CN115782985A - Method and device for adjusting rail transit transfer connection train schedule - Google Patents
Method and device for adjusting rail transit transfer connection train schedule Download PDFInfo
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Abstract
The application discloses a method and a device for adjusting a rail transit transfer connection train schedule. Wherein, the method comprises the following steps: acquiring a transfer station set to be adjusted and a time period to be adjusted; analyzing one or more target line train timetables and historical transfer passenger flow rates connected with a to-be-adjusted transfer station set by adopting a preset model to obtain an adjustment scheme of the departure time of one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for indicating the arrival time of the trains; and adjusting the departure time of one or more target line trains according to the adjustment scheme so as to adjust the train schedule of each transfer station in the transfer station set to be adjusted in the time period to be adjusted. The application solves the technical problem that the convenience of inter-train transfer of different lines in the related technology is low.
Description
Technical Field
The application relates to the field of artificial intelligence, in particular to a method and a device for adjusting a rail transit transfer connection train schedule.
Background
In order to solve urban traffic jam and improve the traveling satisfaction of residents, various major cities in China advance to develop urban rail transit in the years and gradually encrypt to form a network. Different from the driving organization of a single line, under the networked operation condition, the situation that mutual influence inevitably occurs among all lines in the rail transit system is mainly shown in that network passenger flows are mutually transferred among the lines through transfer stations, a large number of passenger flows are gathered at certain transfer nodes to enable the transfer stations to become the weak points of network efficiency and network safety, and meanwhile, a series of problems needing to be solved, such as inconvenient transfer, long transfer consumption and the like exist. However, in the current actual operation process, an operation enterprise mostly uses a single line as an object to compile an operation diagram, namely, the line operation diagram is compiled relatively independently, and reasonable connection with the arrival and departure time of a transfer line train is less considered, so that the situation that when passengers get off from a line A to transfer to a line B and travel to the line B, the line B train just starts or waits for a long time often occurs in the actual operation.
In view of the above problems, no effective solution has been proposed.
Disclosure of Invention
The embodiment of the application provides a method and a device for adjusting a track traffic transfer connection train schedule, so as to at least solve the technical problem of low convenience of transfer between trains of different lines in the related technology.
According to an aspect of an embodiment of the present application, there is provided a method for adjusting a rail transit train schedule, including: acquiring a set of transfer stations to be adjusted and a time period to be adjusted; analyzing one or more target line train timetables and historical transfer passenger flow rates connected with a main transfer station in a transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of the departure time of one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for representing the arrival time of trains; and adjusting the departure time of one or more target line trains according to the adjustment scheme so as to adjust the train schedule of each transfer station in the transfer station set in the time period to be adjusted.
Optionally, a plurality of adjusted departure times of the first train of the main transfer station in the time period to be adjusted are sequentially input into the preset model according to a preset step length, so as to obtain a plurality of adjusted departure time tables of one or more target line trains; determining an average transfer waiting time of each transfer station in the set of transfer stations to be adjusted based on the adjusted departure timetables and the historical transfer passenger flow; substituting the average transfer waiting time of each transfer station into an objective function of the preset model to obtain an output value of the objective function, wherein the output value of the objective function is used for representing a weighted summation value of the average transfer waiting times of all the transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the adjusted departure time corresponding to the minimum value of the output value of the target function as the adjusted target departure time of the first train in the time period to be adjusted, and sequentially determining the adjusted departure time of each transfer station in the transfer station set to be adjusted based on the adjusted target departure time of the first train to obtain the adjustment scheme.
Optionally, the determining the average transfer waiting time of each transfer station based on the departure time table and the historical transfer passenger flow of the train on the one or more target lines comprises: acquiring transfer walking time of each transfer station, and determining a difference value between the departure time of the switched-in train and the arrival time of the switched-out train as transfer waiting time; and determining the average value of the transfer waiting time of one or more target lines in each transfer station as the average transfer waiting time, wherein each target line comprises lines in the uplink direction and the downlink direction.
Optionally, the average value of the transfer waiting time periods of the one or more target routes in each transfer station is determined by: determining the total number of the connection schemes of all transfer directions corresponding to each transfer station; and determining the ratio of the sum of the total transfer waiting time of the transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
Optionally, the preset constraint condition at least includes: the driving interval duration of the first train and a previous train corresponding to the first train in the time period to be adjusted is longer than the preset duration; the running interval duration of the last train and the train behind the last train in the time period to be adjusted is longer than the preset duration; according to the adjustment scheme, the average transfer waiting time after the train departure time in one or more target lines is adjusted is not more than the average transfer waiting time before the adjustment; adjusting train departure time in one or more target lines according to an adjusting scheme, wherein the connection rate of front and rear arriving trains in the one or more target lines is not less than the connection rate before adjustment; and the number of times of transfer states in the target state in one or more target lines after the train departure time in one or more target lines is adjusted according to the adjustment scheme is not more than the number of times of transfer states in the target state before the adjustment.
