CN114266010B - 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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CN114266010B
CN114266010B CN202210191952.0A CN202210191952A CN114266010B CN 114266010 B CN114266010 B CN 114266010B CN 202210191952 A CN202210191952 A CN 202210191952A CN 114266010 B CN114266010 B CN 114266010B
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track traffic
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passenger flow
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CN114266010A (en
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谢子若
郭诗颍
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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; and constructing an objective function of the total congestion coefficient according to the current 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 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 crowded situation of traffic is always the focus of attention of people, and will directly influence the experience of passengers in trip. Therefore, the track traffic congestion coefficient needs to be reasonably calculated.
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 14104DEST_PATH_IMAGE001
Current total passenger flow in, and track traffic section
Figure 672619DEST_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 41283DEST_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 325503DEST_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 number of the pre-loaded total passenger flows and the number of the total arriving passenger flows into the objective function of the total congestion coefficient for calculation iteration so as 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 830434DEST_PATH_IMAGE001
Current total passenger flow in, and track traffic section
Figure 925429DEST_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 781389DEST_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.
The method for calculating the congestion coefficient of the regional multi-standard rail transit section comprises the following steps of:
Figure 836676DEST_PATH_IMAGE002
wherein,
Figure 461693DEST_PATH_IMAGE003
for the purpose of the current total passenger flow,
Figure 727589DEST_PATH_IMAGE004
indicates the type category of the rail transit train,
Figure 805266DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 696868DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 176391DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 613188DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 178162DEST_PATH_IMAGE001
Train numbers of rail transit trains of specific types,
Figure 843761DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 443369DEST_PATH_IMAGE001
Inner to the first
Figure 785489DEST_PATH_IMAGE004
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 87026DEST_PATH_IMAGE008
。
the method for calculating the congestion coefficient of the regional multi-standard rail traffic section comprises the following steps of:
Figure 805583DEST_PATH_IMAGE009
wherein,
Figure 259699DEST_PATH_IMAGE010
represents the theoretical total load capacity and is,
Figure 38299DEST_PATH_IMAGE011
is shown in the track traffic section
Figure 343245DEST_PATH_IMAGE001
Inner to the first
Figure 865494DEST_PATH_IMAGE004
Planting the maximum sub-bearing capacity corresponding to the rail transit train;
the current total bearer rate is expressed as:
Figure 908536DEST_PATH_IMAGE012
Figure 858037DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 868588DEST_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 194527DEST_PATH_IMAGE014
wherein,
Figure 357655DEST_PATH_IMAGE015
is shown in the track traffic section
Figure 478058DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 742948DEST_PATH_IMAGE016
a correction factor representing the area occupied by the human average,
Figure 606999DEST_PATH_IMAGE017
is shown in the track traffic section
Figure 624633DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 181517DEST_PATH_IMAGE018
is shown in the track traffic section
Figure 166659DEST_PATH_IMAGE001
The standard people in the house all occupy the area,
Figure 303242DEST_PATH_IMAGE019
represents a correction factor for the average passenger residence time,
Figure 440962DEST_PATH_IMAGE020
which represents the average residence time of the passengers,
Figure 916550DEST_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 874142DEST_PATH_IMAGE022
wherein,
Figure 345574DEST_PATH_IMAGE023
is shown in the track traffic section
Figure 337801DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 220175DEST_PATH_IMAGE024
is shown in the track traffic section
Figure 930642DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 674607DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 521341DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 341660DEST_PATH_IMAGE026
is shown in the track traffic section
Figure 273844DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 87079DEST_PATH_IMAGE027
is shown in the track traffic section
Figure 53898DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 278075DEST_PATH_IMAGE028
indicated in the track traffic zone
Figure 697555DEST_PATH_IMAGE001
The maximum run time of the train in the bay.
