 451872DEST_PATH_IMAGE003
And in the track traffic zone
Figure 244248DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 116389DEST_PATH_IMAGE044
Calculating to obtain the second difference passenger flow dispatching number
Figure 703228DEST_PATH_IMAGE045
And dispatching the number of people according to the second difference passenger flow
Figure 926399DEST_PATH_IMAGE045
And carrying out scheduling.
In this embodiment, the second difference passenger flow dispatching number is
Figure 256886DEST_PATH_IMAGE045
The expression of (a) is:
Figure 249113DEST_PATH_IMAGE046
wherein the content of the first and second substances,
Figure 272433DEST_PATH_IMAGE047
is shown in the track traffic section
Figure 717321DEST_PATH_IMAGE001
Inner part
Figure 588849DEST_PATH_IMAGE004
A difference in speciesThe difference in fare between individual station blocks when transfers are made between trains of the type,
Figure 825795DEST_PATH_IMAGE048
is shown in the track traffic section
Figure 629803DEST_PATH_IMAGE001
Inner part
Figure 952200DEST_PATH_IMAGE004
The number of station sections corresponding to the transfer of different types of trains, the types of rail transit trains comprise three types,
Figure 499856DEST_PATH_IMAGE049
representing a transfer from a first type of rail transit train to a second type of rail transit train,
Figure 325730DEST_PATH_IMAGE050
representing a transfer from a second type of rail transit train to a third type of rail transit train,
Figure 300639DEST_PATH_IMAGE051
representing a transfer from a third type of rail transit train to a first type of rail transit train.
Wherein, in the present embodiment, the first type of rail transit train includes a subway, a light rail, and/or a tram; the second type of rail transit train comprises a city region railway, a suburban railway and/or a common speed railway; the third type of rail transit train includes inter-city railways and/or high-speed railways.
It can be understood that the method provided by the second embodiment of the present invention can better realize the reasonable adjustment of trains in the regional multi-standard rail transit interval, thereby better alleviating the congestion problem.
Example three:
referring to fig. 3, a third embodiment of the present invention provides a system for calculating a congestion coefficient of an area multi-standard rail transit section, wherein the system includes:
a first computing module to:
obtaining track traffic intervals
Figure 110332DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 461679DEST_PATH_IMAGE001
Calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system;
a second calculation module to:
according to the current total bearing rate and in the track traffic interval
Figure 407638DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
an information acquisition module to:
obtaining in a track traffic zone
Figure 819028DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
a dynamic prediction module to:
and constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
It should be understood that portions of the present invention may be implemented in hardware, software, firmware, or a combination thereof. In the above embodiments, the various steps or methods may be implemented in software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware, as in another embodiment, any one or combination of the following techniques, which are known in the art, may be used: a discrete logic circuit having a logic gate circuit for implementing a logic function on a data signal, an application specific integrated circuit having an appropriate combinational logic gate circuit, a Programmable Gate Array (PGA), a Field Programmable Gate Array (FPGA), or the like.
In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean 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 invention. In this specification, the schematic representations of the terms used above do not necessarily 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.
The above-mentioned embodiments only express several embodiments of the present invention, and the description thereof is more specific and detailed, but not construed as limiting the scope of the present invention. It should be noted that, for a person skilled in the art, several variations and modifications can be made without departing from the inventive concept, which falls within the scope of the present invention. Therefore, the protection scope of the present patent shall be subject to the appended claims.

Claims (10)

1. A method for calculating a congestion coefficient of an area multi-standard rail transit section is characterized by comprising the following steps:
step one, acquiring a track traffic interval
Figure 798062DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 143592DEST_PATH_IMAGE001
Calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system;
step two, according to the aboveCurrent total bearing rate and in the track traffic area
Figure 497213DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
step three, acquiring the area in the rail transit
Figure 295405DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
and fourthly, constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
2. The method as claimed in claim 1, wherein in the step one, the current total passenger flow is expressed as:
Figure 291043DEST_PATH_IMAGE002
wherein the content of the first and second substances,
Figure 491080DEST_PATH_IMAGE003
for the purpose of the current total passenger flow,
Figure 15602DEST_PATH_IMAGE004
indicates the type category of the rail transit train,
Figure 301090DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 834840DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 892313DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 118895DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 891679DEST_PATH_IMAGE001
Train numbers of rail transit trains of specific types,
Figure 697961DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 872590DEST_PATH_IMAGE001
Inner to the first
Figure 4494DEST_PATH_IMAGE004
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 264574DEST_PATH_IMAGE008
。
3. the method as claimed in claim 2, wherein in the step one, the theoretical total capacity is expressed as:
Figure 874547DEST_PATH_IMAGE009
wherein the content of the first and second substances,
Figure 903683DEST_PATH_IMAGE010
represents the theoretical total loading of the material,
Figure 472068DEST_PATH_IMAGE011
is shown in the track traffic section
Figure 953865DEST_PATH_IMAGE001
Inner to the first
Figure 367528DEST_PATH_IMAGE004
Planting the maximum sub-bearing capacity corresponding to the rail transit train;
the current total bearer rate is expressed as:
Figure 516750DEST_PATH_IMAGE012
Figure 990457DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 962479DEST_PATH_IMAGE001
The corresponding current total bearer rate.
