CN115782985B - Method and device for adjusting track traffic transfer connection train schedule - Google Patents
Method and device for adjusting track traffic transfer connection train schedule Download PDFInfo
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Abstract
The application discloses a method and a device for adjusting a track traffic transfer connection train schedule. Wherein the method comprises the following steps: acquiring a transfer station set to be adjusted and a period to be adjusted; analyzing one or more marking line train schedules and historical transfer passenger flow connected with a transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of one or more marking line train departure times, wherein the preset model is used for indicating the average transfer waiting time of a transfer station and the functional relationship between the one or more marking line train schedules and the historical transfer passenger flow, and the train schedule is used for indicating the arrival time of a train; and adjusting departure time of one or more marked line trains according to an adjustment scheme to adjust train schedules of all transfer stations in the transfer station set to be adjusted in the period to be adjusted. The application solves the technical problem of low convenience in transfer among trains of different lines in the related art.
Description
Technical Field
The application relates to the field of artificial intelligence, in particular to a method and a device for adjusting a track traffic transfer connection train schedule.
Background
In order to solve urban traffic jam and improve resident travel satisfaction, urban rail traffic is promoted and developed in large cities in China in these years, and the urban rail traffic is gradually encrypted to form a network. Different from the running organization of a single line, under the networked operation condition, the condition that mutual influence is inevitably generated among all lines in a rail transit system is mainly represented by that network passenger flows are mutually transferred among the lines through transfer stations, a large amount of passenger flows are gathered at certain transfer nodes, so that the transfer stations become fragile points of network efficiency and network safety, and a series of problems which need to be solved such as inconvenient transfer, long transfer time consumption and the like exist. However, in the current actual operation process, the operation enterprises mostly take single lines as objects to compile operation charts, namely, line operation chart compiling is relatively independent, reasonable connection with the arrival time of a transfer line train is less considered, and the situation that when passengers get off from the line A to move 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 at present.
Disclosure of Invention
The embodiment of the application provides a method and a device for adjusting a track traffic transfer connection train schedule, which are used for at least solving the technical problem of low transfer convenience among trains of different lines in the related technology.
According to an aspect of the embodiment of the present application, there is provided a method for adjusting a track traffic train schedule, including: acquiring a transfer station set to be adjusted and a period to be adjusted; analyzing one or more marked line train schedules and historical transfer passenger flow 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 one or more marked line train departure times, wherein the preset model is used for indicating the average transfer waiting time of a transfer station and the functional relationship between the one or more marked line train schedules and the historical transfer passenger flow, and the train schedule is used for indicating the arrival time of a train; and adjusting departure time of one or more marked line trains according to an adjustment scheme to adjust train schedules of all transfer stations in the transfer station set in a period to be adjusted.
Optionally, sequentially inputting a plurality of adjusted departure times 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 schedules of one or more marked line trains; determining an average transfer waiting duration of each transfer station in the set of transfer stations to be adjusted based on the plurality of adjusted departure schedules and the historical transfer traffic; substituting the average transfer waiting time length 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 time length of all transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the regulated departure time corresponding to the minimum value of the output value of the objective function as the regulated target departure time of the first train in the period to be regulated, and sequentially determining the regulated departure time of each transfer station in the transfer station set to be regulated based on the regulated target departure time of the first train to obtain the regulation scheme.
Optionally, determining an average transfer waiting duration for each transfer station based on the one or more marked line train departure schedules and the historical transfer passenger flows includes: acquiring transfer walking time of each transfer station, and determining a difference value between the departure time of the transfer in train and the arrival time of the transfer out train as transfer waiting time; and determining an average value of transfer waiting time durations of one or more target lines in each transfer station as an average transfer waiting time duration, wherein each marked line comprises lines in an uplink direction and a downlink direction.
Optionally, the average value of the transfer waiting time periods of one or more target lines in each transfer station is determined by the following method, including: 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 durations of the transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time duration.
Optionally, the preset constraint condition at least includes: the running interval time length of the first train in the period to be adjusted and the previous train corresponding to the first train is longer than the preset time length; the running interval time length between the last train and the next train in the last train in the period to be adjusted is longer than the preset time length; 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 adjustment according to an adjustment scheme; according to an adjustment scheme, the connection good rate of the front and rear arrival trains in one or more target lines after the train departure time in the one or more target lines is adjusted is not less than the connection good rate before adjustment; and according to the adjustment scheme, the number of times of transfer states in the target state in the one or more target lines after the train departure time in the one or more target lines is adjusted is not greater than the number of times of transfer states in the target state before adjustment.
Optionally, the rate of engagement of the front and rear trains to the station in the one or more target lines is determined by: under the condition that the transfer waiting time length is longer 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 preset conditions; determining the ratio of the number of the engagement schemes, the engagement states of which do not meet preset conditions, to the number of all the engagement schemes as an engagement failure rate; and determining the connection good rate by the difference value between the number one and the connection poor rate.