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 48902DEST_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 623890DEST_PATH_IMAGE004
Type I
Figure 769700DEST_PATH_IMAGE006
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 676476DEST_PATH_IMAGE029
In the track traffic section
Figure 831514DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 756614DEST_PATH_IMAGE030
The maximum bearer weight value is expressed as
Figure 338905DEST_PATH_IMAGE031
Overload of current trainThe load ratio range is expressed as
Figure 732977DEST_PATH_IMAGE032
Wherein
Figure 426126DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 972777DEST_PATH_IMAGE034
represents the maximum value of the overload load;
maximum weight difference ratio
Figure 725969DEST_PATH_IMAGE035
Is shown as
Figure 341758DEST_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 573019DEST_PATH_IMAGE001
Inner first
Figure 472711DEST_PATH_IMAGE004
Of the first type
Figure 396805DEST_PATH_IMAGE006
Load weight values corresponding to trains of a train
Figure 765469DEST_PATH_IMAGE029
And calculate to obtain
Figure 800421DEST_PATH_IMAGE004
Average bearing weight corresponding to all trains of typeValue of
Figure 787575DEST_PATH_IMAGE037
；
According to the first
Figure 882570DEST_PATH_IMAGE004
Of the first type
Figure 472952DEST_PATH_IMAGE006
Load weight value corresponding to train
Figure 560862DEST_PATH_IMAGE029
And a first
Figure 185879DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 186196DEST_PATH_IMAGE037
Calculating to obtain the first
Figure 263873DEST_PATH_IMAGE006
First bearing weight difference value corresponding to train of train
Figure 391360DEST_PATH_IMAGE038
；
The first bearing weight difference value is obtained
Figure 870883DEST_PATH_IMAGE038
And in the track traffic interval
Figure 307681DEST_PATH_IMAGE001
Inner to the first
Figure 872654DEST_PATH_IMAGE004
Current sub passenger flow corresponding to rail transit train
Figure 302367DEST_PATH_IMAGE007
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 901976DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 509675DEST_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 772729DEST_PATH_IMAGE001
Inner first
Figure 756866DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 210981DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 989581DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 512835DEST_PATH_IMAGE030
；
According to the track traffic interval
Figure 35084DEST_PATH_IMAGE001
Inner first
Figure 78126DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 27627DEST_PATH_IMAGE040
And the track traffic interval
Figure 805222DEST_PATH_IMAGE001
All classes inAverage load weight value corresponding to all trains
Figure 865582DEST_PATH_IMAGE030
Is calculated to obtain
Figure 294289DEST_PATH_IMAGE004
Second bearing weight difference value corresponding to all types of trains
Figure 414692DEST_PATH_IMAGE041
；
According to the second bearing weight difference value
Figure 912538DEST_PATH_IMAGE041
The current total passenger flow volume
Figure 776589DEST_PATH_IMAGE042
And in the track traffic zone
Figure 59802DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 833330DEST_PATH_IMAGE043
Calculating to obtain the second difference passenger flow dispatching number
Figure 569205DEST_PATH_IMAGE044
And dispatching the number of people according to the second difference passenger flow
Figure 236947DEST_PATH_IMAGE044
Scheduling is carried out;
wherein the second difference passenger flow dispatches the number of people
Figure 374667DEST_PATH_IMAGE044
The expression of (c) is:
Figure 86140DEST_PATH_IMAGE045
wherein,
Figure 309311DEST_PATH_IMAGE046
shown in the track traffic section
Figure 780743DEST_PATH_IMAGE001
Inner part
Figure 772970DEST_PATH_IMAGE004
When different types of trains are transferred, the fare difference between single station intervals,
Figure 156809DEST_PATH_IMAGE047
is shown in the track traffic section
Figure 867276DEST_PATH_IMAGE001
Inner part
Figure 611241DEST_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 457975DEST_PATH_IMAGE004
when the value is 1, the transfer from the first type rail transit train to the second type rail transit train is represented,
Figure 776829DEST_PATH_IMAGE004
when the value is 2, the second type rail transit train is transferred to the third type rail transit train,
Figure 709013DEST_PATH_IMAGE004
when the value is 3, the third type rail transit train is transferred to the first type 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 522249DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 223488DEST_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 952060DEST_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 371540DEST_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 722887DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 793480DEST_PATH_IMAGE001
The train of each type contained in itAnd calculating the total theoretical load capacity to obtain the total current load rate according to the total current passenger flow and the total theoretical load capacity.