Optionally, the availability of trains arriving at the station before and after the train arrives at the station in one or more destination routes is determined by the following method, including: under the condition that the transfer waiting time length is greater than a preset multiple of the running interval time length between the transfer train and the previous train, determining that the connection scheme corresponding to the transfer train is a connection scheme of which the connection state does not meet a preset condition; determining the ratio of the number of the connection schemes of which the connection states do not meet the preset conditions to the number of all the connection schemes as the rate of poor connection; and determining the good rate of the link according to the difference value of the number one and the poor rate of the link.
Optionally, the transfer state in the target state is determined by: determining a transfer state as a target state, wherein the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the sum of the station-in time of the switched-out train and the station-out time of the switched-in train and is less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time; and determining the transfer state, in which the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the difference value between the sum of the door opening time of the switched-out train and the transfer walking time and less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time, as a target state.
According to another aspect of the embodiments of the present application, there is also provided an adjusting device for a rail transit train schedule, including: the acquisition module is used for acquiring a set of transfer sites to be adjusted and a time period to be adjusted; the system comprises a determining module, a judging module and a scheduling module, wherein the determining module is used for analyzing one or more target line train timetables and historical transfer passenger flow rates which are connected with a set of transfer stations to be adjusted by adopting a preset model to obtain an adjustment scheme of the departure time of one or more target line trains, the preset model is used for indicating the average transfer waiting time of the transfer stations and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for indicating the arrival time of the trains; and the adjusting module is used for adjusting the departure time of one or more target line trains according to the adjusting scheme so as to adjust the train schedule of each transfer station in the transfer station set in the time period to be adjusted.
According to another aspect of the embodiment of the application, a non-volatile storage medium is further provided, in which a program is stored in the non-volatile storage medium, and when the program runs, a device where the non-volatile storage medium is controlled to execute the method for adjusting the rail transit transfer joined train schedule.
According to still another aspect of the embodiments of the present application, there is also provided a computer device, including: the device comprises a memory and a processor, wherein the processor is used for operating a program stored in the memory, and the program executes the method for adjusting the rail transit transfer engaged train schedule during operation.
In the embodiment of the application, a transfer station set to be adjusted and a time period to be adjusted are obtained; analyzing one or more target line train timetables and historical transfer passenger flow rates connected with a to-be-adjusted transfer station set by adopting a preset model to obtain an adjustment scheme of the departure time of one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for indicating the arrival time of the trains; the train departure time of one or more target lines of trains is adjusted according to the adjustment scheme, the adjustment scheme is determined by analyzing one or more target lines connected with the set of transfer stations by adopting a preset model in a mode of adjusting the train schedule of each transfer station in the set of transfer stations within a time period to be adjusted, the purpose of optimizing the transfer waiting time of the transfer stations is achieved, the technical effect of improving the transfer convenience is achieved, and the technical problem of low transfer convenience of different lines of trains in the related technology is solved.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a block diagram of a hardware structure of a computer terminal (or a mobile device) for a method for adjusting a track transportation transfer engaged train schedule according to an embodiment of the present application;
fig. 2 is a schematic view of a flow of an adjusting method of a rail transit transfer engaging train schedule according to the present application;
FIG. 3 is a schematic illustration of a flow of another method of adjusting a rail transit transfer engage train schedule according to the present application;
fig. 4 is a schematic structural diagram of an adjusting device for a rail transit transfer engaged train schedule according to the present application.
Detailed Description
In order to make the technical solutions better understood by those skilled in the art, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are only partial embodiments of the present application, but not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and claims of this application and in the drawings described above are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the application described herein may be implemented in sequences other than those illustrated or described herein. Furthermore, the terms "comprises," "comprising," and "having," and any variations thereof, are intended to cover a non-exclusive inclusion, such that a process, method, system, article, or apparatus that comprises a list of steps or elements is not necessarily limited to those steps or elements expressly listed, but may include other steps or elements not expressly listed or inherent to such process, method, article, or apparatus.
In the related technology, because only the adjustment and optimization of the running time of a single-line running vehicle is considered, and the coordination of the coupling characteristics of the urban rail transit passenger flow among different lines and the coordination of the train running time of a transfer station connection line and the like is not considered, the problem of low convenience in transfer among trains of different lines exists. In order to solve this problem, the embodiments of the present application provide related solutions, which are described in detail below.
According to an embodiment of the present application, there is provided a method embodiment of a method for adjusting a rail transit train schedule, where it is noted that the steps shown in the flowchart of the drawings may be executed in a computer system such as a set of computer executable instructions, and that although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in an order different from that shown or described herein.