Optionally, the transfer state in the target state is determined by the following manner, including: determining a transfer state that the difference between the departure time of the change-in train and the arrival time of the change-out train is greater than the sum of the arrival time of the change-out train and the arrival time of the change-in train and less than the sum of the door opening time of the change-out train, the door closing time of the change-in train and the transfer walking time as a target state; and determining a transfer state that the difference between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the difference between the sum of the opening time and the transfer walking time of the transfer-out train and the outbound time of the transfer-in train and smaller than the sum of the opening time of the transfer-out train, the closing time of the transfer-in train and the transfer walking time of the transfer-in train as a target state.
According to another aspect of the embodiment of the present application, there is also provided an adjustment device for a track traffic train schedule, including: the acquisition module is used for acquiring the to-be-adjusted transfer station set and the to-be-adjusted period; the system comprises a determining module, a judging module and a judging module, wherein the determining module is used for analyzing one or more marking line train schedules and historical transfer passenger flow connected with a transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of one or more marking line train departure time, the preset model is used for indicating the average transfer waiting time of a transfer station and the functional relation between the one or more marking line train schedules and the historical transfer passenger flow, and the train schedule is used for indicating the arrival time of a train; the adjustment module is used for adjusting the departure time of one or more marked line trains according to an adjustment scheme so as to adjust the train schedule of each transfer station in the transfer station set in the period to be adjusted.
According to still another aspect of the embodiment of the present application, there is further provided a non-volatile storage medium, in which a program is stored, where when the program runs, a device where the non-volatile storage medium is controlled to execute the above method for adjusting a track traffic transfer connection train schedule.
According to still another aspect of the embodiment of the present application, there is also provided a computer apparatus including: the system comprises a memory and a processor, wherein the processor is used for running a program stored in the memory, and the program is used for executing the adjustment method of the track traffic transfer connection train schedule.
In the embodiment of the application, the method comprises the steps of acquiring a transfer station set to be adjusted and a period to be adjusted; analyzing one or more marking line train schedules and historical transfer passenger flow connected with a transfer station set to be adjusted by adopting a preset model to obtain an adjustment scheme of one or more marking line train departure times, wherein the preset model is used for indicating the average transfer waiting time of a transfer station and the functional relationship between the one or more marking line train schedules and the historical transfer passenger flow, and the train schedule is used for indicating the arrival time of a train; according to the adjustment scheme, the departure time of one or more marked line trains is adjusted to adjust the train schedule of each transfer station in the transfer station set in the period to be adjusted, and the adjustment scheme is determined by analyzing one or more marked lines connected with the transfer station set by adopting a preset model, so that the purpose of optimizing transfer waiting time between transfer stations is achieved, the technical effect of improving transfer convenience is achieved, and the technical problem of low transfer convenience between trains of different lines 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 specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
fig. 1 is a block diagram of a hardware configuration of a computer terminal (or mobile device) for a method of adjusting a track traffic transfer adapter train schedule according to an embodiment of the present application;
FIG. 2 is a schematic illustration of a flow of a method of adjusting a track traffic transfer adapter train schedule in accordance with the present application;
FIG. 3 is a schematic illustration of the flow of another method of adjusting a track traffic transfer adapter train schedule according to the present application;
fig. 4 is a schematic structural view of an adjusting device for a track traffic transfer adapter train schedule according to the present application.
Detailed Description
In order that those skilled in the art will better understand the present application, a technical solution in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings in which it is apparent that the described embodiments are only some embodiments of the present application, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, shall fall within the scope of the present application.
It should be noted that the terms "first," "second," and the like in the description and the claims of the present application and the above figures are used for distinguishing between similar objects and not necessarily for describing a particular sequential or chronological order. It is to be understood that the data so used may be interchanged where appropriate such that the embodiments of the application described herein may be implemented in sequences other than those illustrated or otherwise 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 art, only the running time adjustment optimization of single-line running is considered, but the coordination of the urban rail transit passenger flow in the aspects of coupling characteristics among different lines, the running time of a transfer station connected line train and the like is not considered, so that the problem of low transfer convenience among trains of different lines exists. In order to solve this problem, related solutions are provided in the embodiments of the present application, and 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 track traffic train schedule, it being noted that the steps illustrated in the flowchart of the drawings may be performed in a computer system such as a set of computer executable instructions, and that although a logical order is illustrated in the flowchart, in some cases the steps illustrated or described may be performed in an order other than that illustrated herein.