In this step, the current total passenger flow is represented as:
Figure 204869DEST_PATH_IMAGE002
wherein,
Figure 111646DEST_PATH_IMAGE003
which is indicative of the current total passenger flow,
Figure 1104DEST_PATH_IMAGE004
indicates the type category of the rail transit train,
Figure 427669DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 9960DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 404032DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 97181DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 142367DEST_PATH_IMAGE001
Train numbers of rail transit trains of specific types,
Figure 629980DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 511348DEST_PATH_IMAGE001
Inner first
Figure 8188DEST_PATH_IMAGE004
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 140836DEST_PATH_IMAGE008
。
further, the above theoretical total loading is expressed as:
Figure 64930DEST_PATH_IMAGE009
wherein,
Figure 168015DEST_PATH_IMAGE010
represents the theoretical total loading of the material,
Figure 452235DEST_PATH_IMAGE011
is shown in the track traffic section
Figure 222745DEST_PATH_IMAGE001
Inner to the first
Figure 52160DEST_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 642542DEST_PATH_IMAGE012
Figure 966338DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 591354DEST_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 857251DEST_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 184196DEST_PATH_IMAGE014
wherein,
Figure 560950DEST_PATH_IMAGE015
is shown in the track traffic section
Figure 774894DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 211691DEST_PATH_IMAGE016
a correction factor representing the area occupied by the human average,
Figure 542046DEST_PATH_IMAGE017
is shown in the track traffic section
Figure 722492DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 56521DEST_PATH_IMAGE018
is shown in the track traffic section
Figure 664220DEST_PATH_IMAGE001
The standard people in the house all occupy the area,
Figure 965757DEST_PATH_IMAGE019
represents a correction factor for the average passenger residence time,
Figure 949893DEST_PATH_IMAGE020
which represents the average residence time of the passengers,
Figure 872850DEST_PATH_IMAGE021
representing the passenger average dwell time reference duration.
S103, acquiring the section of the rail transit
Figure 402183DEST_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 941748DEST_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 463997DEST_PATH_IMAGE022
wherein,
Figure 772618DEST_PATH_IMAGE023
is shown in the track traffic section
Figure 971387DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 998249DEST_PATH_IMAGE024
on-track trafficInterval(s)
Figure 58609DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 221737DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 89943DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 338521DEST_PATH_IMAGE026
is shown in the track traffic section
Figure 202572DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 485786DEST_PATH_IMAGE027
is shown in the track traffic section
Figure 26358DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 496653DEST_PATH_IMAGE028
shown in the track traffic section
Figure 164395DEST_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 52848DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 515053DEST_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 472645DEST_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 678498DEST_PATH_IMAGE001
And calculating the corresponding load weight value of each train according to the current sub passenger flow and the current total passenger flow.