The method provided by the embodiment of the application can be executed in a mobile terminal, a computer terminal or a similar operation device. Fig. 1 shows a hardware configuration block diagram of a computer terminal (or mobile device) for implementing an adjustment method of a rail transit transfer splicing train schedule. As shown in fig. 1, the computer terminal 10 (or mobile device 10) may include one or more (shown as 102a, 102b, \8230; 102 n) a processor 102 (the processor 102 may include, but is not limited to, a processing device such as a microprocessor MCU or a programmable logic device FPGA, etc.), a memory 104 for storing data, and a transmission module 106 for communication functions. Besides, the method can also comprise the following steps: a display, an input/output interface (I/O interface), a Universal Serial BUS (USB) port (which may be included as one of the ports of the BUS), a network interface, a power source, and/or a camera. It will be understood by those skilled in the art that the structure shown in fig. 1 is only an illustration and is not intended to limit the structure of the electronic device. For example, the computer terminal 10 may also include more or fewer components than shown in FIG. 1, or have a different configuration than shown in FIG. 1.
It should be noted that the one or more processors 102 and/or other data processing circuitry described above may be referred to generally herein as "data processing circuitry". The data processing circuitry may be embodied in whole or in part in software, hardware, firmware, or any combination thereof. Further, the data processing circuit may be a single stand-alone processing module or incorporated, in whole or in part, into any of the other elements in the computer terminal 10 (or mobile device). As referred to in the embodiments of the application, the data processing circuit acts as a processor control (e.g. selection of a variable resistance termination path connected to the interface).
The memory 104 may be used to store software programs and modules of application software, such as program instructions/data storage devices corresponding to the method for adjusting a track transportation transfer and engagement train schedule in the embodiment of the present application, and the processor 102 executes various functional applications and data processing by operating the software programs and modules stored in the memory 104, that is, implements the method for adjusting a track transportation transfer and engagement train schedule described above. The memory 104 may include high-speed random access memory, and may also include non-volatile memory, such as one or more magnetic storage devices, flash memory, or other non-volatile solid-state memory. In some examples, the memory 104 may further include memory located remotely from the processor 102, which may be connected to the computer terminal 10 via a network. Examples of such networks include, but are not limited to, the internet, intranets, local area networks, mobile communication networks, and combinations thereof.
The transmission device 106 is used to receive or transmit data via a network. Specific examples of the network described above may include a wireless network provided by a communication provider of the computer terminal 10. In one example, the transmission device 106 includes a Network adapter (NIC) that can be connected to other Network devices through a base station to communicate with the internet. In one example, the transmission device 106 may be a Radio Frequency (RF) module, which is used to communicate with the internet via wireless.
The display may be, for example, a touch screen type Liquid Crystal Display (LCD) that may enable a user to interact with a user interface of the computer terminal 10 (or mobile device).
In the foregoing operating environment, an embodiment of the present application provides a method for adjusting a track transportation transfer engaged train schedule, as shown in fig. 2, the method includes the following steps:
step S202, acquiring a set of transfer sites to be adjusted and a time period to be adjusted;
step S204, analyzing one or more target line train schedules and historical transfer passenger flow rates connected with a main transfer station in a transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of the departure time of one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relation between the one or more target line train schedules and the historical transfer passenger flow rates, and the train schedule is used for indicating the arrival time of the trains;
and step S206, adjusting departure time of one or more target line trains according to the adjustment scheme so as to adjust a train schedule of each transfer station in the transfer station set to be adjusted in a time period to be adjusted.
Through the steps, the purpose of optimizing the transfer waiting time between the transfer stations is achieved by analyzing and determining the adjustment scheme through one or more target lines connected with the main transfer stations in the transfer station set by adopting the preset model, so that the technical effect of improving the transfer convenience is achieved, and the technical problem of low transfer convenience between trains of different lines in the related technology is solved.
It should be noted that, in the related art, only adjustment and optimization of a single-line driving time is considered, and coupling characteristics of urban rail transit passenger flows among different lines and coordination and adjustment of running time of trains on a transfer station connection line are not considered, so that a problem that convenience of passengers in transferring among trains on different lines is low is caused, for example: when passengers get off from the line A to transfer to the line B, the train with the line B just starts or waits for a longer time.
It should be further noted that the set of transfer stations to be adjusted includes all transfer stations on the line to be adjusted, for example: after the transfer points to be adjusted are determined, all the transfer stations affected by the adjustment scheme in the line are added into the transfer station set to be adjusted, for example: the departure time of the train in the a-line is advanced by one minute, which leads to the time when the train passes through all the transfer stations of the a-line being advanced by one minute.
In step S204, the main transfer station in the set of transfer stations refers to a target transfer station to be adjusted, and the other transfer stations except the main transfer station in the set of transfer stations refer to other transfer stations affected by the adjustment scheme and having changed train arrival time, which may be used as related transfer stations, for example: transfer stations on the same line as the main transfer station.
In step S206, the adjustment scheme includes, but is not limited to, adjusting departure times of one or more target lines connected to the primary transfer station in the period to be adjusted, and the decision variable of the preset model is the departure time of the one or more target lines.