4. The method as claimed in claim 3, wherein in the step two, the current overall congestion coefficient is represented as:
Figure 914255DEST_PATH_IMAGE014
wherein the content of the first and second substances,
Figure 183562DEST_PATH_IMAGE015
is shown in the track traffic section
Figure 828170DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 284559DEST_PATH_IMAGE016
a correction factor representing the area occupied by the average person,
Figure 40026DEST_PATH_IMAGE017
is shown in the track traffic section
Figure 898260DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 713770DEST_PATH_IMAGE018
is shown in the track traffic section
Figure 657455DEST_PATH_IMAGE001
The standard people in the house all occupy the area,
Figure 216612DEST_PATH_IMAGE019
represents a correction factor for the average passenger residence time,
Figure 194932DEST_PATH_IMAGE020
which represents the average residence time of the passengers,
Figure 915764DEST_PATH_IMAGE021
representing the passenger average dwell time reference duration.
5. The method as claimed in claim 4, wherein in the fourth step, the objective function of the overall congestion coefficient is represented as:
Figure 346745DEST_PATH_IMAGE022
wherein the content of the first and second substances,
Figure 444014DEST_PATH_IMAGE023
is shown in the track traffic section
Figure 276841DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 425364DEST_PATH_IMAGE024
is shown in the track traffic section
Figure 343641DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 244601DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 666355DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 260147DEST_PATH_IMAGE026
is shown in the track traffic section
Figure 400142DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 104793DEST_PATH_IMAGE027
is shown in the track traffic section
Figure 646632DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 411326DEST_PATH_IMAGE028
is shown in the track traffic section
Figure 38616DEST_PATH_IMAGE001
The maximum run time of the in-train.
6. The method as claimed in claim 5, wherein the method further comprises:
obtaining track traffic intervals
Figure 546958DEST_PATH_IMAGE001
Calculating the corresponding load weight value of each train according to the current sub passenger flow and the current total passenger flow;
calculating to obtain an average load weight value according to each load weight value, and calculating to obtain a maximum weight difference value ratio according to the maximum load weight value and the average load weight value;
and when the current total bearing rate is judged to be larger than the preset total bearing rate threshold value and the maximum weight difference value ratio exceeds the overload load ratio range corresponding to the current train, scheduling and adjusting passenger flow transportation of various types of trains.
7. The method as claimed in claim 6, wherein the first step is to calculate the congestion coefficient of the regional multi-standard rail transit section
Figure 943304DEST_PATH_IMAGE004
Type I
Figure 613320DEST_PATH_IMAGE006
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 727907DEST_PATH_IMAGE029
In the track traffic section
Figure 777290DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 293722DEST_PATH_IMAGE030
The maximum bearer weight value is expressed as
Figure 134639DEST_PATH_IMAGE031
The overload ratio range corresponding to the current train is expressed as
Figure 2101DEST_PATH_IMAGE032
Wherein, in the step (A),
Figure 586666DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 223184DEST_PATH_IMAGE034
represents the maximum value of the overload load;
maximum weight difference ratio
Figure 235002DEST_PATH_IMAGE035
Is shown as
Figure 324181DEST_PATH_IMAGE036
；
Scheduling traffic for each type of train includes scheduling between trains of the same type and scheduling between trains of different types.