Wherein, the first
Figure 919992DEST_PATH_IMAGE004
Type I
Figure 818678DEST_PATH_IMAGE006
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 529145DEST_PATH_IMAGE029
In the track traffic area
Figure 273110DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 139085DEST_PATH_IMAGE048
The maximum bearer weight value is expressed as
Figure 943093DEST_PATH_IMAGE031
。
Meanwhile, the overload duty ratio range corresponding to the current train is expressed as
Figure 140856DEST_PATH_IMAGE032
Wherein
Figure 688512DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 904599DEST_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 879508DEST_PATH_IMAGE035
Is shown as
Figure 298988DEST_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 401067DEST_PATH_IMAGE001
Inner first
Figure 222393DEST_PATH_IMAGE004
Of the first type
Figure 633783DEST_PATH_IMAGE006
Load weight values corresponding to trains of a train
Figure 274979DEST_PATH_IMAGE029
And calculate to obtain the first
Figure 413706DEST_PATH_IMAGE004
Average load weight values corresponding to all trains of type
Figure 355117DEST_PATH_IMAGE037
。
S2031b, according to
Figure 937408DEST_PATH_IMAGE004
Of the first type
Figure 331480DEST_PATH_IMAGE006
Load weight value corresponding to train
Figure 772432DEST_PATH_IMAGE029
And a first
Figure 37192DEST_PATH_IMAGE004
Flat for all trains of typeAll bear weight value
Figure 790384DEST_PATH_IMAGE037
Is calculated to obtain
Figure 921020DEST_PATH_IMAGE006
First bearing weight difference value corresponding to train of train
Figure 417860DEST_PATH_IMAGE038
。
S2031c, and calculating the first bearing weight difference
Figure 802705DEST_PATH_IMAGE038
And in the track traffic interval
Figure 461220DEST_PATH_IMAGE001
Inner to the first
Figure 580617DEST_PATH_IMAGE004
Current sub passenger flow corresponding to rail transit train
Figure 615569DEST_PATH_IMAGE007
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 386079DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 215494DEST_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 320722DEST_PATH_IMAGE001
Inner first
Figure 159365DEST_PATH_IMAGE004
All trains of the type correspond toLoad weight value of
Figure 518803DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 784699DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 338740DEST_PATH_IMAGE048
。
S2032b according to the track traffic interval
Figure 981074DEST_PATH_IMAGE001
Inner first
Figure 460597DEST_PATH_IMAGE004
Bearing weight value corresponding to all trains of type
Figure 146662DEST_PATH_IMAGE040
And the track traffic interval
Figure 711636DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 892081DEST_PATH_IMAGE048
Is calculated to obtain
Figure 960532DEST_PATH_IMAGE004
Second bearing weight difference value corresponding to all types of trains
Figure 584542DEST_PATH_IMAGE041
。
S2032c, according to the second bearing weight difference value
Figure 371233DEST_PATH_IMAGE041
The current total passenger flow volume
Figure 89790DEST_PATH_IMAGE003
And in the track traffic zone
Figure 543905DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 571773DEST_PATH_IMAGE043
Calculating to obtain the second difference passenger flow dispatching number
Figure 111338DEST_PATH_IMAGE044
And dispatching the number of people according to the second difference passenger flow
Figure 633587DEST_PATH_IMAGE044
And carrying out scheduling.
In this embodiment, the second difference passenger flow dispatching number is
Figure 942208DEST_PATH_IMAGE044
The expression of (c) is:
Figure 373933DEST_PATH_IMAGE045
wherein,
Figure 135216DEST_PATH_IMAGE046
is shown in the track traffic section
Figure 461155DEST_PATH_IMAGE001
Inner part
Figure 873551DEST_PATH_IMAGE004
When different types of trains are transferred, the fare difference between single station intervals,
Figure 993953DEST_PATH_IMAGE047
is shown in the track traffic section
Figure 242532DEST_PATH_IMAGE001
Inner part
Figure 106583DEST_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 874950DEST_PATH_IMAGE004
when the value is 1, the first type rail transit train is transferred to the second type rail transit train,
Figure 431833DEST_PATH_IMAGE004
when the value is 2, the second type rail transit train is transferred to the third type rail transit train,
Figure 902129DEST_PATH_IMAGE004
and when the value is 3, the third type rail transit train is transferred to the first type 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 835450DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 691279DEST_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 684643DEST_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 642235DEST_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 technologies, which are well 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 should be subject to the appended claims.