In an actual application scenario, the set of transfer stations to be adjusted and the time period to be adjusted in step S202 may be obtained according to daily monitoring, for example: the method comprises the steps of determining transfer stations to be adjusted and time periods to be adjusted aiming at transfer stations with long average transfer waiting time of a road network, low connection rate, more phenomenon of 'just missing' and concentrated passenger negative public opinion reaction, wherein the phenomenon of 'just missing' refers to closing or driving away of a train entering a line in the field of view of transfer passengers.
In step S204, a preset model is used to analyze train schedules and historical transfer passenger flow of one or more target lines connected to a main transfer station in a set of transfer stations to be adjusted, specifically, a preset model is constructed with the minimum weighted average transfer waiting time of the main transfer station and the related transfer stations as a target and the train departure time of one or more target lines as a decision variable. In the objective function of the model, different weights are respectively given to the main transfer station and the related transfer stations, and the conditions of meeting the requirements of safe driving interval, average transfer waiting time, no increase of 'just missing' phenomenon and no reduction of good connection rate are taken as constraint conditions. And inputting the historical passenger transfer flow and the train schedule of the target line to solve the preset model. And respectively adjusting the train departure time of all lines related to the main transfer station in a feasible region by adopting a set optimization step length (which can be set by self, and the minimum step length is 1 second) through an enumeration method, and selecting a scheme with the optimal effect.
Step S202 to step S206 will be described below by way of a specific example.
In step S204, analyzing one or more target line train schedules and historical transfer passenger flow volumes linked with a main transfer station in a set of transfer stations to be adjusted by using a preset model to obtain an adjustment scheme of departure times of one or more target line trains, and sequentially inputting a plurality of adjusted departure times of a first train of the main transfer station in the time period to be adjusted according to a preset step length into the preset model to obtain a plurality of adjusted departure schedules of one or more target line trains; determining an average transfer waiting time of each transfer station in the set of transfer stations to be adjusted based on the adjusted departure timetables and the historical transfer passenger flow; substituting the average transfer waiting time of each transfer station into an objective function of the preset model to obtain an output value of the objective function, wherein the output value of the objective function is used for representing a weighted summation value of the average transfer waiting times of all the transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the adjusted departure time corresponding to the minimum value of the output value of the target function as the adjusted target departure time of the first train in the time period to be adjusted, and sequentially determining the adjusted departure time of each transfer station in the transfer station set to be adjusted based on the adjusted target departure time of the first train to obtain the adjustment scheme.
In an actual application scenario, an embodiment of the present application further provides a method for adjusting a train connection schedule for rail transit transfer, as shown in fig. 3, including:
step S301, inputting a line schedule of the connection of the transfer passenger flow and the main transfer station according to the determined transfer station set to be adjusted and the time period to be adjusted, wherein the transfer station set comprises the main transfer station and a plurality of transfer stations associated with the main transfer station;
step S302, adjusting departure time of the main transfer station within a time period to be adjusted based on a preset step length;
step S303, determining the adjusted departure time of all the transfer stations in the set of transfer stations to be adjusted according to the adjusted departure time of the main transfer station;
step S304, outputting the sum of weighted average transfer waiting time lengths of all transfer sites in the transfer site set to be adjusted;
in step S305, the departure time corresponding to the minimum value of the sum of the weighted average transfer waiting time periods is determined as the optimal solution.
In some embodiments of the present application, the objective function is shown as follows:
wherein minZ represents the output value of the objective function, T k，Average Represents the average transfer waiting time, K represents the number of the main transfer station, K represents the set of transfer stations to be adjusted,
representing a preset weight.
It will be appreciated that the preset weight for each site in the set of sites to be multiplied is
In addition, an optional mode is set by an expert scoring method, and in another optional mode, the geographic position of the transfer station, the transfer quantity and other factors can be combined for determination.
In an actual application scenario, the preset model takes the minimum weighted average transfer waiting time of a main transfer station and a related transfer station in the transfer station set to be adjusted as a target, and takes the departure time of a target line in a first train of the main transfer station in a time period to be adjusted as a decision variable to perform adjustment.
In an optional manner, the average transfer waiting duration of each transfer station may be determined by, specifically, obtaining the transfer walking duration of each transfer station, and subtracting the transfer walking duration from the difference between the departure time of the in-train and the arrival time of the out-train to obtain the transfer waiting duration; and determining the average value of the transfer waiting time of one or more target lines in each transfer station as the average transfer waiting time, wherein each target line comprises lines in the uplink direction and the downlink direction, and the lines are independent lines.
The departure time of a first train in the direction of d of a target line i at a starting station in a period to be adjusted is
The hair-sending shop is divided into
For example, the departure time of the jth train is:
in the formula, d ∈ {0,1}, and when d =0, it indicates an upper row, and when d =1, it indicates a lower row;
indicating the departure time of the jth train.
It should be noted that the transfer walking time length can be obtained in the field in advance.
In an alternative manner, the transfer wait period may be determined by:
in the formula (I), the compound is shown in the specification,
represents the transfer waiting time corresponding to the train n for transferring the passenger train j from the direction d of the target line i to the direction b of the target line m at the transfer station k,
the departure time of the train n to the transfer station k in the direction b of the target line m is shown,
the arrival time of the train j in the direction d of the target line i to the transfer station k,
the transfer walking time length of the transfer station k from the direction d of the route i to the direction b of the route m is shown.
