CN114723240A - Railway passenger transport comprehensive transportation hub connection mode cooperative scheduling method and system - Google Patents

Railway passenger transport comprehensive transportation hub connection mode cooperative scheduling method and system Download PDF

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CN114723240A
CN114723240A CN202210281027.7A CN202210281027A CN114723240A CN 114723240 A CN114723240 A CN 114723240A CN 202210281027 A CN202210281027 A CN 202210281027A CN 114723240 A CN114723240 A CN 114723240A
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陈坚
陈桥
马新露
沈维平
李为为
秦正
蒋山
刘罗汉
张晓庆
易彤
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Abstract

本发明公开了一种铁路客运综合交通枢纽接驳方式协同调度方法及系统,系统包括采集模块、统计模块和调度模块,采集模块采集交通枢纽的运行信息和到站旅客的换乘信息;统计模块统计所有到站旅客的换乘信息,确定每种接驳方式的初始分担率;调度模块根据运行信息和所有接驳方式的初始分担率,通过对双层规划模型迭代求解使到站旅客总换乘时间最小的最优调度参数。采用本发明的铁路客运综合交通枢纽接驳方式协同调度方法及系统,能够综合旅客的接驳方式选择行为、旅客换乘时间、各接驳方式时刻表及服务率,对接驳方式实现协同调度,从而优化枢纽接驳资源配置,提升枢纽运营效率,为旅客提供安全、快捷、舒适的换乘服务。

Figure 202210281027

The invention discloses a method and system for coordinated scheduling of connection modes of railway passenger transport integrated transportation hubs. The system includes a collection module, a statistics module and a scheduling module. The collection module collects the operation information of the transportation hub and the transfer information of arriving passengers; the statistics module Count the transfer information of all arriving passengers, and determine the initial sharing rate of each connection mode; the scheduling module, according to the operation information and the initial sharing rate of all connection methods, iteratively solves the double-layer programming model to make the total transfer of arriving passengers. The optimal scheduling parameter with the smallest multiplication time. By adopting the method and system for coordinated scheduling of connection modes of a railway passenger integrated transportation hub of the present invention, it is possible to integrate passengers' connection mode selection behavior, passenger transfer time, timetable and service rate of each connection mode, and realize coordinated scheduling of connection modes. , so as to optimize the allocation of hub connection resources, improve the operation efficiency of the hub, and provide passengers with safe, fast and comfortable transfer services.

Figure 202210281027

Description

铁路客运综合交通枢纽接驳方式协同调度方法及系统Coordinated scheduling method and system for connection mode of railway passenger integrated transportation hub

技术领域technical field

本发明涉及交通枢纽接驳方式的管理优化技术领域,具体涉及一种铁路客运综合交通枢纽接驳方式协同调度方法及系统。The invention relates to the technical field of management optimization of connection modes of transportation hubs, in particular to a method and system for coordinated scheduling of connection modes of railway passenger transport integrated transportation hubs.

背景技术Background technique

作为现代高铁网络与城市交通的连接点,铁路综合客运枢纽为城市经济发展和市民出行提供运输服务,其内部交通运输方式多种,客流群体多样,将客流疏散至各自目的地是旧时期铁路客运枢纽的基础目标;而不断改善枢纽出行服务质量,提升群众出行品质,增强旅客出行满意度,才是新时期铁路枢纽的最终目的。As the connection point between the modern high-speed rail network and urban transportation, the railway integrated passenger transport hub provides transportation services for urban economic development and citizen travel. It has a variety of internal transportation modes and various passenger flow groups. Evacuation of passenger flow to their respective destinations is the old railway passenger transport. The basic goal of the hub; and the ultimate goal of the railway hub in the new era is to continuously improve the quality of travel services in the hub, improve the quality of travel for the masses, and enhance travel satisfaction of passengers.

受干线铁路列车到达时刻的影响,铁路到达客流往往呈现短时高聚集特性,对各换乘交通方式造成巨大冲击。当枢纽各接驳方式不能匹配脉冲式到站客流,将导致旅客滞留、错失搭乘等现象,降低换乘效率,严重时危及旅客安全。Affected by the arrival time of mainline railway trains, the passenger flow of railway arrivals often presents the characteristics of short-term high aggregation, which has a huge impact on various modes of transportation. When the connection methods of the hub cannot match the pulsed arrival passenger flow, passengers will be stranded and missed, which will reduce the transfer efficiency and endanger the safety of passengers in severe cases.

铁路到达客流在枢纽内部的换乘过程中,随着时间、空间的变化呈现不均衡状态,枢纽内时常会出现某一接驳方式站台旅客排队与拥挤现象,然而在其他接驳方式的站台,出现“车等人”的现象。不同方位上的集散能力不同或客流分布不均衡造成局部拥堵以及运输资源的浪费,影响旅客换乘效率。如何协同调度枢纽各接驳方式,优化接驳方式发车间隔,实现铁路到达客流快速疏散,确保枢纽内各项服务的正常秩序就显得尤为重要。During the transfer process of railway arrival passengers in the hub, the change of time and space presents an unbalanced state. In the hub, there are often queues and crowds of passengers on the platforms of a certain connection method. However, in the platforms of other connection methods, There is a phenomenon of "car waiting for people". Different collecting and distributing capabilities in different directions or uneven distribution of passenger flow cause local congestion and waste of transportation resources, affecting the efficiency of passenger transfer. It is particularly important to coordinate the scheduling of the connection methods of the hub, optimize the departure interval of the connection methods, realize the rapid evacuation of the arriving passenger flow of the railway, and ensure the normal order of various services in the hub.

发明内容SUMMARY OF THE INVENTION

针对现有技术存在的不足,本发明提出一种铁路客运综合交通枢纽接驳方式协同调度方法及系统,可以协同调度枢纽各接驳方式,优化接驳方式发车间隔,实现铁路到达客流快速疏散,确保枢纽内各项服务的正常秩序。具体技术方案如下:Aiming at the deficiencies of the prior art, the present invention proposes a method and system for coordinated scheduling of connection modes of a railway passenger integrated transportation hub, which can coordinately schedule each connection mode of the hub, optimize the departure interval of the connection modes, and realize the rapid evacuation of the arriving passenger flow on the railway. Ensure the normal order of various services in the hub. The specific technical solutions are as follows:

第一方面,提供了一种铁路客运综合交通枢纽接驳方式协同调度方法,包括:In the first aspect, a coordinated scheduling method for the connection mode of a railway passenger integrated transportation hub is provided, including:

采集交通枢纽的运行信息和到站旅客的换乘信息;Collect operation information of transportation hubs and transfer information of arriving passengers;

统计所有到站旅客的换乘信息,确定每种接驳方式的初始分担率;Calculate the transfer information of all arriving passengers, and determine the initial sharing rate of each connection method;

根据所述运行信息和所有接驳方式的初始分担率,通过对双层规划模型进行迭代求解,得到不同接驳方式对应的最优调度参数;According to the operation information and the initial sharing rate of all connection modes, the optimal scheduling parameters corresponding to different connection modes are obtained by iteratively solving the two-layer programming model;

所述双层规划模型的上层模型是以接驳时间最小作为目标函数的接驳时间模型,下层模型为接驳选择模型。The upper layer model of the two-layer planning model is a connection time model with the minimum connection time as the objective function, and the lower layer model is a connection selection model.

结合第一方面,在第一方面的第一种可实现方式中,所述通过对双层规划模型进行迭代求解包括:With reference to the first aspect, in a first possible implementation manner of the first aspect, the iteratively solving the bi-level programming model includes:

基于约束条件,根据相应的初始分担率,通过对所述接驳时间模型进行求解,得到不同接驳方式的优化调度参数;Based on the constraints, according to the corresponding initial sharing rate, by solving the connection time model, the optimal scheduling parameters of different connection modes are obtained;

根据不同接驳方式的优化调度参数,通过接驳选择模型计算到站旅客对于不同接驳方式的选择概率;According to the optimized scheduling parameters of different connection methods, the selection probability of arriving passengers for different connection methods is calculated through the connection selection model;

根据相应的选择概率确定不同接驳方式对应的分担率;Determine the sharing rate corresponding to different connection methods according to the corresponding selection probability;

更新不同接驳方式的分担率,并重新对接驳时间模型进行求解后,再次通过接驳选择模型计算不同接驳方式对应的分担率;After updating the sharing rate of different connection methods, and re-solving the connection time model, calculate the sharing rate corresponding to different connection methods through the connection selection model again;

如此重复,直至得到不同接驳方式对应的最优调度参数。This is repeated until optimal scheduling parameters corresponding to different connection modes are obtained.