Claims (9)

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 441403DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 952018DEST_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 200597DEST_PATH_IMAGE001
Calculating the average residence time of passengers to obtain the current total congestion coefficient;
step threeAnd acquiring the data in the track traffic section
Figure 923702DEST_PATH_IMAGE001
Pre-loading the total passenger flow number and the total arrival passenger flow number of each type of train at all stations;
step four, constructing an objective function of the total congestion coefficient according to the current total congestion coefficient, and inputting the number of the pre-loaded total passenger flow people and the number of the total arriving passenger flow people into the objective function of the total congestion coefficient for calculation iteration to obtain the dynamically predicted total congestion coefficient;
the constructed objective function of the total congestion coefficient is represented as:
Figure 206916DEST_PATH_IMAGE002
wherein,
Figure 124319DEST_PATH_IMAGE003
is shown in the track traffic section
Figure 860194DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 652569DEST_PATH_IMAGE004
is shown in the track traffic section
Figure 790290DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 377129DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 600300DEST_PATH_IMAGE001
The total number of passengers arriving at all stations for each type of train in the train,
Figure 665208DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 274744DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 173430DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 8531DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 752496DEST_PATH_IMAGE008
is shown in the track traffic section
Figure 989442DEST_PATH_IMAGE001
The maximum run time of the in-train.
2. The method as claimed in claim 1, wherein in the step one, the current total passenger flow is expressed as:
Figure 793450DEST_PATH_IMAGE009
wherein,
Figure 850268DEST_PATH_IMAGE010
for the purpose of the current total passenger flow,
Figure 397924DEST_PATH_IMAGE011
indicates the type category of the rail transit train,
Figure 990841DEST_PATH_IMAGE001
the serial number of the track traffic interval is shown,
Figure 231330DEST_PATH_IMAGE012
is shown in the track traffic section
Figure 775444DEST_PATH_IMAGE001
The total number of trains corresponding to the rail transit trains of the specific type,
Figure 126791DEST_PATH_IMAGE013
is shown in the track traffic section
Figure 72750DEST_PATH_IMAGE001
Train numbers of rail transit trains of specific types,
Figure 343194DEST_PATH_IMAGE014
is shown in the track traffic section
Figure 249970DEST_PATH_IMAGE001
Inner to the first
Figure 762598DEST_PATH_IMAGE011
The current sub passenger flow corresponding to the rail transit train is planted,
Figure 704009DEST_PATH_IMAGE015
。
3. the method as claimed in claim 2, wherein in the step one, the theoretical total capacity is expressed as:
Figure 145355DEST_PATH_IMAGE016
wherein,
Figure 539427DEST_PATH_IMAGE017
represents the theoretical total loading of the material,
Figure 357210DEST_PATH_IMAGE018
shown in the track traffic section
Figure 887549DEST_PATH_IMAGE001
Inner to the first
Figure 765375DEST_PATH_IMAGE011
Planting the maximum sub-bearing capacity corresponding to the rail transit train;
the current total bearer rate is expressed as:
Figure 646743DEST_PATH_IMAGE019
Figure 769682DEST_PATH_IMAGE020
is shown in the track traffic section
Figure 420106DEST_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 937675DEST_PATH_IMAGE021
wherein,
Figure 430974DEST_PATH_IMAGE022
indicating on-trackRoad traffic section
Figure 465926DEST_PATH_IMAGE001
The current overall congestion factor in the current congestion level,
Figure 361069DEST_PATH_IMAGE023
a correction factor representing the area occupied by the average person,
Figure 190485DEST_PATH_IMAGE024
is shown in the track traffic section
Figure 675474DEST_PATH_IMAGE001
The current passengers in the house all occupy the area,
Figure 514117DEST_PATH_IMAGE025
is shown in the track traffic section
Figure 998188DEST_PATH_IMAGE001
The standard people in the house all occupy the area,
Figure 264084DEST_PATH_IMAGE026
a correction factor representing the average passenger residence time,
Figure 200816DEST_PATH_IMAGE027
which represents the average residence time of the passengers,
Figure 843150DEST_PATH_IMAGE028
representing the passenger average dwell time reference duration.