In some embodiments of the present application, the average value of the transfer waiting time period is determined by: firstly, determining the total number of the connection schemes in all transfer directions corresponding to each transfer station; and determining the ratio of the sum of the total transfer waiting time of all the passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
In particular, the total number N phi of engagement schemes for all transfer directions of the transfer station k k Calculated according to the following formula:
in the formula (I), the compound is shown in the specification,
the number of connection schemes for transferring a target line i in a direction d to a line M in a direction b in a transfer station k is shown, the number of the target lines is shown by M, each line comprises lines in an uplink direction and a downlink direction, the direction d comprises two-direction lines, and the direction b comprises two-direction lines.
It should be noted that, the train j and the train n having the transfer connection relationship between the direction d of the link i and the direction b of the link m form a connection scheme, for example: the train j in the direction d of the line i is transferred to the train n in the direction b of the line m to form a connection scheme.
First average transfer waiting time between i direction d of target line and m direction b of target line in transfer station k
Calculated according to the following formula:
where Φ represents the set of all engagement schemes,
indicating the passenger flow volume of a train j in the direction d of a destination link i at a transfer station k to a train n in the direction b of a destination link m,
this indicates the amount of passenger traffic transferred from the destination lane i direction d to the destination lane m direction b at the transfer station k.
The average transfer waiting time of the transfer station k is calculated as follows:
in the formula, Q k Indicating the transfer passenger volume at transfer station k.
In some embodiments of the present application, the preset constraints at least include: the driving interval duration of the first train and a previous train corresponding to the first train in the time period to be adjusted is longer than the preset duration; the running interval duration of the last train and the train behind the last train in the time period to be adjusted is longer than the preset duration; according to the adjustment scheme, the average transfer waiting time after the train departure time in one or more target lines is adjusted is not more than the average transfer waiting time before the adjustment; adjusting the train departure time of one or more target lines according to an adjustment scheme, wherein the good connection rate of front and rear arrival trains in the one or more target lines is not less than the good connection rate before adjustment; and according to the adjustment scheme, the number of times of transfer states in the target state in one or more target lines after the train departure time in one or more target lines is adjusted is not more than the number of times of transfer states in the target state before the adjustment.
The constraint conditions can ensure that safe driving intervals can be kept among trains after adjustment; the average transfer waiting time after the train departure time in one or more target lines is adjusted according to the adjustment scheme is not longer than the average transfer waiting time before the adjustment, and the average transfer waiting time and the number of times of the just missed state can be ensured not to be increased.
Optionally, the connection scheme that the connection state of the train arriving at the station before and after the train arriving at the station in the one or more target routes does not meet the preset condition is determined by the following method: under the condition that the transfer waiting time length is greater than a preset multiple of the running interval time length between the switched-in train and the previous train, determining that the connection scheme corresponding to the switched-in train is a corresponding connection scheme of which the connection state does not meet a preset condition; determining the ratio of the number of the corresponding connection schemes of which the connection states do not meet the preset conditions to the number of all the connection schemes as the rate of poor connection; and determining the good rate of the link according to the difference value of the number one and the poor rate of the link.
Specifically, the formula is shown as follows:
in the formula (I), the compound is shown in the specification,
representing a set of engagement plans for a train n in the direction b of the destination link m transferred from a train j in the direction d of the destination link i in the transfer station k,
indicating the time length of the driving interval between the switching-in train and the previous train,
representing the transfer waiting time from train j to train n, alpha representing a preset multiple,
is a variable indicating whether the engagement state of the engagement scheme (j, n) satisfies a predetermined condition.
It should be noted that, in an actual application scenario, the preset multiple may be set according to requirements, and in the case that the transfer waiting time is longer than the preset multiple of the running interval time between the train to be transferred and the previous train,
the value is 1, which indicates that the preset condition is not met, and under the condition that the transfer waiting time is not more than the preset multiple of the running interval time between the switched-in train and the previous train,
and the value is 0, which indicates that the preset condition is met.
In an alternative manner, the train not meeting the preset condition may be determined as a train with poor connection, and the number of trains with poor connection may be determined by the following formula:
in the formula, NB k Indicating a poorly engaged train number in transfer station k,
the number of trains which are not well connected and are transferred from the direction d of the target line i to the direction b of the target line m by passengers at the transfer station k is shown.
In some embodiments of the present application, the number of trains with poor connection and the total number of trains can be used to determine a quantitative index of the train connection level; and further determining the good and good train connection rate, and optionally adding the good and good train connection rate into the constraint condition without reducing the good and good train connection rate. In addition, the setting of the constraint conditions can also focus on a certain transfer direction, if the good rate of the transfer direction with the maximum transfer passenger flow is not reduced, and the like, the constraint conditions can be flexibly set according to the specific transfer direction as required, so that accurate adjustment is realized.