结合第一方面的第一种可实现方式,在第一方面的第二种可实现方式中,所述约束条件包括:公交、轨道对应的最小发车间隔和最大发车间隔,公交、轨道发车的先后顺序,接驳方式发车时间晚于铁路列车到站时间,出租车服务强度优化幅度。In combination with the first implementable manner of the first aspect, in the second implementable manner of the first aspect, the constraints include: minimum and maximum departure intervals corresponding to buses and rails, and the order of departures of buses and rails. order, the departure time of the connection method is later than the arrival time of the railway train, and the taxi service intensity is optimized.

结合第一方面的第一种可实现方式,在第一方面的第三种可实现方式中,所述接驳选择模型包括:With reference to the first implementable manner of the first aspect, in a third implementable manner of the first aspect, the connection selection model includes:

Figure BDA0003557002270000021
Figure BDA0003557002270000021

Figure BDA0003557002270000031
Figure BDA0003557002270000031

其中,Pin为旅客n对于第i接驳方式的选择概率,αi为接驳方式i的常数项,βik为接驳方式i对应的不同特性变量的标定系数,xikn为到达旅客选择枢纽接驳方式i的特性变量,An为各接驳方式的集合。Among them, P in is the selection probability of passenger n for the ith connection mode, α i is the constant term of connection mode i, β ik is the calibration coefficient of different characteristic variables corresponding to connection mode i, and x ikn is the choice of arriving passengers The characteristic variable of the hub connection mode i , An is the set of each connection mode.

结合第一方面的第三种可实现方式,在第一方面的第四种可实现方式中,包括:In combination with the third implementable manner of the first aspect, the fourth implementable manner of the first aspect includes:

采集不同接驳方式对应的旅客的特性变量,并通过最大似然估计方法确定不同接驳方式对应的特性变量的标定系数βikThe characteristic variables of passengers corresponding to different connection modes are collected, and the calibration coefficient β ik of the characteristic variables corresponding to different connection modes is determined by the maximum likelihood estimation method.

结合第一方面的第三种可实现方式,在第一方面的第五种可实现方式中,所述特性变量包括:旅客的性别、年龄、职业、月收入、出行距离、出行目的以及接驳时间。With reference to the third achievable manner of the first aspect, in the fifth achievable manner of the first aspect, the characteristic variables include: the passenger's gender, age, occupation, monthly income, travel distance, travel purpose, and connection time.

结合第一方面的第一种可实现方式,在第一方面的第六种可实现方式中,通过对不同接驳方式的选择概率进行集计化分析,得到不同接驳方式对应的分担率。In combination with the first achievable manner of the first aspect, in the sixth achievable manner of the first aspect, the sharing rates corresponding to the different connection manners are obtained by performing an aggregate analysis on the selection probabilities of the different connection manners.

结合第一方面,在第一方面的第七种可实现方式中,所述接驳时间模型包括轨道接驳时间模型、公交接驳时间模型、出租车接驳时间模型和私家车接驳时间模型中的至少一个。With reference to the first aspect, in a seventh implementable manner of the first aspect, the connection time model includes a rail connection time model, a bus connection time model, a taxi connection time model, and a private car connection time model at least one of the.

结合第一方面的第七种可实现方式,在第一方面的第八种可实现方式中,所述轨道接驳时间模型、公交接驳时间模型中,旅客步行时间所服从的概率分布函数为:In combination with the seventh achievable manner of the first aspect, in the eighth achievable manner of the first aspect, in the rail connection time model and the bus connection time model, the probability distribution function obeyed by the passenger walking time is: :

Figure BDA0003557002270000032
Figure BDA0003557002270000032

其中,α、η、γ为分布参数。Among them, α, η, γ are distribution parameters.

结合第一方面的第八种可实现方式,在第一方面的第九种可实现方式中,通过对采集到的所有旅客换乘信息进行最大似然估计标定所述分布参数。With reference to the eighth implementation manner of the first aspect, in a ninth implementation manner of the first aspect, the distribution parameters are calibrated by performing maximum likelihood estimation on all the collected passenger transfer information.

第二方面,提供了一种铁路客运综合交通枢纽接驳方式协同调度系统,包括:In the second aspect, a coordinated scheduling system for the connection mode of a railway passenger integrated transportation hub is provided, including:

采集模块,配置为采集交通枢纽的运行信息和到站旅客的换乘信息;The collection module is configured to collect the operation information of the transportation hub and the transfer information of arriving passengers;

统计模块,配置为统计所有到站旅客的换乘信息,确定每种接驳方式的初始分担率;Statistics module, configured to count the transfer information of all arriving passengers, and determine the initial sharing rate of each connection mode;

调度模块,配置为根据所述运行信息和不同接驳方式的初始分担率,通过对双层规划模型进行迭代求解,得到不同接驳方式对应的最优调度参数;a scheduling module, configured to obtain optimal scheduling parameters corresponding to different connection modes by iteratively solving the two-layer programming model according to the operation information and the initial sharing rate of different connection modes;

所述双层规划模型的上层模型是以接驳时间最小作为目标函数的接驳时间模型,下层模型为接驳选择模型。The upper layer model of the two-layer planning model is a connection time model with the minimum connection time as the objective function, and the lower layer model is a connection selection model.

结合第二方面,在第二方面的第一种可实现方式中,所述采集模块包括:With reference to the second aspect, in a first implementable manner of the second aspect, the acquisition module includes:

调取单元,配置为从铁路客运枢纽管理系统调取交通枢纽的运行信息;The retrieval unit is configured to retrieve the operation information of the transportation hub from the railway passenger transportation hub management system;

定位单元,配置为定位所有旅客的移动轨迹;A positioning unit, configured to locate the movement trajectories of all passengers;

生成单元,配置为根据每位旅客的移动轨迹,确定每位旅客选择的接驳方式和接驳步行时间,并根据接驳方式和接驳步行时间生成到站旅客的换乘信息。The generating unit is configured to determine the connection method and connection walking time selected by each passenger according to the movement track of each passenger, and generate transfer information of arriving passengers according to the connection method and connection walking time.

结合第二方面,在第二方面的第二种可实现方式中,所述调度模块包括:With reference to the second aspect, in a second implementation manner of the second aspect, the scheduling module includes:

优化求解单元,配置为基于约束条件,根据相应的初始分担率,通过对所述接驳时间模型进行求解,得到不同接驳方式的优化调度参数;The optimization solving unit is configured to obtain optimal scheduling parameters of different connection modes by solving the connection time model based on the constraint conditions and the corresponding initial sharing rate;

选择概率计算单元,配置为根据不同接驳方式的优化调度参数,通过接驳选择模型计算旅客对于不同接驳方式的选择概率;The selection probability calculation unit is configured to calculate the selection probability of passengers for different connection methods through the connection selection model according to the optimized scheduling parameters of different connection methods;

分担率计算单元,配置为根据相应的选择概率确定不同接驳方式进行优化后的分担率;The sharing rate calculation unit is configured to determine the optimized sharing rate of different connection methods according to the corresponding selection probability;

所述优化求解单元、选择概率计算单元和分担率计算单元依次重复计算优化调度参数、选择概率和分担率,直至得到不同接驳方式对应的最优调度参数。The optimization solving unit, the selection probability calculating unit and the sharing rate calculating unit successively repeatedly calculate the optimal scheduling parameters, the selection probability and the sharing rate, until the optimal scheduling parameters corresponding to different connection modes are obtained.

结合第二方面的第二种可实现方式,在第二方面的第三种可实现方式中,所述优化求解单元配置的约束条件包括:公交、轨道对应的最小发车间隔和最大发车间隔,公交、轨道发车的先后顺序,接驳方式发车时间晚于铁路列车到站时间,出租车服务强度优化幅度。In combination with the second achievable manner of the second aspect, in the third achievable manner of the second aspect, the constraints on the configuration of the optimal solution unit include: minimum and maximum departure intervals corresponding to buses and tracks, and . The order of rail departures, the connection mode departure time is later than the railway train arrival time, and the taxi service intensity is optimized.

结合第二方面的第二种可实现方式,在第二方面的第四种可实现方式中,所述选择概率计算单元配置的接驳选择模型包括:With reference to the second implementable manner of the second aspect, in a fourth implementable manner of the second aspect, the connection selection model configured by the selection probability calculation unit includes:

Figure BDA0003557002270000051
Figure BDA0003557002270000051

Figure BDA0003557002270000052
Figure BDA0003557002270000052

其中,Pin为旅客n对于第i接驳方式的选择概率,αi为接驳方式i的常数项,βik为接驳方式i对应的不同特性变量的标定系数,xikn为到达旅客选择枢纽接驳方式i的特性变量,An为各接驳方式的集合。Among them, P in is the selection probability of passenger n for the ith connection mode, α i is the constant term of connection mode i, β ik is the calibration coefficient of different characteristic variables corresponding to connection mode i, and x ikn is the choice of arriving passengers The characteristic variable of the hub connection mode i , An is the set of each connection mode.