The method embodiments provided by the embodiments of the present application may be performed in a mobile terminal, a computer terminal, or similar computing device. Fig. 1 shows a block diagram of the hardware architecture of a computer terminal (or mobile device) for implementing a method of adjustment of a rail transit transfer adapter train schedule. As shown in fig. 1, the computer terminal 10 (or mobile device 10) may include one or more processors 102 (shown as 102a, 102b, … …,102 n) which may include, but are not limited to, a microprocessor MCU or a processing device such as a programmable logic device FPGA, a memory 104 for storing data, and a transmission module 106 for communication functions. In addition, the method may further include: 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 supply, and/or a camera. It will be appreciated by those of ordinary skill in the art that the configuration shown in fig. 1 is merely illustrative and is not intended to limit the configuration of the electronic device described above. 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 circuits described above may be referred to generally herein as "data processing circuits. The data processing circuit may be embodied in whole or in part in software, hardware, firmware, or any other combination. Furthermore, the data processing circuitry 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 embodiments of the application, the data processing circuit acts as a processor control (e.g., selection of the path of the variable resistor termination 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 adjustment method of the track traffic transfer connection train schedule in the embodiment of the present application, and the processor 102 executes various functional applications and data processing by running the software programs and modules stored in the memory 104, that is, implements the adjustment method of the track traffic transfer connection train schedule described above. 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 means 106 is arranged to receive or transmit data via a network. The 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 (Network Interface Controller, NIC) that can connect 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 for communicating with the internet wirelessly.
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 above operating environment, the embodiment of the application provides a method for adjusting a track traffic transfer connection train schedule, as shown in fig. 2, the method comprises the following steps:
step S202, acquiring a to-be-adjusted transfer station set and a to-be-adjusted period;
step S204, analyzing one or more marking line train schedules and historical transfer passenger flow 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 one or more marking line train departure times, wherein the preset model is used for indicating the average transfer waiting time of a transfer station and the functional relationship between the one or more marking line train schedules and the historical transfer passenger flow, and the train schedule is used for indicating the arrival time of a train;
Step S206, the departure time of one or more marked line trains is adjusted according to an adjustment scheme, so as to adjust the train schedule of each transfer station in the transfer station set to be adjusted in the period to be adjusted.
Through the steps, the method can analyze and determine the adjustment scheme by adopting one or more marking lines connected with the main transfer stations in the station set to be transferred by adopting the preset model, so that the purpose of optimizing transfer waiting time between transfer stations is achieved, the technical effect of improving transfer convenience is realized, and the technical problem of low transfer convenience between trains of different lines in the related art is solved.
It should be noted that, in the related art, only adjustment and optimization of single-line driving time is considered, and coordination adjustment between coupling characteristics of urban rail transit passenger flows between different lines and operation time of line trains connected by transfer stations is not considered, so that the problem of low transfer convenience of passengers between trains of different lines is caused, for example: when the passenger gets off the bus from the line A to move to the line B, the line B just starts or has longer waiting 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 determining the transfer point to be adjusted, adding all transfer stations affected by the adjustment scheme in the line to the set of transfer stations to be adjusted, for example: the departure time of the train in the line a is advanced by one minute, which results in the passage of the train through all transfer stations of the line a by one minute.
In step S204, the main transfer station in the set of stations to be transferred refers to the target transfer station to be adjusted, and other transfer stations in the set of stations to be transferred except the main transfer station are affected by the adjustment scheme to change the arrival time of the train, and 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 time of one or more target lines engaged with the primary transfer station in the period to be adjusted, where the decision variable of the preset model is departure time of the one or more target lines.
In an actual application scenario, the set of transfer sites to be adjusted and the period to be adjusted in step S202 may be acquired according to daily monitoring, for example: aiming at transfer stations with longer average transfer waiting time, lower connection rate, more 'just missing' phenomena and more concentrated negative public opinion reactions of passengers on a road network, the transfer stations to be adjusted and the period to be adjusted are determined, and it can be understood that the 'just missing' phenomena refer to closing a door or driving away of a transfer line train in the visual field of the transfer passengers.
In step S204, a preset model is used to analyze one or more marking line train schedules and historical transfer passenger flows connected with a main transfer station in the transfer station set to be adjusted, specifically, a weighted average transfer waiting duration of the main transfer station and related transfer stations is taken as a target, train departure time of one or more target lines is taken as a decision variable, and a preset model is constructed. In the objective function of the model, the main transfer station and the related transfer stations are respectively given different weights, and the constraint conditions that the safe driving interval, the average transfer waiting time and the phenomenon of just missing are met are not increased, and the connection good rate is not reduced are adopted. And inputting historical transfer passenger flow and train schedules of the target lines to solve a preset model. The train departure time of all lines related to the main transfer station is respectively adjusted in a feasible region by adopting a set optimization step length (capable of being set by itself, and the minimum step length is 1 second) through an enumeration method, and a scheme with the optimal effect is selected.
Steps S202 to S206 will be described below by specific embodiments.