8. The method for calculating the congestion coefficient of the regional multi-standard rail transit section according to claim 7, wherein the method for scheduling the trains of the same type comprises the following steps:
obtaining in a track traffic zone
Figure 712437DEST_PATH_IMAGE001
Inner first
Figure 203461DEST_PATH_IMAGE004
In type (II)First, the
Figure 386181DEST_PATH_IMAGE006
Load weight values corresponding to trains of a train
Figure 962655DEST_PATH_IMAGE029
And calculate to obtain
Figure 889023DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 971904DEST_PATH_IMAGE037
；
According to the first
Figure 856684DEST_PATH_IMAGE004
Of the first type
Figure 654875DEST_PATH_IMAGE006
Load weight value corresponding to train
Figure 384934DEST_PATH_IMAGE029
And a first
Figure 319392DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 375073DEST_PATH_IMAGE037
Is calculated to obtain
Figure 660560DEST_PATH_IMAGE006
First bearing weight difference value corresponding to train of train
Figure 928731DEST_PATH_IMAGE038
；
The first bearing weight difference value is obtained
Figure 983274DEST_PATH_IMAGE038
And in the track traffic interval
Figure 944277DEST_PATH_IMAGE001
Inner to the first
Figure 451482DEST_PATH_IMAGE004
Current sub passenger flow corresponding to rail transit train
Figure 788922DEST_PATH_IMAGE007
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 963552DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 829877DEST_PATH_IMAGE039
And carrying out scheduling.
9. The method for calculating the congestion coefficient of the regional multi-standard rail transit section according to claim 7, wherein the method for scheduling between different types of trains comprises the following steps:
determining in a track traffic zone
Figure 89957DEST_PATH_IMAGE001
Inner first
Figure 968438DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 997574DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 34800DEST_PATH_IMAGE001
All classes inAverage load weight value corresponding to all trains
Figure 782177DEST_PATH_IMAGE041
；
According to the track traffic interval
Figure 195840DEST_PATH_IMAGE001
Inner first
Figure 345062DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 818769DEST_PATH_IMAGE040
And the track traffic interval
Figure 787862DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 739637DEST_PATH_IMAGE041
Is calculated to obtain
Figure 743365DEST_PATH_IMAGE004
Second bearing weight difference value corresponding to all types of trains
Figure 387973DEST_PATH_IMAGE042
；
According to the second bearing weight difference value
Figure 844362DEST_PATH_IMAGE042
The current total passenger flow volume
Figure 599829DEST_PATH_IMAGE003
And in the track traffic zone
Figure 458063DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 553800DEST_PATH_IMAGE043
Calculating to obtain the second difference passenger flow dispatching number
Figure 497485DEST_PATH_IMAGE044
And dispatching the number of people according to the second difference passenger flow
Figure 56643DEST_PATH_IMAGE044
Scheduling is carried out;
wherein the second difference passenger flow dispatches the number of people
Figure 769384DEST_PATH_IMAGE044
The expression of (a) is:
Figure 755794DEST_PATH_IMAGE045
wherein the content of the first and second substances,
Figure 452355DEST_PATH_IMAGE046
is shown in the track traffic section
Figure 549624DEST_PATH_IMAGE001
Inner part
Figure 116872DEST_PATH_IMAGE004
When different types of trains are transferred, the fare difference between single station intervals,
Figure 539763DEST_PATH_IMAGE047
is shown in the track traffic section
Figure 458040DEST_PATH_IMAGE001
Inner part
Figure 359000DEST_PATH_IMAGE004
The number of station sections corresponding to the change of trains of different types, the types of rail transit trains comprise three types,
Figure 46333DEST_PATH_IMAGE048
representing a transfer from a first type of rail transit train to a second type of rail transit train,
Figure 640126DEST_PATH_IMAGE049
representing a transfer from a second type of rail transit train to a third type of rail transit train,
Figure 783050DEST_PATH_IMAGE050
representing a transfer from a third type of rail transit train to a first type of rail transit train;
wherein the first type of rail transit train comprises a subway, a light rail and/or a tram;
the second type of rail transit train comprises a city region railway, a suburban railway and/or a common speed railway;
the third type of rail transit train includes inter-city railways and/or high-speed railways.
10. A system for calculating a congestion coefficient of a regional multi-standard rail transit section is characterized by comprising:
a first computing module to:
obtaining track traffic intervals
Figure 487700DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 295119DEST_PATH_IMAGE001
Calculating the current total bearing rate according to the current total passenger flow and the theoretical total bearing capacity of each type of train contained in the system;
a second calculation module to:
according to the current total bearing rate and in the track traffic interval
Figure 794234DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
an information acquisition module to:
obtaining in a track traffic zone
Figure 421524DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
a dynamic prediction module to:
and constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the pre-loaded total passenger flow number and the total arriving passenger flow number into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient.
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