结合第二方面的第四种可实现方式,在第二方面的第五种可实现方式中,还包括标定参数确定模块,该标定参数确定模块配置为采集不同接驳方式对应的旅客的特性变量,并通过最大似然估计方法确定不同接驳方式对应的各种特性变量的标定系数βikIn combination with the fourth achievable manner of the second aspect, the fifth achievable manner of the second aspect further includes a calibration parameter determination module, where the calibration parameter determination module is configured to collect characteristic variables of passengers corresponding to different connection methods , and the calibration coefficient β ik of various characteristic variables corresponding to different connection modes is determined by the maximum likelihood estimation method.

结合第二方面的第四种可实现方式,在第二方面的第六种可实现方式中,所述特性变量包括:旅客的性别、年龄、职业、月收入、出行距离、出行目的以及接驳时间。With reference to the fourth implementable manner of the second aspect, in the sixth implementable manner of the second aspect, the characteristic variables include: the passenger's gender, age, occupation, monthly income, travel distance, travel purpose, and connection time.

结合第二方面的第二种可实现方式,在第二方面的第七种可实现方式中,所述分担率计算单元通过对不同接驳方式的选择概率进行集计化分析,得到不同接驳方式对应的分担率。In combination with the second achievable manner of the second aspect, in the seventh achievable manner of the second aspect, the sharing rate calculation unit obtains different connections by performing aggregate analysis on the selection probabilities of different connection methods. share rate corresponding to the method.

结合第二方面,在第二方面的第八种可实现方式中,所述接驳时间模型包括轨道接驳时间模型、公交接驳时间模型、出租车接驳时间模型和私家车接驳时间模型中的至少一个。With reference to the second aspect, in an eighth implementation manner of the second aspect, the connection time model includes a rail connection time model, a bus connection time model, a taxi connection time model, and a private car connection time model at least one of the.

结合第二方面的第八种可实现方式,在第二方面的第九种可实现方式中,所述轨道接驳时间模型、公交接驳时间模型中旅客步行时间所服从的概率分布函数为:In combination with the eighth implementable manner of the second aspect, in the ninth implementable manner of the second aspect, the probability distribution function obeyed by the passenger walking time in the rail connection time model and the bus connection time model is:

Figure BDA0003557002270000061
Figure BDA0003557002270000061

其中,α、η、γ为分布参数。Among them, α, η, γ are distribution parameters.

结合第二方面的第九种可实现方式,在第二方面的第十种可实现方式中,还包括分布参数确定模块,该分布参数确定模块配置为通过对采集到的所有旅客换乘信息进行最大似然估计标定所述分布参数。In combination with the ninth implementable manner of the second aspect, in the tenth implementable manner of the second aspect, a distribution parameter determination module is further included, and the distribution parameter determination module is configured to perform an operation on all the collected passenger transfer information. The maximum likelihood estimate scales the distribution parameters.

有益效果:采用本发明的铁路客运综合交通枢纽接驳方式协同调度方法及系统,能够综合旅客接驳方式选择行为、旅客换乘时间、各接驳方式时刻表及服务率,对接驳方式实现协同调度,从而优化枢纽接驳资源配置,提升枢纽运营效率,为旅客提供安全、快捷、舒适的换乘服务。Beneficial effects: By adopting the method and system for coordinated scheduling of connection modes of railway passenger transport integrated transportation hubs of the present invention, it is possible to integrate passenger connection mode selection behavior, passenger transfer time, timetable and service rate of each connection mode, and realize the realization of connection modes. Coordinate scheduling, thereby optimizing the allocation of hub connection resources, improving the operation efficiency of the hub, and providing passengers with safe, fast and comfortable transfer services.

附图说明Description of drawings

为了更清楚地说明本发明具体实施方式,下面将对具体实施方式中所需要使用的附图作简单地介绍。在所有附图中,各元件或部分并不一定按照实际的比例绘制。In order to describe the specific embodiments of the present invention more clearly, the accompanying drawings required for the specific embodiments will be briefly introduced below. In all the drawings, elements or sections are not necessarily drawn to actual scale.

图1为本发明一实施例提供的铁路客运综合交通枢纽接驳方式协同调度方法的流程图;FIG. 1 is a flowchart of a method for coordinated scheduling of a connection mode of a railway passenger integrated transportation hub provided by an embodiment of the present invention;

图2为本发明一实施例提供的对双层规划模型进行迭代求解的流程图;2 is a flowchart of iteratively solving a two-level programming model provided by an embodiment of the present invention;

图3为本发明一实施例提供的铁路客运综合交通枢纽接驳方式协同调度系统的系统框图;FIG. 3 is a system block diagram of a coordinated scheduling system for a connection mode of a railway passenger integrated transportation hub provided by an embodiment of the present invention;

图4为本发明一实施例提供的铁路客运综合交通枢纽接驳方式协同调度系统的采集模块的系统框图;FIG. 4 is a system block diagram of a collection module of a coordinated scheduling system for a connection mode of a railway passenger integrated transportation hub provided by an embodiment of the present invention;

图5为本发明一实施例提供的铁路客运综合交通枢纽接驳方式协同调度系统的调度模块的系统框图。FIG. 5 is a system block diagram of a dispatching module of a coordinated dispatching system for a railway passenger transport integrated transportation hub connection mode provided by an embodiment of the present invention.

具体实施方式Detailed ways

下面将结合附图对本发明技术方案的实施例进行详细的描述。以下实施例仅用于更加清楚地说明本发明的技术方案,因此只作为示例,而不能以此来限制本发明的保护范围。Embodiments of the technical solutions of the present invention will be described in detail below with reference to the accompanying drawings. The following examples are only used to more clearly illustrate the technical solutions of the present invention, and are therefore only used as examples, and cannot be used to limit the protection scope of the present invention.

如图1所示的铁路客运综合交通枢纽接驳方式协同调度方法的流程图,该调度方法包括:As shown in Figure 1, the flow chart of the coordinated scheduling method for the connection mode of the railway passenger integrated transportation hub, the scheduling method includes:

步骤1、采集交通枢纽的运行信息和到站旅客的换乘信息;Step 1. Collect the operation information of the transportation hub and the transfer information of arriving passengers;

步骤2、统计所有到站旅客的换乘信息,确定每种接驳方式的初始分担率;Step 2. Count the transfer information of all arriving passengers, and determine the initial sharing rate of each connection method;

步骤3、根据所述运行信息和所有接驳方式的初始分担率,通过对双层规划模型进行迭代求解,得到不同接驳方式对应的最优调度参数;Step 3. According to the operation information and the initial sharing rate of all connection modes, by iteratively solving the two-layer programming model, the optimal scheduling parameters corresponding to different connection modes are obtained;

所述双层规划模型的上层模型是以接驳时间最小作为目标函数的接驳时间模型,下层模型为接驳选择模型。The upper layer model of the two-layer planning model is a connection time model with the minimum connection time as the objective function, and the lower layer model is a connection selection model.

具体而言,可以通过建立旅客的接驳选择模型和接驳时间模型,计算到站旅客选择不同接驳方式的比例以及换乘各种接驳方式的换乘时间。并采用接驳选择模型作为下层模型,接驳时间最小作为目标函数的接驳时间模型作为上层模型的双层规划方法,对不同接驳方式实现协调调度优化,求解得到使所有旅客总换乘时间最小的最优调度参数,从而实现枢纽接驳资源的优化配置,提升枢纽运营效率,为旅客提供安全、快捷、舒适的换乘服务。Specifically, by establishing a passenger connection selection model and a connection time model, the proportion of arriving passengers who choose different connection methods and the transfer time of various connection methods can be calculated. And the connection selection model is used as the lower model, and the connection time model with the minimum connection time as the objective function is used as the double-layer planning method of the upper model. The minimum optimal scheduling parameters can realize the optimal allocation of hub connection resources, improve the operation efficiency of the hub, and provide passengers with safe, fast and comfortable transfer services.

下文将结合附图1、附图2,对本发明实施例的调度方法进行详细描述。The scheduling method according to the embodiment of the present invention will be described in detail below with reference to FIG. 1 and FIG. 2 .

在步骤1中,可以直接通过铁路客运枢纽管理系统采集交通枢纽的运行信息,运行信息包括交通枢纽的基础设施布局信息、到站列车时刻表,以及每辆列车的到站旅客数量。现有的铁路客运枢纽管理系统会自动采集这些信息并存储,因此,在协同调度时可以直接通过铁路客运枢纽管理系统采集到这些信息。In step 1, the operation information of the transportation hub can be collected directly through the railway passenger transportation hub management system, and the operation information includes the infrastructure layout information of the transportation hub, the timetable of arriving trains, and the number of arriving passengers for each train. The existing railway passenger transport hub management system will automatically collect and store this information, so the information can be directly collected through the railway passenger transport hub management system during coordinated scheduling.