In an alternative approach, the goodness of engagement may be calculated by the following formula:
in the formula, RG k Indicating the availability of transfer station k.
Optionally, the transfer state in the target state is determined by: determining a transfer state as a target state, wherein the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the sum of the departure time of the switched-out train and the departure time of the switched-in train and is less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time; and determining the transfer state, in which the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the difference value between the sum of the door opening time of the switched-out train and the transfer walking time and less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time, as a target state.
Specifically, in the case of transfer at the same station, a transfer state in which a difference between the departure time of the incoming train and the arrival time of the outgoing train is greater than a sum of an arrival time of the outgoing train and is less than a sum of a door opening time of the outgoing train, a door closing time of the incoming train and a transfer walking time of the outgoing train is determined as a target state, as shown in the following formula:
under the condition of non-same-station transfer, determining a transfer state as a target state, wherein the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the difference value between the sum of the door opening time of the switched-out train and the transfer walking time and less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time, and the transfer state is specifically as shown in the following formula:
in the formula (I), the compound is shown in the specification,
indicating the time length of arrival (the time length from the station edge to the station stop) of the swapped-out train j,
indicating the length of door opening time (length of time from arrival at a stop to door opening) for the swapped out train j,
indicates the time length of closing the door of the incoming train n (the time length from the closing of the train to the departure of the train),
the outbound time length (the time length for the departure at the platform to the platform edge) of the inbound train n is shown.
The in-train refers to a train in which passengers transfer to the train, and the out-train refers to a train in which passengers transfer to the train, for example: the train is transferred from the out-train j to the in-train n.
It can be understood that the target state is reflected in the actual scene whether a "just miss" phenomenon occurs, i.e., a train on the transfer route is closed or driven away within the field of view of the transfer passenger.
Taking the target state as an example where the "missed-right" phenomenon occurs, "the number of missed-right columns" can be calculated by: to obtain
In the formula, NM k "number of columns just missed" indicating transfer station k;
totaling the phenomenon of 'just missing' occurring when a passenger transfers from the direction d of the line i to the direction b of the line m at the transfer station k;
the phenomenon that whether the previous train n-1 of the train j and the train n is just missed occurs is shown, the value is 1 when the just missed occurs, and the value is 0 when the just missed occurs;
represents the set of all engagement schemes for that transfer direction.
In the embodiment of the application, a networked transfer engagement optimization model is constructed by taking the weighted average transfer waiting time of the main transfer station and the related transfer stations as the minimum target, and the target is focused on the train level, so that the safe driving interval, the average transfer waiting time and the phenomenon of just missing are not increased, the engagement rate is not reduced and taken as constraint conditions, meanwhile, the transfer efficiency is improved by optimizing a transfer engagement scheme from two levels of transfer station passenger transfer efficiency system optimization and improving train engagement quality and transfer experience, and the transfer efficiency is improved.
The embodiment of the application provides an adjusting device of rail transit train timetable, as shown in fig. 4, includes: the obtaining module 40 is used for obtaining a set of transfer sites to be adjusted and a time period to be adjusted; the determining module 42 is configured to analyze one or more target route train schedules and historical transfer passenger flow rates, which are connected with a set of transfer stations to be adjusted, by using a preset model, to obtain an adjustment scheme of the departure time of one or more target route trains, where the preset model is used to indicate an average transfer waiting time of the transfer stations and a functional relationship between the one or more target route train schedules and the historical transfer passenger flow rates, and the train schedule is used to indicate arrival time of trains; and the adjusting module 44 is configured to adjust departure times of the trains on the one or more target routes according to the adjustment scheme, so as to adjust a train schedule of each transfer station in the set of transfer stations to be adjusted in a time period to be adjusted.
A determination module 42, comprising: the determining submodule is used for sequentially inputting a plurality of adjusted departure moments of the first train of the main transfer station in the period to be adjusted into the preset model according to a preset step length to obtain a plurality of adjusted departure time tables of one or more target line trains; determining an average transfer waiting time of each transfer station in the set of transfer stations to be adjusted based on the adjusted departure timetables and the historical transfer passenger flow; substituting the average transfer waiting time of each transfer station into an objective function of the preset model to obtain an output value of the objective function, wherein the output value of the objective function is used for representing a weighted summation value of the average transfer waiting times of all the transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the adjusted departure time corresponding to the minimum value of the output value of the target function as the adjusted target departure time of the first train in the time period to be adjusted, and sequentially determining the adjusted departure time of each transfer station in the transfer station set to be adjusted based on the adjusted target departure time of the first train to obtain the adjustment scheme.
A determination submodule comprising: the first determining unit is used for acquiring the transfer walking time length of each transfer station and determining the difference value between the departure time of the train to be transferred and the arrival time of the train to be transferred as the transfer waiting time length; and determining the average value of the transfer waiting time lengths of the one or more target lines in each transfer station as the average transfer waiting time length, wherein each target line comprises lines in an uplink direction and a downlink direction.