5. The method for calculating the congestion coefficient of the regional multi-standard rail transit section according to claim 1, further comprising:
obtaining track traffic intervals
Figure 181728DEST_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.
6. The method as claimed in claim 5, wherein the first step is to calculate the congestion coefficient of the regional multi-standard rail transit section
Figure 244624DEST_PATH_IMAGE011
Type I
Figure 809597DEST_PATH_IMAGE013
The corresponding bearing weight value of the rail transit train of the train is expressed as
Figure 114677DEST_PATH_IMAGE029
In the track traffic section
Figure 183127DEST_PATH_IMAGE001
The average bearing weight value of all trains in the train is expressed as
Figure 649880DEST_PATH_IMAGE030
The maximum bearer weight value is expressed as
Figure 826784DEST_PATH_IMAGE031
The overload ratio range corresponding to the current train is expressed as
Figure 545341DEST_PATH_IMAGE032
Wherein
Figure 622625DEST_PATH_IMAGE033
which is indicative of an overload threshold value,
Figure 135646DEST_PATH_IMAGE034
represents the maximum value of the overload load;
maximum weight difference ratio
Figure 799846DEST_PATH_IMAGE035
Is shown as
Figure 322094DEST_PATH_IMAGE036
；
Scheduling traffic for each type of train includes scheduling between trains of the same type and scheduling between trains of different types.
7. The method for calculating the congestion coefficient of the regional multi-standard rail transit section according to claim 6, wherein the method for scheduling the trains of the same type comprises the following steps:
obtaining in a track traffic zone
Figure 755349DEST_PATH_IMAGE001
Inner first
Figure 704851DEST_PATH_IMAGE011
Of the first type
Figure 590767DEST_PATH_IMAGE013
Load weight values corresponding to trains of a train
Figure 916706DEST_PATH_IMAGE029
And calculate to obtain
Figure 705933DEST_PATH_IMAGE011
Average load weight values corresponding to all trains of type
Figure 685390DEST_PATH_IMAGE037
；
According to the first
Figure 199548DEST_PATH_IMAGE011
Of the first type
Figure 188233DEST_PATH_IMAGE013
Load weight value corresponding to train
Figure 205867DEST_PATH_IMAGE029
And a first
Figure 887384DEST_PATH_IMAGE011
Average load weight values corresponding to all trains of type
Figure 623259DEST_PATH_IMAGE037
Calculating to obtain the first
Figure 666169DEST_PATH_IMAGE013
First bearing weight difference value corresponding to train of train
Figure 538310DEST_PATH_IMAGE038
；
The first bearing weight difference value is obtained
Figure 390728DEST_PATH_IMAGE038
And in the track traffic interval
Figure 613899DEST_PATH_IMAGE001
Inner first
Figure 944386DEST_PATH_IMAGE011
Corresponding to rail transit trainCurrent sub passenger flow
Figure 936613DEST_PATH_IMAGE014
Multiplying to obtain a corresponding first difference passenger flow dispatching number
Figure 694353DEST_PATH_IMAGE039
And dispatching the number of people according to the first difference passenger flow
Figure 765340DEST_PATH_IMAGE039
And carrying out scheduling.