对于到站旅客的换乘信息,可以根据交通枢纽的基础设施布局信息,通过布设在相应位置处的摄像头采集旅客换乘的图像信息,通过采集到的图像信息确定不同接驳方式对应的旅客数量和接驳步行时间,生成到站旅客的换乘信息。For the transfer information of arriving passengers, according to the infrastructure layout information of the transportation hub, the image information of the passengers' transfer can be collected through the cameras arranged at the corresponding positions, and the number of passengers corresponding to different connection methods can be determined through the collected image information. and the connecting walking time to generate transfer information for arriving passengers.

比如,可以通过设置在铁路出站口处的摄像头采集出站口处的图像,采用图像识别技术识别每位出站旅客的身份,并确定每位旅客的出站时间。之后,通过设置在不同接驳位置的摄像头采集接驳位置处的图像,比如,可以通过公交站处的摄像头采集公交站处的图像,采用图像识别技术识别公交站处每位旅客的身份信息和到达公交站处的到达时间,以此确定旅客选择的接驳方式和接驳步行时间,并根据相应的接驳方式和接驳步行时间生成到站旅客的换乘信息。For example, the image at the exit can be collected by a camera installed at the exit of the railway station, and image recognition technology can be used to identify the identity of each outbound passenger and determine the departure time of each passenger. After that, the images at the connection positions are collected by cameras set at different connection positions. For example, the images at the bus station can be collected by the cameras at the bus station, and the identity information and the identity information of each passenger at the bus station can be identified by image recognition technology. The arrival time at the bus station is used to determine the connection method and connection walking time selected by the passenger, and the transfer information of the arriving passenger is generated according to the corresponding connection method and connection walking time.

应理解,本发明实施例仅仅是以图像识别技术确定到站旅客的换乘信息,但本发明并不仅限于此,还可以采用其他方法确定到站旅客的换乘信息,比如手机定位技术等。It should be understood that the embodiment of the present invention only uses image recognition technology to determine the transfer information of arriving passengers, but the present invention is not limited to this, and other methods can also be used to determine the transfer information of arriving passengers, such as mobile phone positioning technology.

在步骤2中,可以统计所有出站到站旅客的换乘信息,从而确定每种接驳方式对应的旅客数量,结合采集到的到站旅客数量就可以计算出每种接驳方式对应的初始分担率。In step 2, the transfer information of all outbound and arriving passengers can be counted to determine the number of passengers corresponding to each connection method, and the initial number of passengers corresponding to each connection method can be calculated based on the collected number of arriving passengers share rate.

在步骤3中,所述通过对双层规划模型进行迭代求解包括:In step 3, the iterative solution of the two-layer programming model includes:

步骤3-1、基于约束条件,根据相应的初始分担率,通过对所述接驳时间模型进行求解,得到不同接驳方式的优化调度参数;Step 3-1, based on the constraints, according to the corresponding initial sharing rate, by solving the connection time model, to obtain the optimal scheduling parameters of different connection modes;

步骤3-2、根据不同接驳方式的优化调度参数,通过接驳选择模型计算旅客对于不同接驳方式的选择概率;Step 3-2, according to the optimized scheduling parameters of different connection methods, calculate the selection probability of passengers for different connection methods through the connection selection model;

步骤3-3、根据相应的选择概率确定不同接驳方式对应的分担率;Step 3-3: Determine the sharing rate corresponding to different connection modes according to the corresponding selection probability;

步骤3-4、更新不同接驳方式的分担率,重新对接驳时间模型进行求解,以及确定不同接驳方式对应的分担率;Step 3-4, update the sharing rate of different connection methods, re-solve the connection time model, and determine the sharing rate corresponding to different connection methods;

如此重复,当前后两次迭代中接驳时间优化幅度小于设定的阈值,则认为得到不同接驳方式对应的最优调度参数。Repeating this, if the optimization range of the connection time in the current and next two iterations is less than the set threshold, it is considered that the optimal scheduling parameters corresponding to different connection modes are obtained.

具体而言,首先,可以将步骤2中统计确定的每种接驳方式对应的初始分担率输入接驳时间模型中,基于设置的约束条件,对以接驳时间最小为目标函数的接驳时间模型进行求解,得到不同接驳方式的优化调度参数。Specifically, first of all, the initial sharing rate corresponding to each connection method statistically determined in step 2 can be input into the connection time model, and based on the set constraints, the connection time with the minimum connection time as the objective function The model is solved to obtain the optimal scheduling parameters for different connection methods.

minT=min(TG+TB+TC+TS)minT=min(T G +T B +T C +T S )

然后,将优化调度参数输入接驳选择模型中,通过接驳选择模型计算得到依据优化调度参数对不同接驳方式的调度参数进行优化后,旅客对于各种接驳方式的选择概率。Then, the optimized scheduling parameters are input into the connection selection model, and the selection probabilities of passengers for various connection methods after the scheduling parameters of different connection methods are optimized according to the optimal scheduling parameters are calculated through the connection selection model.

之后,根据各种接驳方式对应的选择概率确定不同接驳方式的分担率,并以此更新输入接驳时间模型的分担率,重复上述步骤3-1至3-4,直至得到每种接驳方式对应的最优调度参数。After that, determine the sharing rate of different connection methods according to the selection probabilities corresponding to various connection methods, and update the sharing rate of the input connection time model accordingly, and repeat the above steps 3-1 to 3-4 until each connection method is obtained. The optimal scheduling parameters corresponding to the switching mode.

在本实施例中,可选的,接驳时间模型由4种接驳方式对应的时间模型组成,分别为轨道接驳时间模型、公交接驳时间模型、出租车接驳时间模型和私家车接驳时间模型。In this embodiment, optionally, the connection time model is composed of time models corresponding to four connection modes, which are the rail connection time model, the bus connection time model, the taxi connection time model, and the private car connection time model. Distortion time model.

应理解,本发明实施例仅以4种接驳方式进行举例说明,但本发明并不仅限于此,可以根据交通枢纽实际设置的接驳方式确定接驳时间模型。It should be understood that the embodiment of the present invention is only exemplified by four connection modes, but the present invention is not limited thereto, and the connection time model may be determined according to the connection modes actually set by the transportation hub.

其中,轨道接驳时间模型TG包括:Among them, the track connection time model T G includes:

Figure BDA0003557002270000091
Figure BDA0003557002270000091

Figure BDA0003557002270000092
Figure BDA0003557002270000092

Figure BDA0003557002270000093
Figure BDA0003557002270000093

其中,

Figure BDA0003557002270000094
为赶上就近接驳轨道列车的接驳时间,
Figure BDA0003557002270000095
为赶不上就近接驳轨道列车的接驳时间,
Figure BDA0003557002270000096
为就近轨道接驳列车发车时间,
Figure BDA0003557002270000097
为铁路列车到站时间,δG为轨道交通分担率,Q(i)为第i列铁路列车的到站旅客数量,f(t)为旅客步行时间所服从的概率分布,
Figure BDA0003557002270000098
为轨道接驳列车发车时间。in,
Figure BDA0003557002270000094
In order to catch up with the connection time of the nearest rail train,
Figure BDA0003557002270000095
In order to catch up with the connection time of the nearest rail train,
Figure BDA0003557002270000096
For the departure time of the nearest rail connection train,
Figure BDA0003557002270000097
is the arrival time of the railway train, δG is the rail traffic sharing rate, Q (i) is the number of passengers arriving at the station of the i-th railway train, f(t) is the probability distribution obeyed by the walking time of passengers,
Figure BDA0003557002270000098
It is the departure time of the rail connection train.

公交接驳时间模型TB包括:The bus connection time model T B includes:

Figure BDA0003557002270000099
Figure BDA0003557002270000099

Figure BDA00035570022700000910
Figure BDA00035570022700000910

Figure BDA00035570022700000911
Figure BDA00035570022700000911

其中,

Figure BDA0003557002270000101
为赶上就近接驳公交车的接驳时间,
Figure BDA0003557002270000102
为赶不上就近接驳公交车的接驳时间,
Figure BDA0003557002270000103
为就近接驳公交发车时间,δB为公交车分担率,
Figure BDA0003557002270000104
为接驳公交发车时间,f(t)为旅客步行时间所服从的随机概率分布,为了更好刻画接驳工具满载以及乘客错过就近接驳工具等待下一趟接驳工具情况,将通常服从正态分布的旅客走行时间分布尾数增大,并调整分布参数使其服从正偏态分布,再利用韦布尔分布表示正偏态分布的情况。in,
Figure BDA0003557002270000101
In order to catch up with the connecting time of the nearest bus,
Figure BDA0003557002270000102
In order to be unable to catch up with the connecting time of the nearest bus,
Figure BDA0003557002270000103
is the departure time of the nearest shuttle bus, δB is the bus sharing rate,
Figure BDA0003557002270000104
For the departure time of the shuttle bus, f(t) is the random probability distribution obeyed by the passenger's walking time. In order to better describe the situation that the shuttle is fully loaded and the passengers miss the nearest shuttle and wait for the next shuttle, it will usually obey the normal probability distribution. The mantissa of the passenger travel time distribution of the state distribution increases, and the distribution parameters are adjusted to conform to the positively skewed distribution, and then the Weibull distribution is used to represent the situation of the positively skewed distribution.