In step S204, analyzing one or more line train schedules and historical transfer passenger flows connected with a main transfer station in a to-be-adjusted transfer station set by using a preset model to obtain an adjustment scheme of one or more line train departure times, and sequentially inputting a plurality of adjusted departure times of the main transfer station in the to-be-adjusted period according to a preset step length into the preset model to obtain a plurality of adjusted departure schedules of one or more line trains; determining an average transfer waiting duration of each transfer station in the set of transfer stations to be adjusted based on the plurality of adjusted departure schedules and the historical transfer traffic; substituting the average transfer waiting time length 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 time length of all transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the regulated departure time corresponding to the minimum value of the output value of the objective function as the regulated target departure time of the first train in the period to be regulated, and sequentially determining the regulated departure time of each transfer station in the transfer station set to be regulated based on the regulated target departure time of the first train to obtain the regulation scheme.
In an actual application scenario, the embodiment of the application further provides a method for adjusting the track traffic transfer connection train schedule, as shown in fig. 3, which comprises the following steps:
step S301, inputting a line timetable for connecting the passenger flow with the main transfer station according to the determined transfer station set to be adjusted and the period to be adjusted, wherein the transfer station set to be adjusted comprises the main transfer station and a plurality of transfer stations associated with the main transfer station;
step S302, based on a preset step length, the departure time of a main transfer station in a period to be adjusted is adjusted;
step S303, determining departure time after adjustment of all transfer stations in the transfer station set to be adjusted according to departure time after adjustment of the main transfer station;
step S304, outputting the sum of weighted average transfer waiting time lengths of all transfer stations in the transfer station set to be adjusted;
step S305, determining the departure time corresponding to the minimum value of the sum of the weighted average transfer waiting time periods as the optimal solution.
In some embodiments of the application, the objective function is represented by the following formula:
wherein minZ represents the output value of the objective function, T k，Average Represents the average transfer waiting time length, 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 station in the set of stations to be transferredAlternatively, the transfer station may be set by expert scoring, or may be determined by combining the geographical location of the transfer station, the transfer amount, and the like.
In an actual application scene, the preset model takes the weighted average transfer waiting time of a main transfer station and related transfer stations in a transfer station set to be adjusted as a target, and takes departure time of a target line in a first train of the main transfer station in a period to be adjusted as a decision variable for adjustment.
In an alternative manner, the average transfer waiting duration of each transfer station may be determined by specifically acquiring transfer walking duration of each transfer station, and subtracting the transfer walking duration from a difference between the departure time of the transfer train and the arrival time of the transfer train to obtain the transfer waiting duration; and determining an average value of transfer waiting time durations of one or more target lines in each transfer station as an average transfer waiting time duration, wherein each marked line comprises lines in an uplink direction and a downlink direction, and the lines are independent lines.
Taking the departure time of the first train in the d direction of the target line i at the starting station in the period to be adjusted asDeparture interval is +.>For example, the departure time of the j-th train is:
where d ε {0,1}, d=0 represents upstream and d=1 represents downstream;indicating the departure time of the j-th train.
It should be noted that the transfer walking time period may be obtained in advance in the field.
In an alternative way, the transfer waiting time period may be determined by:
in the method, in the process of the application,indicating a transfer waiting period of time corresponding to a train n in which a passenger train j is transferred from a direction d of a target route i to a direction b of a target route m at a transfer station k, +.>Departure time of train n to transfer station k indicating direction b of destination line m, +.>Arrival time of train j to transfer station k indicating direction d of destination line i, +.>Representing the transfer of transfer station k from line i direction d to line m direction bA walking time.
In some embodiments of the application, the average value of the transfer waiting time period is determined by: firstly, determining the total number of 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 passengers corresponding to each connection scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
Specifically, the total number of concatenation schemes nΦ of all transfer directions of transfer station k k Calculated according to the following formula:
in the method, in the process of the invention,the number of engagement schemes for transferring the direction d of the target line i to the direction b of the line M in the transfer station k is represented, M represents the number of the target lines, 2 represents that each line comprises lines in the uplink direction and the downlink direction, the direction d has lines in two directions, and the direction b has lines in two directions.
It should be noted that, the train j and the train n having the transfer connection relationship between the direction d of the line i and the direction b of the line m form a connection scheme, for example: the train n transferred from the train j in the direction d of the line i to the train b in the direction b of the line m is a splicing scheme.
First average transfer waiting time length between direction d of target line i and direction b of target line m in transfer station kCalculated according to the following formula:
where Φ represents the set of all the join schemes,representing the passenger flow of a train j in the direction d of the destination line i to a train n in the direction b of the destination line m in a transfer station k, +.>The passenger flow volume transferred from the direction d of the target line i to the direction b of the target line m at the transfer station k is shown.
The average transfer waiting time of the transfer station k is calculated as follows:
in which Q k The transfer traffic of transfer station k is indicated.