8. The method for calculating the congestion coefficient of the regional multi-standard rail transit section according to claim 6, wherein the method for scheduling between different types of trains comprises the following steps:
determining in a track traffic zone
Figure 774884DEST_PATH_IMAGE001
Inner first
Figure 11831DEST_PATH_IMAGE011
Bearing weight value corresponding to all trains of type
Figure 815838DEST_PATH_IMAGE040
And calculating to obtain the track traffic interval
Figure 138235DEST_PATH_IMAGE001
Average load weight value corresponding to all trains of all types
Figure 685891DEST_PATH_IMAGE030
；
According to the track traffic interval
Figure 777344DEST_PATH_IMAGE001
Inner first
Figure 752253DEST_PATH_IMAGE011
Bearing weight value corresponding to all trains of type
Figure 794902DEST_PATH_IMAGE040
And the track traffic interval
Figure 146249DEST_PATH_IMAGE001
Average load weight value corresponding to all trains in all types
Figure 92209DEST_PATH_IMAGE030
Is calculated to obtain
Figure 503598DEST_PATH_IMAGE011
Second bearing weight difference value corresponding to all types of trains
Figure 535008DEST_PATH_IMAGE041
；
According to the second bearing weight difference value
Figure 283521DEST_PATH_IMAGE041
The current total passenger flow volume
Figure 224933DEST_PATH_IMAGE010
And in the track traffic zone
Figure 167743DEST_PATH_IMAGE001
Internally scheduled generated fare subsidy budget amount
Figure 561815DEST_PATH_IMAGE042
Calculating to obtain the second difference passenger flow dispatching number
Figure 379599DEST_PATH_IMAGE043
And dispatching the number of people according to the second difference passenger flow
Figure 175516DEST_PATH_IMAGE043
Scheduling is carried out;
wherein the second deficit passenger flow dispatcher population
Figure 53342DEST_PATH_IMAGE043
The expression of (a) is:
Figure 669132DEST_PATH_IMAGE044
wherein,
Figure 25027DEST_PATH_IMAGE045
is shown in the track traffic section
Figure 675451DEST_PATH_IMAGE001
Inner part
Figure 228573DEST_PATH_IMAGE011
When different types of trains are transferred, the fare difference between single station intervals,
Figure 597237DEST_PATH_IMAGE046
is shown in the track traffic section
Figure 756823DEST_PATH_IMAGE001
Inner part
Figure 261754DEST_PATH_IMAGE011
The number of station sections corresponding to the transfer of different types of trains, the types of rail transit trains comprise three types,
Figure 481382DEST_PATH_IMAGE011
when the value is 1, the first type rail transit train is transferred to the second type rail transit train,
Figure 196398DEST_PATH_IMAGE011
when the value is 2, the second type rail transit train is transferred to the third type rail transit train,
Figure 769461DEST_PATH_IMAGE011
when the value is 3, the third type rail transit train is transferred to the first type 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.
9. 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 20576DEST_PATH_IMAGE001
Current total passenger flow in, and rail traffic section
Figure 286473DEST_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 488784DEST_PATH_IMAGE001
Calculating the average residence time of passengers in the building to obtain the current total congestion coefficient;
an information acquisition module to:
obtaining in a track traffic zone
Figure 131118DEST_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:
constructing an objective function of a 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 a dynamically predicted total congestion coefficient;
the constructed objective function of the total congestion coefficient is represented as:
Figure 735274DEST_PATH_IMAGE002
wherein,
Figure 172072DEST_PATH_IMAGE003
is shown in the track traffic section
Figure 596100DEST_PATH_IMAGE001
The total congestion coefficient after intra-dynamic prediction,
Figure 510967DEST_PATH_IMAGE004
is shown in the track traffic section
Figure 468165DEST_PATH_IMAGE001
The number of the passengers of each type of train in the train is pre-loaded at all stations,
Figure 200498DEST_PATH_IMAGE005
is shown in the track traffic section
Figure 252767DEST_PATH_IMAGE001
Total arrival of each type of train at all stationsThe number of people standing in the passenger flow,
Figure 95958DEST_PATH_IMAGE006
is shown in the track traffic section
Figure 550073DEST_PATH_IMAGE001
The average total passenger flow number of each type of train at all stations,
Figure 187728DEST_PATH_IMAGE007
is shown in the track traffic section
Figure 727294DEST_PATH_IMAGE001
The current average run time of each type of train within,
Figure 875641DEST_PATH_IMAGE008
is shown in the track traffic section
Figure 184262DEST_PATH_IMAGE001
The maximum run time of the in-train.
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