在本实施例中,可选的,

Figure BDA0003557002270000105
其中,α、η、γ为分布参数,可以通过对采集到的换乘信息进行最大似然估计标定所述分布参数。In this embodiment, optionally,
Figure BDA0003557002270000105
Among them, α, η, and γ are distribution parameters, and the distribution parameters can be calibrated by performing maximum likelihood estimation on the collected transfer information.

出租车接驳时间模型TC包括:The taxi pick-up time model T C includes:

Figure BDA0003557002270000106
Figure BDA0003557002270000106

其中,Ws为旅客在出租车站台的逗留时间,μ为出租车服务率,λ为旅客到达率,δC为出租车分担率,tRC为换乘出租车所需的步行时间。出租车服务率可以通过人工进行设置,旅客到达率可以根据历史换乘信息,采用三次曲线拟合的方式得到旅客到达率和换乘旅客数之间的关系,以此可以通过出租车分担率和到站旅客数量确定旅客到达率。Among them, W s is the stay time of passengers at the taxi platform, μ is the taxi service rate, λ is the passenger arrival rate, δ C is the taxi sharing rate, and t RC is the walking time required to transfer to a taxi. The taxi service rate can be set manually, and the passenger arrival rate can be based on the historical transfer information, and the relationship between the passenger arrival rate and the number of transfer passengers can be obtained by means of cubic curve fitting. The number of arriving passengers determines the passenger arrival rate.

所述私家车接驳时间模型TS包括:The private car connection time model T S includes:

Figure BDA0003557002270000107
Figure BDA0003557002270000107

其中,tRS步行至私家车停车场所需时间,δS为私家车分担率。可以通过采集到的换乘信息确定旅客步行至私家车停车场所需时间。Among them, t RS is the time required to walk to the private car parking lot, and δ S is the sharing rate of private cars. The time required for a passenger to walk to a private car parking lot can be determined through the collected transfer information.

在本实施例中,可选的,所述约束条件包括:公交车、轨道列车对应的最小发车间隔和最大发车间隔,公交车、轨道列车的发车顺序,接驳工具的发车时间晚于铁路列车的到站时间,出租车服务强度优化幅度。可以指定出租车服务强度优化幅度,再根据现状服务强度及优化后的旅客到达率计算优化后服务强度及出租车服务率。In this embodiment, optionally, the constraint conditions include: the minimum and maximum departure intervals corresponding to buses and rail trains, the departure sequence of buses and rail trains, and the departure time of the connecting means later than that of the rail trains. the arrival time of the station, and the optimization range of the taxi service intensity. You can specify the optimization range of taxi service intensity, and then calculate the optimized service intensity and taxi service rate according to the current service intensity and the optimized passenger arrival rate.

在本实施例中,可选的,所述接驳选择模型包括:In this embodiment, optionally, the connection selection model includes:

Figure BDA0003557002270000111
Figure BDA0003557002270000111

Figure BDA0003557002270000112
Figure BDA0003557002270000112

其中,Pin为旅客n对于第i接驳方式的选择概率,αi为接驳方式i的常数项,βik为接驳方式i对应的不同特性变量的标定系数,xikn为到达旅客选择枢纽接驳方式i的特性变量,An为各接驳方式的集合,接驳选择模型中e表示常数,z为特性变量的数量。Among them, P in is the selection probability of passenger n for the ith connection mode, α i is the constant term of connection mode i, β ik is the calibration coefficient of different characteristic variables corresponding to connection mode i, and x ikn is the choice of arriving passengers The characteristic variables of the hub connection mode i , An is the set of each connection mode, e in the connection selection model represents a constant, and z is the number of characteristic variables.

在本实施例中,可选的,所述特性变量包括:旅客的性别、年龄、职业、月收入、出行距离、出行目的以及接驳时间。可以通过铁路客运平台,如售票平台等向旅客发布调查问卷,采用调查问卷的方式采集旅客关于这些特性变量的相应信息。In this embodiment, optionally, the characteristic variables include: gender, age, occupation, monthly income, travel distance, travel purpose, and connection time of the passenger. Questionnaires can be issued to passengers through railway passenger transport platforms, such as ticketing platforms, and the corresponding information about these characteristic variables can be collected from passengers by means of questionnaires.

在本实施例中,可选的,可以通过采集不同接驳方式对应的旅客的特性变量,并采用最大似然估计方法确定不同接驳方式对应的各种特性变量的标定系数βik,构造所述接驳模型的对数似然函数:In this embodiment, optionally, the characteristic variables of passengers corresponding to different connection modes can be collected, and the maximum likelihood estimation method is used to determine the calibration coefficient β ik of various characteristic variables corresponding to different connection modes, so as to construct the The log-likelihood function of the connected model is:

Figure BDA0003557002270000113
Figure BDA0003557002270000113

对对数似然函数求一阶导数并令导数为0,求得各标定系数的最大似然估计。The first derivative of the log-likelihood function is obtained and the derivative is set to 0, and the maximum likelihood estimate of each calibration coefficient is obtained.

在本实施例中,可选的,通过对不同接驳方式的选择概率进行概率集计,将所有乘客对于某一接驳方式的选择概率进行相加并求平均值,得到该接驳方式对应的分担率。In this embodiment, optionally, by calculating the probability set of the selection probabilities of different connection modes, the selection probabilities of all passengers for a certain connection mode are added up and the average value is obtained to obtain the corresponding connection mode. share rate.

如图3所示的铁路客运综合交通枢纽接驳方式协同调度系统的系统框图,该调度系统包括:As shown in Figure 3, the system block diagram of the coordinated dispatching system for the connection mode of the railway passenger integrated transportation hub, the dispatching system includes:

采集模块,配置为采集交通枢纽的运行信息和到站旅客的换乘信息;The collection module is configured to collect the operation information of the transportation hub and the transfer information of arriving passengers;

统计模块,配置为统计所有到站旅客的换乘信息,确定每种接驳方式的初始分担率;Statistics module, configured to count the transfer information of all arriving passengers, and determine the initial sharing rate of each connection mode;

调度模块,配置为根据所述运行信息和不同接驳方式的初始分担率,通过对双层规划模型进行迭代求解,得到不同接驳方式对应的最优调度参数;a scheduling module, configured to obtain optimal scheduling parameters corresponding to different connection modes by iteratively solving the two-layer programming model according to the operation information and the initial sharing rate of different connection modes;

所述双层规划模型的上层模型是以接驳时间最小作为目标函数的接驳时间模型,下层模型为接驳选择模型。The upper layer model of the two-layer planning model is a connection time model with the minimum connection time as the objective function, and the lower layer model is a connection selection model.

具体而言,调度系统由采集模块、统计模块和调度模块组成,其中,采集模块可以采集交通枢纽的运行信息和到站旅客的换乘信息。Specifically, the dispatching system consists of a collection module, a statistics module and a dispatching module, wherein the collection module can collect the operation information of the transportation hub and the transfer information of arriving passengers.

统计模块可以根据采集模块采集到的每位到站旅客的换乘信息,统计出选择不同接驳方式的旅客数量,并结合列车的到站旅客数量就可以计算出每种接驳方式的初始分担率。The statistics module can count the number of passengers who choose different connection methods according to the transfer information of each arriving passenger collected by the collection module, and can calculate the initial share of each connection method in combination with the number of arriving passengers on the train. Rate.

调度模块可以通过建立旅客的接驳选择模型和接驳时间模型,计算到站旅客选择不同接驳方式的比例以及换乘各种接驳方式的换乘时间。并采用接驳选择模型作为下层模型,接驳时间最小作为目标函数的接驳时间模型作为上层模型的双层规划方法,对不同接驳方式实现协调调度优化,求解得到使所有旅客总换乘时间最小的最优调度参数,从而实现枢纽接驳资源的优化配置,提升枢纽运营效率,为旅客提供安全、快捷、舒适的换乘服务。The scheduling module can calculate the proportion of arriving passengers choosing different connection methods and the transfer time of various connection methods by establishing passenger connection selection model and connection time model. And the connection selection model is used as the lower model, and the connection time model with the minimum connection time as the objective function is used as the double-layer planning method of the upper model. The minimum optimal scheduling parameters can realize the optimal allocation of hub connection resources, improve the operation efficiency of the hub, and provide passengers with safe, fast and comfortable transfer services.