In some embodiments of the present application, the preset constraint includes at least: the running interval time length of the first train in the period to be adjusted and the previous train corresponding to the first train is longer than the preset time length; the running interval time length between the last train and the next train in the last train in the period to be adjusted is longer than the preset time length; 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 adjustment according to an adjustment scheme; according to an adjustment scheme, the connection good rate of the front and rear arrival trains in one or more target lines after the train departure time in the one or more target lines is adjusted is not less than the connection good rate before adjustment; and according to the adjustment scheme, the number of times of transfer states in the target state in the one or more target lines after the train departure time in the one or more target lines is adjusted is not greater than the number of times of transfer states in the target state before adjustment.
The constraint condition can ensure that the safe driving interval between trains can be kept after adjustment; 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 longer than the average transfer waiting time before adjustment, and the average transfer waiting time and the times of just missing states can be ensured not to be increased.
Optionally, the engagement scheme that the engagement state of the front and rear arrival trains in the one or more target lines does not meet the preset condition is determined by the following manner: under the condition that the transfer waiting time length is longer than the preset multiple of the running interval time length between the transfer train and the previous train, determining that the corresponding connection scheme of the transfer train is the corresponding connection scheme of which the connection state does not meet the preset condition; determining the ratio of the corresponding number of the engagement schemes, the engagement states of which do not meet preset conditions, to the number of all the engagement schemes as an engagement failure rate; and determining the connection good rate by the difference value between the number one and the connection poor rate.
The specific formula is as follows:
in the method, in the process of the invention,a set of joining schemes representing a train n transferred in a transfer station k from a train j in a direction d of a destination line i to a train n in a direction b of a destination line m, +.>Indicating the duration of the distance between the switch-in train and the preceding train,/->Representing the transfer waiting time period from train j to train n, alpha representing a preset multiple,/->As a variable, it is indicated whether the join state of the join scheme (j, n) satisfies a preset condition.
It should be noted that, in an actual application scenario, the preset multiple may be set according to the requirement, and in the case where the transfer waiting time period is longer than the preset multiple of the running interval time period between the transfer train and the previous train, A value of 1 indicates that the preset condition is not satisfied, and +_f is given when the transfer waiting time is not longer than a preset multiple of the running interval time between the transfer train and the preceding train>The value of 0 indicates that the preset condition is satisfied.
In an alternative way, the trains that do not meet the preset condition may be determined as poorly joined trains, and the number of poorly joined trains may be determined by:
in NB k Indicating the number of poorly joined trains in transfer station k,the number of trains whose passengers are not well engaged in the transfer station k from the direction d of the destination line i to the direction b of the destination line m is indicated.
In some embodiments of the present application, the poor engagement rate may be determined by the number of poor engagement trains and the total number of trains, for determining a quantitative indicator of the level of engagement of the trains; and further, the train engagement good rate can be determined, and optionally, the train engagement good rate can be added to the constraint condition without reduction. In addition, the constraint condition can be set to be focused in a certain transfer direction, if the connection rate of the direction requiring the maximum transfer passenger flow is not reduced, and the like, the constraint condition can be flexibly set according to the specific transfer direction as required, so that the accurate adjustment is realized.
In an alternative approach, the engagement goodness can be calculated by:
in the formula, RG k Indicating the engagement goodness of transfer station k.
Optionally, the transfer state in the target state is determined by the following manner, including: determining a transfer state that the difference between the departure time of the change-in train and the arrival time of the change-out train is greater than the sum of the arrival time of the change-out train and the arrival time of the change-in train and less than the sum of the door opening time of the change-out train, the door closing time of the change-in train and the transfer walking time as a target state; and determining a transfer state that the difference between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the difference between the sum of the opening time and the transfer walking time of the transfer-out train and the outbound time of the transfer-in train and smaller than the sum of the opening time of the transfer-out train, the closing time of the transfer-in train and the transfer walking time of the transfer-in train as a target state.
Specifically, under the condition of transfer at the same station, a transfer state that a difference between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the sum of the arrival time of the transfer-out train and the arrival time of the transfer-in train and smaller than the sum of the opening time of the transfer-out train, the closing time of the transfer-in train and the transfer walking time is determined as a target state, wherein the transfer state is represented by the following formula:
Under the condition of non-identical platform transfer, a transfer state that the difference value between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the difference value between the sum value of the opening time length and the transfer walking time length of the transfer-out train and smaller than the sum value of the opening time length of the transfer-out train, the closing time length and the transfer walking time length of the transfer-in train is determined to be a target state, wherein the transfer state is represented by the following specific formula:
in the method, in the process of the invention,indicating the length of time to change out the inbound train j (the length of time from the platform edge to the platform stop),indicates the door opening time period (time period from stop to door opening) of the change-out train j, +.>Indicates the closing time period (time period from closing the train to departure) of the switch-in train n,>the outbound time period for a change in train n (the time period for a departure to travel to the edge of the platform at the platform) is indicated.