A first determination unit comprising: the transfer station comprises a first determining subunit, a second determining subunit and a third determining subunit, wherein the first determining subunit is used for determining the total number of the engagement schemes in all transfer directions corresponding to each transfer station; and determining the ratio of the sum of the total transfer waiting time of the transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
A second determining unit, configured to determine a constraint condition, including: the driving interval duration of the first train and a previous train corresponding to the first train in the time period to be adjusted is longer than the preset duration; the running interval time of the last train and the train behind the last train in the time period to be adjusted is longer than the preset time; according to the adjustment scheme, the average transfer waiting time after the train departure time in one or more target lines is adjusted is not more than the average transfer waiting time before the adjustment; adjusting the train departure time of one or more target lines according to an adjustment scheme, wherein the good connection rate of front and rear arrival trains in the one or more target lines is not less than the good connection rate before adjustment; and the number of times of transfer states in the target state in one or more target lines after the train departure time in one or more target lines is adjusted according to the adjustment scheme is not more than the number of times of transfer states in the target state before the adjustment.
The second determining subunit is used for determining that the connection scheme corresponding to the switched-in train is the connection scheme of which the connection state does not meet the preset condition under the condition that the transfer waiting time length is greater than the preset multiple of the running interval time length between the switched-in train and the previous train; determining the ratio of the number of the connection schemes of which the connection states do not meet the preset conditions to the number of all the connection schemes as the rate of poor connection; and determining the good rate of the link according to the difference value of the number one and the poor rate of the link.
A third determining subunit, configured to determine, as a target state, a transfer state in which a difference between the departure time of the incoming train and the arrival time of the outgoing train is greater than a sum of an arrival time of the outgoing train and is less than a sum of a door opening time of the outgoing train, a door closing time of the incoming train, and a transfer walking time of the outgoing train; and determining the transfer state, in which the difference value between the departure time of the switched-in train and the arrival time of the switched-out train is greater than the difference value between the sum of the door opening time of the switched-out train and the transfer walking time and less than the sum of the door opening time of the switched-out train, the door closing time of the switched-in train and the transfer walking time, as a target state.
The embodiment of the application also provides a nonvolatile storage medium, wherein a program is stored in the nonvolatile storage medium, and when the program runs, the device where the nonvolatile storage medium is located is controlled to execute the method and the device for adjusting the rail transit transfer engaged train timetable.
An embodiment of the present application further provides a computer device, including: the device comprises a memory and a processor, wherein the processor is used for operating a program stored in the memory, and the program is used for executing the method and the device for adjusting the rail transit transfer engaged train schedule during operation.
It should be noted that each module in the adjusting apparatus for the rail transit train schedule may be a program module (for example, a set of program instructions for implementing a certain specific function), or may be a hardware module, and in the latter, the module may be represented in the following form, but is not limited thereto: the above modules are all represented by one processor, or the functions of the above modules are realized by one processor.
The above-mentioned serial numbers of the embodiments of the present application are merely for description and do not represent the merits of the embodiments.
In the embodiments of the present application, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to the related descriptions of other embodiments.
In the embodiments provided in the present application, it should be understood that the disclosed technology can be implemented in other ways. The above-described embodiments of the apparatus are merely illustrative, and for example, a division of a unit may be a division of a logic function, and an actual implementation may have another division, for example, a plurality of units or components may be combined or may be integrated into another system, or some features may be omitted, or may not be executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection through some interfaces, units or modules, and may be in an electrical or other form.
The units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of units. Some or all of the units can be selected according to actual needs to achieve the purpose of the solution of the embodiment.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, and can also be realized in a form of a software functional unit.
The integrated unit, if implemented in the form of a software functional unit and sold or used as a stand-alone product, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present application. And the aforementioned storage medium includes: a U-disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a removable hard disk, a magnetic disk, or an optical disk, and various media capable of storing program codes.
The foregoing is only a preferred embodiment of the present application and it should be noted that those skilled in the art can make several improvements and modifications without departing from the principle of the present application, and these improvements and modifications should also be considered as the protection scope of the present application.
Claims (10)
1. A method for adjusting a rail transit transfer connection train schedule is characterized by comprising the following steps:
acquiring a set of transfer stations to be adjusted and a time period to be adjusted;
analyzing one or more target line train timetables and historical transfer passenger flow rates connected with a main transfer station in the transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of the departure time of the one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for representing the arrival time of the trains;
and adjusting the departure time of the one or more target line trains according to the adjustment scheme so as to adjust the train timetable of each transfer station in the set of transfer stations to be adjusted in the time period to be adjusted.