下文将结合附图3、附图4、附图5,对本发明实施例的调度系统进行详细描述。The scheduling system of the embodiment of the present invention will be described in detail below with reference to FIG. 3 , FIG. 4 , and FIG. 5 .

在本实施例中,可选的,所述采集模块包括:In this embodiment, optionally, the collection module includes:

调取单元,配置为从铁路客运枢纽管理系统调取交通枢纽的运行信息;The retrieval unit is configured to retrieve the operation information of the transportation hub from the railway passenger transportation hub management system;

定位单元,配置为定位所有旅客的移动轨迹;A positioning unit, configured to locate the movement trajectories of all passengers;

生成单元,配置为根据定位单元的定位结果,确定所有旅客选择的接驳方式和接驳步行时间。The generating unit is configured to determine the connection mode and connection walking time selected by all passengers according to the positioning result of the positioning unit.

采集模块由调取单元、定位单元和生成单元组成,调取单元与铁路客运枢纽管理系统通信连接,可以采用网络爬虫等工具自动从铁路客运枢纽管理系统获取运行信息,采集的运行信息包括枢纽的基础设施布局信息、到站列车时刻表,以及每辆列车的到站旅客数量。The acquisition module consists of a retrieval unit, a positioning unit and a generation unit. The retrieval unit is connected to the railway passenger transport hub management system in communication, and tools such as web crawlers can be used to automatically obtain operation information from the railway passenger transport hub management system. Infrastructure layout information, arriving train schedules, and the number of arriving passengers per train.

定位单元可以通过布置在交通枢纽内的摄像头采集各个位置的图像,根据采集到的图像采用图像识别定位技术确定每位到站旅客的移动轨迹。The positioning unit can collect images of various positions through cameras arranged in the transportation hub, and use image recognition and positioning technology to determine the movement trajectory of each arriving passenger according to the collected images.

因为,调取单元调取的基础设置布局信息中包括各种接驳方式的接驳站台的位置坐标以及铁路列车出站口的位置坐标,所以,生成单元可以通过每位到站旅客的移动轨迹和调取单元调取的交通枢纽的基础设施布局信息,确定到站旅客选择的接驳方式和接驳步行时间,并根据接驳方式和接驳步行时间生成相应的换乘信息。Because the basic setting layout information retrieved by the retrieval unit includes the location coordinates of the connection platforms of various connection methods and the location coordinates of the railway train exits, the generation unit can pass the movement trajectory of each arriving passenger. And the infrastructure layout information of the transportation hub retrieved by the retrieval unit, determine the connection method and connection walking time selected by the arriving passengers, and generate the corresponding transfer information according to the connection method and the connection walking time.

比如,生成单元可以根据基础设施布局信息确定列车出站口的位置坐标和不同接驳方式的站台的位置坐标,比如公交站台的位置坐标。生成单元可以将列车出站口的位置坐标和不同接驳方式的站台的位置坐标与到站旅客的移动轨迹进行匹配,即可确定到站旅客选择的接驳方式,以及到站旅客的出站时间和接驳站台的到达时间,生成单元根据出站时间和到达时间即可计算出到站旅客的接驳步行时间。For example, the generating unit may determine the position coordinates of the train exit and the position coordinates of the platforms of different connection methods, such as the position coordinates of the bus station, according to the infrastructure layout information. The generating unit can match the position coordinates of the exit of the train and the position coordinates of the platforms of different connection methods with the movement trajectories of the arriving passengers, so as to determine the connection method selected by the arriving passengers and the exit of the arriving passengers. time and the arrival time of the connecting platform, the generating unit can calculate the connecting and walking time of the arriving passengers according to the exit time and the arrival time.

在本实施例中,可选的,所述调度模块包括:In this embodiment, optionally, the scheduling module includes:

优化求解单元,配置为基于约束条件,根据相应的初始分担率,通过对所述接驳时间模型进行求解,得到不同接驳方式的优化调度参数;The optimization solving unit is configured to obtain optimal scheduling parameters of different connection modes by solving the connection time model based on the constraint conditions and the corresponding initial sharing rate;

选择概率计算单元,配置为根据不同接驳方式的优化调度参数,通过接驳选择模型计算旅客对于不同接驳方式的选择概率;The selection probability calculation unit is configured to calculate the selection probability of passengers for different connection methods through the connection selection model according to the optimized scheduling parameters of different connection methods;

分担率计算单元,配置为根据相应的选择概率确定不同接驳方式进行优化后的分担率;The sharing rate calculation unit is configured to determine the optimized sharing rate for different connection methods according to the corresponding selection probability;

所述优化求解单元、选择概率计算单元和分担率计算单元依次重复计算优化调度参数、选择概率和分担率,直至得到不同接驳方式对应的最优调度参数。The optimization solving unit, the selection probability calculating unit and the sharing rate calculating unit successively repeatedly calculate the optimal scheduling parameters, the selection probability and the sharing rate, until the optimal scheduling parameters corresponding to different connection modes are obtained.

具体而言,优化求解单元可以将统计模块统计出的不同接驳方式对应的初始分担率输入接驳时间模型中,并基于设置的约束条件,通过对以接驳时间最小为目标函数的接驳时间模型进行求解,得到不同接驳方式的优化调度参数。Specifically, the optimization solving unit can input the initial sharing rate corresponding to different connection methods calculated by the statistical module into the connection time model, and based on the set constraints, through the connection with the minimum connection time as the objective function The time model is solved to obtain the optimal scheduling parameters for different connection methods.

选择概率计算单元可以将优化求解单元求解得到的优化调度参数输入接驳选择模型中,通过接驳选择模型计算得到对各种接驳方式的调度参数进行优化后,旅客对于各种接驳方式的选择概率。The selection probability calculation unit can input the optimized scheduling parameters obtained by the optimization solving unit into the connection selection model. Choose a probability.

分担率计算单元可以根据选择概率计算单元计算出的各种接驳方式对应的选择概率计算不同接驳方式的分担率。The sharing rate calculation unit may calculate the sharing rate of different connection modes according to the selection probabilities corresponding to various connection modes calculated by the selection probability calculation unit.

优化求解单元可以根据分担率计算出的分担率对输入的分担率进行更新,并根据更新后的分担率再次对接驳时间模型进行优化求解,得到新的优化调度参数。选择概率计算单元再根据新的优化调度参数计算得到旅客对于各种接驳方式新的选择概率。分担率计算单元最后根据新的选择概率再次计算不同接驳方式的分担率对优化求解单元输入的分担率进行更新。如此重复,直至当优化求解单元判定前后两次迭代中接驳时间优化幅度小于某一阈值,则认为得到不同接驳方式对应的最优调度参数。The optimization solving unit can update the input sharing rate according to the sharing rate calculated by the sharing rate, and optimize and solve the connection time model again according to the updated sharing rate to obtain new optimal scheduling parameters. The selection probability calculation unit then calculates the new selection probability of passengers for various connection modes according to the new optimized scheduling parameters. The sharing rate calculation unit finally calculates the sharing rate of different connection modes again according to the new selection probability, and updates the sharing rate input by the optimization solving unit. This is repeated until the optimization solution unit determines that the connection time optimization range in the two iterations before and after is smaller than a certain threshold, then it is considered that the optimal scheduling parameters corresponding to different connection methods are obtained.

在本实施例中,可选的,优化求解单元所采用的接驳时间模型由4种接驳方式对应的时间模型组成,分别为轨道接驳时间模型、公交接驳时间模型、出租车接驳时间模型和私家车接驳时间模型。In this embodiment, optionally, the connection time model adopted by the optimization solving unit is composed of time models corresponding to 4 connection modes, namely, the rail connection time model, the bus connection time model, and the taxi connection time model. Time model and private car connection time model.

应理解,本发明实施例仅以4种接驳方式进行举例说明,但本发明并不仅限于此,可以根据交通枢纽实际设置的接驳方式确定接驳时间模型。It should be understood that the embodiment of the present invention is only exemplified by four connection modes, but the present invention is not limited thereto, and the connection time model may be determined according to the connection modes actually set by the transportation hub.