The in-train means a train into which passengers are transferred, and the out-train means a train from which passengers are transferred, for example: the transfer from the transfer-out train j to the transfer-in train n.
It will be appreciated that the target state is reflected in the actual scenario in the event of a "just missed" event, i.e. the switch-in line train being closed or driven away in the view of the transfer passengers.
Taking the target state as an example of the occurrence of the "just missed" phenomenon, the "just missed column number" can be calculated by: obtaining
In the formula, NM k "just missed column number" indicating transfer station k;the "just missed" phenomena occurring for passengers in transfer station k from direction d of line i to direction b of line m are summed up; />Indicating whether the phenomenon of 'just missing' occurs in the previous train n-1 of the change-out train j and the change-in train n, wherein the value is 1 when the 'just missing' occurs and is 0 when the 'just missing' does not occur;representing the set of all engagement schemes for that transfer direction.
In the embodiment of the application, a networked transfer connection optimization model is built by taking the minimum weighted average transfer waiting time of a main transfer station and related transfer stations as a target, and the network transfer connection optimization model is focused to a train level to meet the constraint conditions that the safe driving interval, the average transfer waiting time and the phenomenon of just missing are not increased and the connection good rate is not reduced, and meanwhile, the transfer connection scheme is optimized from the two levels of the transfer station passenger transfer efficiency system optimization and the improvement of the train connection quality and the transfer experience, and the transfer efficiency is improved.
The embodiment of the application provides an adjusting device for a track traffic train schedule, which is shown in fig. 4 and comprises the following components: an obtaining module 40, configured to obtain a to-be-adjusted transfer site set and a to-be-adjusted period; a determining module 42, configured to analyze one or more line train schedules and historical transfer passenger flows connected to the to-be-adjusted transfer station set by using a preset model, to obtain an adjustment scheme of departure time of the one or more line trains, where the preset model is used to indicate an average transfer waiting duration of the transfer station and a functional relationship between the one or more line train schedules and the historical transfer passenger flows, and the train schedule is used to represent arrival time of the train; the adjustment module 44 is configured to adjust departure times of one or more line trains according to an adjustment scheme, so as to adjust train schedules of transfer stations in the set of transfer stations to be adjusted in the 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 schedules of one or more marked line trains; determining an average transfer waiting duration of each transfer station in the set of transfer stations to be adjusted based on the plurality of adjusted departure schedules and the historical transfer traffic; substituting the average transfer waiting time length 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 time length of all transfer stations in the transfer station set to be adjusted; and under the condition that a preset constraint condition is met, determining the regulated departure time corresponding to the minimum value of the output value of the objective function as the regulated target departure time of the first train in the period to be regulated, and sequentially determining the regulated departure time of each transfer station in the transfer station set to be regulated based on the regulated target departure time of the first train to obtain the regulation scheme.
Determining a sub-module comprising: the first determining unit is used for acquiring the transfer walking time of each transfer station and determining the difference value between the departure time of the transfer train and the arrival time of the transfer train as the transfer waiting time; and determining an average value of transfer waiting time durations of the one or more target lines in each transfer station as the average transfer waiting time duration, wherein each marked line comprises lines in an uplink direction and a downlink direction.
A first determination unit including: the first determining subunit is used for 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 durations of the transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time duration.
A second determining unit, configured to determine a constraint condition, including: the running interval time length of the first train in the period to be adjusted and the previous train corresponding to the first train is longer than the preset time length; the running interval time length between the last train and the next train in the last train in the period to be adjusted is longer than the preset time length; 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 adjustment according to an adjustment scheme; according to an adjustment scheme, the connection good rate of the front and rear arrival trains in one or more target lines after the train departure time in the one or more target lines is adjusted is not less than the connection good rate before adjustment; and according to the adjustment scheme, the number of times of transfer states in the target state in the one or more target lines after the train departure time in the one or more target lines is adjusted is not greater than the number of times of transfer states in the target state before adjustment.
The second determining subunit is used for determining that the connection scheme corresponding to the change-in train is a connection scheme of which the connection state does not meet the preset condition under the condition that the change-in waiting time length is longer than the preset multiple of the running interval time length between the change-in train and the previous train; determining the ratio of the number of the engagement schemes, the engagement states of which do not meet preset conditions, to the number of all the engagement schemes as an engagement failure rate; and determining the connection good rate by the difference value between the number one and the connection poor rate.