2. The method according to claim 1, wherein a preset model is adopted to analyze one or more target route train timetables and historical transfer passenger flow rates connected with a main transfer station in the transfer station set to be adjusted to obtain an adjustment scheme of departure time of the one or more target route trains, and the adjustment scheme comprises the following steps:
sequentially inputting a plurality of adjusted departure times of the first train of the main transfer station in the time period to be adjusted into the preset model according to a preset step length to obtain a plurality of adjusted departure time tables of one or more target line trains;
determining an average transfer waiting time of each transfer station in the set of transfer stations to be adjusted based on the adjusted departure timetables and the historical transfer passenger flow;
substituting the average transfer waiting time of each transfer station into an objective function of the preset model to obtain an output value of the objective function, wherein the output value of the objective function is used for representing a weighted summation value of the average transfer waiting times of all the transfer stations in the transfer station set to be adjusted;
and under the condition that a preset constraint condition is met, determining the adjusted departure time corresponding to the minimum value of the output value of the target function as the adjusted target departure time of the first train in the time period to be adjusted, and sequentially determining the adjusted departure time of each transfer station in the transfer station set to be adjusted based on the adjusted target departure time of the first train to obtain the adjustment scheme.
3. The method of claim 2, wherein determining an average transfer wait period for each transfer station based on the one or more target line train departure schedules and the historical transfer passenger flow comprises:
acquiring transfer walking time of each transfer station, and determining a difference value between the departure time of the train to be transferred and the arrival time of the train to be transferred as transfer waiting time;
and determining the average value of the transfer waiting time of the one or more target lines in each transfer station as the average transfer waiting time, wherein each target line comprises lines in the uplink direction and the downlink direction.
4. The method of claim 3, wherein the average of the transfer wait periods for the one or more target links in each transfer station is determined by:
determining the total number of the connection schemes of all transfer directions corresponding to each transfer station;
and determining the ratio of the sum of the total transfer waiting time of the transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
5. The method according to claim 2, wherein the preset constraints at least comprise:
the running interval duration of the first train in the time period to be adjusted and the previous train corresponding to the first train is longer than a preset duration;
the running interval time of the last train and the train behind the last train in the time period to be adjusted is longer than the preset time;
the average transfer waiting time after the train departure time in the one or more target lines is adjusted according to the adjustment scheme is not more than the average transfer waiting time before the adjustment;
adjusting the train departure time of the one or more target lines according to the adjustment scheme, wherein the good connection rate of the trains arriving at the stations before and after the trains arrive at the stations in the one or more target lines is not less than the good connection rate before the trains arrive at the stations;
and adjusting the train departure time in the one or more target lines according to the adjustment scheme, wherein the number of times of transfer states in the target state in the one or more target lines after the train departure time is adjusted is not more than the number of times of transfer states in the target state before the adjustment.
6. The method of claim 5, wherein the goodness of engagement of the train arriving at the train before and after the train arriving at the station in the one or more destination routes is determined by:
under the condition that the transfer waiting time length is greater than a preset multiple of the running interval time length between the switched-in train and the previous train, determining that the connection scheme corresponding to the switched-in train is a connection scheme of which the connection state does not meet a preset condition;
determining the ratio of the number of the connection schemes of which the connection states do not meet the preset conditions to the number of all the connection schemes as the rate of poor connection;
and determining the good rate of the link according to the difference value of the number one and the poor rate of the link.
7. The method of claim 5, wherein the transfer state in the target state is determined by:
under the condition of transfer at the same station, determining a transfer state as the target state, wherein the difference value between the departure time of the transfer-in train and the arrival time of the transfer-out train is greater than the sum of the arrival time of the transfer-out train and the departure time of the transfer-in train and is less than the sum of the door opening time of the transfer-out train and the door closing time of the transfer-in train and the transfer walking time of the transfer-out train;
and under the condition of non-same-station transfer, determining a transfer state in which the difference value between the departure time of the transfer-in train and the arrival time of the transfer-out train is greater than the difference value between the sum of the door opening time of the transfer-out train and the transfer walking time and less than the sum of the door opening time of the transfer-out train, the door closing time of the transfer-in train and the transfer walking time as the target state.
8. The utility model provides an adjusting device of rail transit train schedule which characterized in that includes:
the acquisition module is used for acquiring a transfer station set to be adjusted and a time period to be adjusted;
the determining module is used for analyzing one or more target line train timetables and historical transfer passenger flow rates connected with a main transfer station in the transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of the departure time of the one or more target line trains, wherein the preset model is used for indicating the average transfer waiting time of the transfer station and the functional relationship between the one or more target line train timetables and the historical transfer passenger flow rates, and the train timetables are used for indicating the arrival time of the trains;
and the adjusting module is used for adjusting the departure time of the one or more target line trains according to the adjusting scheme so as to adjust the train schedule of each transfer station in the set of transfer stations to be adjusted in the time period to be adjusted.
9. A non-volatile storage medium, wherein a program is stored in the non-volatile storage medium, and when the program runs, the program controls a device in the non-volatile storage medium to execute the method for adjusting the rail transit transfer linked train schedule according to any one of claims 1 to 7.
10. A computer device, comprising: a memory and a processor for executing a program stored in the memory, wherein the program when executed performs the method of adjusting a rail transit transfer engage train schedule of any of claims 1 to 7.
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