其中,轨道接驳时间模型TG包括:Among them, the track connection time model T G includes:

Figure BDA0003557002270000141
Figure BDA0003557002270000141

Figure BDA0003557002270000142
Figure BDA0003557002270000142

Figure BDA0003557002270000143
Figure BDA0003557002270000143

其中,

Figure BDA0003557002270000151
为赶上就近接驳轨道列车的接驳时间,
Figure BDA0003557002270000152
为赶不上就近接驳轨道列车的接驳时间,
Figure BDA0003557002270000153
为就近轨道接驳列车发车时间,
Figure BDA0003557002270000154
为铁路列车到站时间,δG为轨道交通分担率,Q(i)为第i列铁路列车的到站旅客数量,f(t)为旅客步行时间所服从的概率分布,
Figure BDA0003557002270000155
为轨道接驳列车发车时间。in,
Figure BDA0003557002270000151
In order to catch up with the connection time of the nearest rail train,
Figure BDA0003557002270000152
In order to catch up with the connection time of the nearest rail train,
Figure BDA0003557002270000153
For the departure time of the nearest rail connection train,
Figure BDA0003557002270000154
is the arrival time of the railway train, δG is the rail traffic sharing rate, Q (i) is the number of passengers arriving at the station of the i-th railway train, f(t) is the probability distribution obeyed by the walking time of passengers,
Figure BDA0003557002270000155
It is the departure time of the rail connection train.

公交接驳时间模型TB包括:The bus connection time model T B includes:

Figure BDA0003557002270000156
Figure BDA0003557002270000156

Figure BDA0003557002270000157
Figure BDA0003557002270000157

Figure BDA0003557002270000158
Figure BDA0003557002270000158

其中,

Figure BDA0003557002270000159
为赶上就近接驳公交车的接驳时间,
Figure BDA00035570022700001510
为赶不上就近接驳公交车的接驳时间,
Figure BDA00035570022700001511
为就近接驳公交发车时间,δB为公交车分担率,
Figure BDA00035570022700001512
为接驳公交发车时间,f(t)为旅客步行时间所服从的随机概率分布,为了更好刻画接驳工具满载以及乘客错过就近接驳工具等待下一趟接驳工具情况,将通常服从正态分布的旅客走行时间分布尾数增大,并调整分布参数使其服从正偏态分布,再利用韦布尔分布表示正偏态分布的情况。in,
Figure BDA0003557002270000159
In order to catch up with the connecting time of the nearest bus,
Figure BDA00035570022700001510
In order to be unable to catch up with the connecting time of the nearest bus,
Figure BDA00035570022700001511
is the departure time of the nearest shuttle bus, δB is the bus sharing rate,
Figure BDA00035570022700001512
For the departure time of the shuttle bus, f(t) is the random probability distribution obeyed by the passenger's walking time. In order to better describe the situation that the shuttle is fully loaded and the passengers miss the nearest shuttle and wait for the next shuttle, it will usually obey the normal probability distribution. The mantissa of the passenger travel time distribution of the state distribution increases, and the distribution parameters are adjusted to conform to the positively skewed distribution, and then the Weibull distribution is used to represent the situation of the positively skewed distribution.

在本实施例中,可选的,所述轨道接驳时间模型、公交接驳时间模型中,旅客步行时间所服从的概率分布函数为:In this embodiment, optionally, in the track connection time model and the bus connection time model, the probability distribution function obeyed by the passenger's walking time is:

Figure BDA00035570022700001513
其中,α、η、γ为分布参数。
Figure BDA00035570022700001513
Among them, α, η, γ are distribution parameters.

调度系统还包括分布参数确定模块,该分布参数确定模块可以通过对采集到的所有到站旅客的换乘信息进行最大似然估计的方法标定所述分布参数。具体的,分布参数确定模块可以将采集到的换乘信息中的到站旅客的换乘走行时间样本数据代入概率分布函数并取对数求和得似然函数,对似然函数求关于分布函数α、η、γ得偏导数得到似然方程并求解,得到α、η、γ得最大似然估计。The dispatching system further includes a distribution parameter determination module, which can calibrate the distribution parameters by performing maximum likelihood estimation on the collected transfer information of all arriving passengers. Specifically, the distribution parameter determination module can substitute the transfer travel time sample data of arriving passengers in the collected transfer information into the probability distribution function, and obtain the likelihood function by summing the logarithms, and then calculating the distribution function for the likelihood function. The partial derivatives of α, η and γ are obtained to obtain the likelihood equation and solved, and the maximum likelihood estimation of α, η and γ is obtained.

出租车接驳时间模型TC包括:The taxi pick-up time model T C includes:

Figure BDA0003557002270000161
Figure BDA0003557002270000161

其中,Ws为旅客在出租车站台的逗留时间,μ为出租车服务率,λ为旅客到达率,δC为出租车分担率,tRC为换乘出租车所需的步行时间。出租车服务率可以通过人工进行设置,旅客到达率Among them, W s is the stay time of passengers at the taxi platform, μ is the taxi service rate, λ is the passenger arrival rate, δ C is the taxi sharing rate, and t RC is the walking time required to transfer to a taxi. Taxi service rate can be set manually, passenger arrival rate

所述私家车接驳时间模型TS包括:The private car connection time model T S includes:

Figure BDA0003557002270000162
Figure BDA0003557002270000162

其中,tRS步行至私家车停车场所需时间,δS为私家车分担率。可以通过采集到的换乘信息确定旅客步行至私家车停车场所需时间。Among them, t RS is the time required to walk to the private car parking lot, and δ S is the sharing rate of private cars. The time required for a passenger to walk to a private car parking lot can be determined through the collected transfer information.

在本实施例中,可选的,所述优化求解单元配置的约束条件包括:公交、轨道对应的最小发车间隔和最大发车间隔,公交、轨道发车的先后顺序,接驳方式发车时间晚于铁路列车到站时间,出租车服务强度优化幅度。In this embodiment, optionally, the constraints on the configuration of the optimization solving unit include: the minimum and maximum departure intervals corresponding to buses and rails, the sequence of departures of buses and rails, and the departure time of the connection mode is later than that of the railway. Train arrival time, taxi service intensity optimization range.

在本实施例中,可选的,所述选择概率计算单元配置的接驳选择模型包括:In this embodiment, optionally, the connection selection model configured by the selection probability calculation unit includes:

Figure BDA0003557002270000163
Figure BDA0003557002270000163

Figure BDA0003557002270000164
Figure BDA0003557002270000164

其中,Pin为旅客n对于第i接驳方式的选择概率,αi为接驳方式i的常数项,βik为接驳方式i对应的不同特性变量的标定系数,xikn为到达旅客选择枢纽接驳方式i的特性变量,An为接驳方式的集合。Among them, P in is the selection probability of passenger n for the ith connection mode, α i is the constant term of connection mode i, β ik is the calibration coefficient of different characteristic variables corresponding to connection mode i, and x ikn is the choice of arriving passengers The characteristic variable of the hub connection mode i , An is the set of connection modes.

在本实施例中,可选的,还包括标定参数确定模块,该标定参数确定模块配置为采集不同接驳方式对应的旅客的特性变量,并通过最大似然估计方法确定不同接驳方式对应的各种特性变量的标定系数βikIn this embodiment, optionally, a calibration parameter determination module is further included, and the calibration parameter determination module is configured to collect characteristic variables of passengers corresponding to different connection modes, and determine the parameters corresponding to different connection modes through a maximum likelihood estimation method. Calibration coefficients β ik for various characteristic variables.

协调系统还包括标定参数确定模块,该标定参数确定模块可以通过采集模块采集到站旅客的特性变量信息,并根据每位旅客的特性变量信息,采用最大似然估计方法确定不同接驳方式对应的各种特性变量的标定系数。The coordination system also includes a calibration parameter determination module. The calibration parameter determination module can collect the characteristic variable information of the arriving passengers through the collection module, and use the maximum likelihood estimation method to determine the corresponding connection methods according to the characteristic variable information of each passenger. Calibration coefficients for various characteristic variables.

在本实施例中,标定参数确定模块提取的特性变量包括:旅客的性别、年龄、职业、月收入、出行距离、出行目的以及接驳时间。采集模块可以通过铁路客运平台向乘坐铁路列车的乘客发布调查问卷,以调查问卷的方式获取到这些特性变量的信息。In this embodiment, the characteristic variables extracted by the calibration parameter determination module include the passenger's gender, age, occupation, monthly income, travel distance, travel purpose, and connection time. The collection module can issue questionnaires to passengers taking railway trains through the railway passenger transport platform, and obtain the information of these characteristic variables by means of questionnaires.

在本实施例中,可选的,所述分担率计算单元通过对不同接驳方式的选择概率进行集计化分析,得到不同接驳方式对应的分担率。In this embodiment, optionally, the sharing rate calculation unit obtains the sharing rates corresponding to different connection methods by performing aggregate analysis on the selection probabilities of different connection methods.

以上实施例仅用以说明本发明的技术方案,而非对其限制;尽管参照前述各实施例对本发明进行了详细的说明,本领域的普通技术人员应当理解:其依然可以对前述各实施例所记载的技术方案进行修改,或者对其中部分或者全部技术特征进行等同替换;而这些修改或者替换,并不使相应技术方案的本质脱离本发明各实施例技术方案的范围,其均应涵盖在本发明的权利要求和说明书的范围当中。The above embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that the foregoing embodiments can still be used for The recorded technical solutions are modified, or some or all of the technical features thereof are equivalently replaced; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present invention, and should be included in the The invention is within the scope of the claims and description.