A third determining subunit, configured to determine a transfer state, in which a difference between the departure time of the change-in train and the arrival time of the change-out train is greater than a sum of an inbound time of the change-out train and an outbound time of the change-in train and less than a sum of a door opening time of the change-out train, a door closing time of the change-in train and a transfer walking time, as a target state; and determining a transfer state that the difference between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the difference between the sum of the opening time and the transfer walking time of the transfer-out train and the outbound time of the transfer-in train and smaller than the sum of the opening time of the transfer-out train, the closing time of the transfer-in train and the transfer walking time of the transfer-in train 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 equipment where the nonvolatile storage medium is located is controlled to execute the method and the device for adjusting the track traffic transfer connection train schedule when the program runs.
The embodiment of the application also provides computer equipment, which comprises: the system comprises a memory and a processor, wherein the processor is used for running a program stored in the memory, and the method and the device for adjusting the track traffic transfer connection train schedule are executed when the program runs.
Note that each module in the adjustment device for the track traffic train schedule may be a program module (for example, a set of program instructions for realizing a specific function), or may be a hardware module, and the latter may be represented by the following form, but is not limited thereto: the expression forms of the modules are all a processor, or the functions of the modules are realized by one processor.
The foregoing embodiment numbers of the present application are merely for the purpose of description, and do not represent the advantages or disadvantages of the embodiments.
In the foregoing embodiments of the present application, the descriptions of the embodiments are emphasized, and for a portion of this disclosure that is not described in detail in this embodiment, reference is made to the related descriptions of other embodiments.
In the several embodiments provided in the present application, it should be understood that the disclosed technology may be implemented in other manners. The above-described embodiments of the apparatus are merely exemplary, and the division of units may be a logic function division, and there may be another division manner in actual implementation, for example, multiple units or components may be combined or integrated into another system, or some features may be omitted, or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be through some interfaces, units or modules, or may be in electrical or other forms.
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 over a plurality of units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.
In addition, each functional unit in the embodiments of the present application may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in software functional units.
The integrated units, if implemented in the form of software functional units and sold or used as stand-alone products, may be stored in a computer readable storage medium. Based on such understanding, the technical solution of the present application may be essentially or a part contributing to the related art or all or part of the technical solution may be embodied in the form of a software product stored in a storage medium, including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of 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, random Access Memory), a removable hard disk, a magnetic disk, or an optical disk, or other various media capable of storing program codes.
The foregoing is merely a preferred embodiment of the present application and it should be noted that modifications and adaptations to those skilled in the art may be made without departing from the principles of the present application, which are intended to be comprehended within the scope of the present application.
Claims (8)
1. The method for adjusting the track traffic transfer connection train schedule is characterized by comprising the following steps of:
acquiring a transfer station set to be adjusted and a period to be adjusted;
analyzing one or more marked line train schedules and historical transfer passenger flow 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 departure time of the one or more marked 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 marked line train schedules and the historical transfer passenger flow, the train schedules are used for representing arrival time of trains, the transfer station set to be adjusted comprises the main transfer station and related transfer stations, the related transfer stations comprise transfer stations which are positioned on the same line with the main transfer station, and a plurality of adjusted departure time of the main transfer station within the period to be adjusted are sequentially input into the preset model according to preset step length to obtain a plurality of adjusted departure time schedules of the one or more marked line trains; determining an average transfer waiting duration of each transfer station in the set of transfer stations to be adjusted based on the plurality of adjusted departure schedules and the historical transfer traffic; substituting the average transfer waiting time length 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 time length of all transfer stations in the transfer station set to be adjusted; under the condition that a preset constraint condition is met, determining an adjusted departure time corresponding to the minimum value of the output value of the objective function as an adjusted target departure time of the first train in the period to be adjusted, and sequentially determining the departure time after adjustment 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, wherein the preset constraint condition comprises: the running interval time length of the first train in the period to be adjusted and the previous train corresponding to the first train is longer than the preset time length; the driving interval time length between the last train in the period to be adjusted and the train behind the last train is longer than the preset time length; the average transfer waiting time after the train departure time in the one or more target lines is adjusted is not more than the average transfer waiting time before adjustment according to the adjustment scheme; according to the adjustment scheme, the connection good rate of the trains going to the station before and after the train departure time in the one or more target lines is adjusted is not less than the connection good rate before adjustment; the number of times of transfer states in the target states in the one or more target lines after the train departure time in the one or more target lines is adjusted according to the adjustment scheme is not greater than the number of times of transfer states in the target states before adjustment; the preset constraint conditions are used for ensuring that the train workshop can keep a safe driving interval; according to the adjustment scheme, the average transfer waiting time after the train departure time in the one or more target routes is adjusted is not longer than the average transfer waiting time before adjustment, the number of times of transfer states of the target states is not increased, and the target states are used for indicating that the train in the transfer route is closed or driven away in the visual field range of transfer passengers;
And adjusting departure time of the one or more marked line trains according to the adjustment scheme so as to adjust train schedules of all transfer stations in the transfer station set to be adjusted in the period to be adjusted.