Claims (21)

1. A method for cooperatively dispatching a railway passenger transport integrated transportation hub in a connection mode is characterized by comprising the following steps:
collecting operation information of a traffic hub and transfer information of passengers arriving at a station;
counting transfer information of all arriving passengers, and determining the initial sharing rate of each connection mode;
according to the operation information and the initial sharing rate of all the connection modes, carrying out iterative solution on the double-layer planning model to obtain optimal scheduling parameters corresponding to different connection modes;
the upper layer model of the double-layer planning model is a connection time model taking the minimum connection time as a target function, and the lower layer model is a connection selection model.
2. The method for joint connection type collaborative scheduling of the railway passenger transport integrated transportation hub according to claim 1, wherein the iterative solution through the double-layer planning model comprises:
based on constraint conditions, solving the connection time model according to corresponding initial sharing rate to obtain optimized scheduling parameters of different connection modes;
according to the optimized scheduling parameters of different docking modes, calculating the selection probability of the arriving passengers for different docking modes through a docking selection model;
determining the sharing rate corresponding to different connection modes according to the corresponding selection probability;
updating the sharing rates of different connection modes, solving the connection time model again, and calculating the corresponding sharing rates of the different connection modes through the connection selection model again;
and repeating the steps until the optimal scheduling parameters corresponding to different connection modes are obtained.
3. The method for cooperatively dispatching the integrated transportation hub connection mode for passenger train according to claim 2, wherein the constraint condition comprises: the minimum departure interval and the maximum departure interval corresponding to the bus and the rail train, the departure sequence of the bus and the rail train, the departure time of the connection tool is later than the arrival time of the rail train, and the service intensity of the taxi is optimized.
4. The method for joint connection type collaborative scheduling of the railway passenger transport integrated transportation hub according to claim 2, wherein the connection selection model comprises:
Figure FDA0003557002260000011
Figure FDA0003557002260000012
wherein, PinFor the selection probability, alpha, of the inbound passenger n for the ith mode of dockingiConstant term, β, for the docking mode iikCalibration coefficients, x, for different characteristic variables corresponding to the docking mode iiknSelecting characteristic variable of hub connection mode i for passengers arriving at station, AnIs the set of each connection mode.
5. The method for cooperatively dispatching the connection mode of the railway passenger transport integrated transportation hub according to claim 4, comprising the following steps: collecting characteristic variables of passengers corresponding to different connection modes, and determining calibration coefficients beta of the characteristic variables corresponding to the different connection modes by adopting a maximum likelihood estimation methodik
6. The method for the joint connection type collaborative scheduling of the railway passenger transportation integrated transportation hub according to claim 4, wherein the characteristic variables comprise: gender, age, occupation, monthly income, distance traveled, purpose of travel, and docking time of the arriving passenger.
7. The method for the connection mode cooperative scheduling of the railway passenger transport integrated transportation hub according to claim 2, wherein the sharing rate corresponding to different connection modes is obtained by performing centralized analysis on the selection probabilities of the different connection modes.
8. The method for collaborative scheduling of junction connection modes of the railway passenger transport integrated transportation junction according to claim 1, wherein the junction time model comprises at least one of a rail junction time model, a bus junction time model, a taxi junction time model and a private car junction time model.
9. The method for cooperatively dispatching the connection mode of the railway passenger transport integrated transportation hub according to claim 8, wherein in the rail connection time model and the bus connection time model, the probability distribution function obeyed by the walking time of the passenger is as follows:
Figure FDA0003557002260000021
wherein, alpha, eta and gamma are distribution parameters.
10. The method according to claim 9, wherein the distribution parameters are calibrated by performing maximum likelihood estimation on the collected passenger transfer information.
11. A railway passenger transport comprehensive transportation hub connection mode cooperative dispatching system is characterized by comprising:
the acquisition module is configured to acquire operation information of a transportation junction and transfer information of passengers arriving at the station;
the statistical module is configured to count transfer information of all arriving passengers and determine the initial sharing rate of each connection mode;
the scheduling module is configured to obtain optimal scheduling parameters corresponding to different connection modes by performing iterative solution on the double-layer planning model according to the operation information and the initial sharing rates of the different connection modes;
the upper layer model of the double-layer planning model is a connection time model taking the minimum connection time as a target function, and the lower layer model is a connection selection model.
12. The integrated transportation hub connection type cooperative dispatching system for passenger trains according to claim 11, wherein the collecting module comprises:
the calling unit is configured to call the operation information of the transportation junction from the railway passenger transportation junction management system;
the positioning unit is configured to position the moving tracks of all passengers;
and the generating unit is configured to determine the connection mode and the connection walking time selected by each passenger according to the moving track of each passenger, and generate transfer information of the passengers arriving at the station according to the connection mode and the connection walking time.
13. The integrated transportation hub connection type cooperative dispatching system for passenger trains according to claim 11, wherein the dispatching module comprises:
the optimization solving unit is configured to solve the connection time model according to the corresponding initial sharing rate based on the constraint conditions to obtain the optimized scheduling parameters of different connection modes;
the selection probability calculation unit is configured to calculate the selection probability of the arriving passenger for different connection modes through the connection selection model according to the optimized scheduling parameters of the different connection modes;
the sharing rate calculation unit is configured to determine the sharing rate after optimization of different connection modes according to the corresponding selection probability;
and the optimization solving unit, the selection probability calculating unit and the sharing rate calculating unit sequentially and repeatedly calculate the optimized scheduling parameters, the selection probability and the sharing rate until the optimal scheduling parameters corresponding to different connection modes are obtained.
14. The system for joint connection type cooperative dispatching of the integrated transportation hub for passenger train according to claim 13, wherein the constraint conditions configured by the optimization solution unit comprise: the minimum departure interval and the maximum departure interval corresponding to the bus and the rail train, the departure sequence of the bus and the rail train, the departure time of the connection tool is later than the arrival time of the rail train, and the service intensity of the taxi is optimized.
15. The system for collaborative dispatching of connection modes of integrated transportation hubs for passenger trains according to claim 13, wherein the connection selection model configured by the selection probability calculation unit comprises:
Figure FDA0003557002260000041
Figure FDA0003557002260000042
wherein, PinFor the probability of selection of passenger n for the ith mode of docking, αiConstant term, β, for the docking mode iikCalibration coefficients, x, for different characteristic variables corresponding to the docking mode iiknSelecting characteristic variable of hub connection mode i for arriving passengers, AnIs the set of each connection mode.
16. The transportation junction connection mode cooperative scheduling system of claim 15, further comprising a calibration parameter determination module, wherein the calibration parameter determination module is configured to collect characteristic variables of passengers corresponding to different connection modes, and determine the calibration coefficients β of the characteristic variables corresponding to different connection modes by using a maximum likelihood estimation methodik
17. The connection type cooperative dispatching system of the railway passenger transportation integrated transportation junction according to claim 15, wherein the characteristic variables comprise: gender, age, occupation, monthly income, distance traveled, purpose of travel, and docking time of the arriving passenger.
18. The connection mode cooperative scheduling system of the railway passenger transport integrated transportation hub according to claim 13, wherein the sharing rate calculating unit obtains the sharing rates corresponding to different connection modes by performing centralized analysis on the selection probabilities of the different connection modes.
19. The transportation junction docking mode collaborative scheduling system of claim 11, wherein the docking time model includes at least one of a track docking time model, a bus docking time model, a taxi docking time model, and a private car docking time model.
20. The transportation junction connection mode cooperative scheduling system of claim 19, wherein in the rail connection time model and the bus connection time model, the probability distribution function obeyed by the walking time of the arriving passenger is as follows:
Figure FDA0003557002260000043
wherein, alpha, eta and gamma are distribution parameters.
21. The integrated transportation hub docking mode coordinated scheduling system of passenger train according to claim 20, further comprising a distribution parameter determination module configured to calibrate said distribution parameter by performing maximum likelihood estimation on all collected passenger transfer information.
CN202210281027.7A 2022-03-21 2022-03-21 Railway passenger transport comprehensive transportation hub connection mode cooperative scheduling method and system Pending CN114723240A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116757330A (en) * 2023-08-10 2023-09-15 北京经纬信息技术有限公司 Method, system, equipment and medium for calculating minimum transit time of different stations in same city of railway

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN116757330A (en) * 2023-08-10 2023-09-15 北京经纬信息技术有限公司 Method, system, equipment and medium for calculating minimum transit time of different stations in same city of railway
CN116757330B (en) * 2023-08-10 2023-11-14 北京经纬信息技术有限公司 Method, system, equipment and medium for calculating minimum transit time of different stations in same city of railway

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