2. The method of claim 1, wherein determining an average transfer waiting duration for each transfer station based on the one or more line train departure schedules and the historical transfer traffic comprises:
acquiring transfer walking time of each transfer station, and determining a difference value between the departure time of a transfer train and the arrival time of a transfer train as transfer waiting time;
and determining an average value of transfer waiting time durations of the one or more target lines in each transfer station as the average transfer waiting time duration, wherein each marked line comprises lines in an uplink direction and a downlink direction.
3. The method according to claim 2, characterized in that the average value of the transfer waiting time period of the one or more target lines 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 transfer passengers corresponding to each engagement scheme to the transfer passenger flow of each transfer station as the average transfer waiting time.
4. The method of claim 1, wherein the rate of engagement of the one or more target lines with the front-to-rear trains at the station is determined by:
under the condition that the transfer waiting time length is longer 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 preset conditions;
determining the ratio of the number of the engagement schemes, the engagement states of which do not meet preset conditions, to the number of all the engagement schemes as an engagement failure rate;
and determining the connection good rate by the difference value between the number one and the connection poor rate.
5. The method according to claim 1, wherein the transfer state in the target state is determined by:
under the condition of transfer at the same station, determining a transfer state that the difference value between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the sum of the arrival time of the transfer-out train and the arrival time of the transfer-in train and smaller 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 of the transfer-in train as the target state;
And under the condition of non-identical platform transfer, determining a transfer state that the difference value between the departure time of the transfer-in train and the arrival time of the transfer-out train is larger than the difference value between the sum value of the opening time of the transfer-out train and the transfer walking time and the outbound time of the transfer-in train and smaller than the sum of the opening time of the transfer-out train, the closing time of the transfer-in train and the transfer walking time as the target state.
6. An adjustment device for a track traffic train schedule, comprising:
the acquisition module is used for acquiring the to-be-adjusted transfer station set and the to-be-adjusted period;
the system comprises a determining module, a judging module and a judging module, wherein the determining module is used for analyzing one or more marked line train timetables and historical transfer passenger flow connected with a main transfer station in a transfer station set to be regulated by adopting a preset model to obtain a regulation scheme of one or more marked line train departure times, 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 marked line train timetables and the historical transfer passenger flow, the train timetables are used for representing arrival time of a train, the transfer station set to be regulated comprises the main transfer station and related transfer stations, the related transfer station comprises transfer stations which are positioned on the same line with the main transfer station, and a plurality of regulated departure times of the main transfer station for the first train in the period to be regulated are sequentially input into the preset model according to preset step length to obtain a plurality of regulated departure timetables of the one or more marked line trains; determining an average transfer waiting duration of each transfer station in the set of transfer stations to be adjusted based on the plurality of adjusted departure schedules and the historical transfer traffic; substituting the average transfer waiting time length 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 time length of all transfer stations in the transfer station set to be adjusted; under the condition that a preset constraint condition is met, determining an adjusted departure time corresponding to the minimum value of the output value of the objective function as an adjusted target departure time of the first train in the period to be adjusted, and sequentially determining the departure time after adjustment 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, wherein the preset constraint condition comprises: the running interval time length of the first train in the period to be adjusted and the previous train corresponding to the first train is longer than the preset time length; the driving interval time length between the last train in the period to be adjusted and the train behind the last train is longer than the preset time length; the average transfer waiting time after the train departure time in the one or more target lines is adjusted is not more than the average transfer waiting time before adjustment according to the adjustment scheme; according to the adjustment scheme, the connection good rate of the trains going to the station before and after the train departure time in the one or more target lines is adjusted is not less than the connection good rate before adjustment; the number of times of transfer states in the target states in the one or more target lines after the train departure time in the one or more target lines is adjusted according to the adjustment scheme is not greater than the number of times of transfer states in the target states before adjustment; the preset constraint conditions are used for ensuring that the train workshop can keep a safe driving interval; according to the adjustment scheme, the average transfer waiting time after the train departure time in the one or more target routes is adjusted is not longer than the average transfer waiting time before adjustment, the number of times of transfer states of the target states is not increased, and the target states are used for indicating that the train in the transfer route is closed or driven away in the visual field range of transfer passengers;
And the adjusting module is used for adjusting the departure time of the one or more marked line trains according to the adjusting scheme so as to adjust the train schedule of each transfer station in the transfer station set to be adjusted in the period to be adjusted.
7. A non-volatile storage medium, wherein a program is stored in the non-volatile storage medium, and wherein the program, when executed, controls a device in which the non-volatile storage medium is located to perform the method for adjusting the track traffic transfer connection train schedule according to any one of claims 1 to 5.
8. A computer device, comprising: a memory and a processor for running a program stored in the memory, wherein the program is run to perform the method of adjusting a rail transit transfer adapter train schedule according to any one of claims 1 to 5.
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