CN116703282A - Subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions - Google Patents
Subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions Download PDFInfo
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Abstract
The invention belongs to the field of underground logistics, and particularly relates to a subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions. The method comprises the following steps: designing a subway freight service assignment flow comprising a first-come-first-serve principle, a packing departure principle, a station load balancing principle and a minimum train utilization rate principle, and constructing a subway freight service assignment strategy model; formulating a minimum headway control strategy, a freight station residence time control strategy, a freight train speed control strategy and a line maximum freight capacity calculation method for co-linear transportation of passenger and freight, and forming a subway freight driving scheduling strategy model; and simulating and evaluating the real-time operation performance of the subway freight system in a network state based on the multi-agent discrete time simulation method. The method is novel in thought, high in applicability and easy to realize, improves the subway freight operation efficiency, and saves the operation cost.
Description
Technical Field
The invention belongs to the field of underground logistics, and particularly relates to a subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions.
Background
The subway freight system is a brand new transportation and supply mode for transporting goods in urban areas by utilizing the surplus capacity of all or part of passenger rail transit systems. The subway freight system is a special system form of urban underground logistics, does not occupy the ground road, and can relieve traffic jam; clean power is adopted, so that urban pollution is effectively reduced; the transportation is more reliable and efficient without being interfered by external conditions. The subway freight system is required to reconstruct and expand the existing passenger rail transit network, realizes automatic freight transportation by utilizing the surplus freight energy and high accessibility of rail transit, has lower investment and construction difficulty compared with an independently constructed underground logistics system, and can quickly realize networking and generate benefits. In addition, the advantages (such as high capacity, high efficiency and technical reserve) of the subway freight system enable the subway freight system to be feasible in the current stage, provide a new thought for intelligent, automatic and standardization of urban distribution, be an important supplement to a future urban comprehensive transportation system, and be one of the main forms of early development of urban underground logistics systems.
A subway freight system network mainly comprises a subway freight station with passenger service and logistics processing functions, a subway transfer station with goods transferring function, a city terminal logistics network and other node facilities. In the transportation process, the goods in the logistics park are sent to a subway terminal in a truck or track mode, the subway terminal is packed and boxed, a transportation plan is assigned for the goods, the goods are transported to an appointed subway freight station along with a subway network, the goods are subjected to in-station logistics treatment to form independently deliverable packages, and finally, the packages are sent to a terminal network point in a ground manual distribution or secondary underground pipeline transportation mode, so that signing is completed.
There are mainly two modes of transporting goods on a subway line. The first is called a 'collinearly separated' subway operation mode, wherein 'freight special trains' and passenger trains keep collinearly and shift-out running in a tunnel, and at a station, the two trains are stopped at different stations to realize separation of passenger-cargo loading and unloading (getting on and off) processes; the second mode is defined as a "co-line trailing" subway operation mode, i.e., adding additional freight-specific cars to the original passenger train, and the cargo travels with the train, keeping passengers on and off and cargo loading and unloading completed in a short time simultaneously when the "trailing train" is parked at the subway station.
In view of the complex subway freight organization mode under the networked operation condition, the scheduling timeliness of running is high, and the design of a scientific subway freight service assignment and train scheduling mode has important significance in realizing efficient cooperation of subway passenger transportation and freight transportation.
Disclosure of Invention
The invention aims to provide a subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions.
The technical solution for realizing the purpose of the invention is as follows: a subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions comprises the following steps:
step (1): defining a subway freight service distribution process as a discrete event which changes along with time, and constructing a subway freight service distribution strategy model based on a subway freight service distribution flow of a first-come first-go principle, a packing departure principle, a station load balancing principle and a minimum train utilization principle;
step (2): the method comprises the steps of designing a subway freight train scheduling strategy under a ' collinear separation ' subway operation mode by considering the factors of minimum locomotive distance limit, stop loading and unloading time limit, limited number of train circulation and no stop of a special freight train, and constructing a subway freight train scheduling strategy model consisting of a ' neighboring passenger train minimum locomotive time distance control strategy ', ' subway freight train station residence time control strategy ', ' subway freight train speed control strategy ' and a subway line maximum freight capacity calculation method ';
step (3): aiming at the subway freight service assignment strategy model and the subway freight traffic scheduling strategy model, simulation is carried out, and the operation performance of a subway freight network is tested.
Further, the first-come first-go principle in the step (1) is specifically:
the earlier a standard box that reaches the "departure ready state" has a higher subway transport priority, expressed as follows:
（1）
in the method, in the process of the invention,:0-1 decision variable, when a pallet unit which needs to be sent to a subway freight station q and a city terminal distribution network j is loaded into an s-th batch standard box, and the standard box is delivered to an i-th shift freight train on a subway line r for transportation, the value is 1; otherwise, 0; />And->Representing a standard bin lot set; />Representing a freight train shift set on a subway line r; />Representing a subway freight terminal distribution network point set; />Representing a subway freight station set; />Representing a subway line set;
the moment when any standard box is marked as a 'transfer ready state' in a subway transfer station is equal to the moment when the box is detached from an original subway line freight train and the in-station carrying time of the standard box, and the expression is as follows:
（2）
in the method, in the process of the invention,:0-1 decision variable, when the s-th batch of standard boxes bearing the cargoes at the terminal net point j are transported to other subway lines at a transfer station k on the subway line r, the value is 1; otherwise, 0; />: the s-th batch of standard boxes carrying the cargoes at the terminal net point j are transported along the subway line r for the time of transferring the cargoes at the station k; />: the time when the i-th shift freight train arrives at the transfer station k on the subway line r; />: the time required for transporting the goods in the k station of the transfer station; />Representing a collection of subway transfer stations.
Further, the packing departure principle in the step (1) specifically includes:
the freight carriage of the subway train is provided with a plurality of standard box bunkers, each bunkers is provided with a standard box, cargoes sent to the same tail end net point are integrated into a pallet unit in a logistics park, the pallet units are integrated according to the attribution relation between the tail end net point and a subway freight station, so that a subway freight standard box is formed, and the cargoes are transported to a destination subway freight station along with the subway train; the freight demand generated in a certain time is regarded as the same boxing batch, and after the batch of cargoes are packaged, the freight demand is added into a freight service waiting queue of a subway line, and the subway transportation priority of the standard boxes in the same batch is determined according to a 'first-come first-serve' principle; the packing departure principle expression is as follows:
（3）
in the method, in the process of the invention,and->Decision variables of 0-1 are respectively expressed at t 1 And t 2 Whether the subway freight requirements of the tail end net point j generated at the moment are allowed to be simultaneously packed into the s-th batch standard box or not, and the allowed value is 1; otherwise, 0; />: and the vanning completion time of the s-th batch of standard boxes.
Further, the station load balancing principle in the step (1) specifically includes:
when the logistic processing load of a certain subway station is too high, the cargo quantity sent to the station is required to be limited from a freight source, and the expression is as follows:
（4）
in the method, in the process of the invention,: when the i-th shift freight train starts to be boxed, the number of standard boxes waiting to be processed in a queue at the subway freight station q is observed; />: logistics processing load control coefficients of subway freight stations; />: the logistics storage capacity of subway freight station q.
Further, the principle of minimum train utilization in the step (1) is specifically as follows:
the subway freight service allocation requires reasonable control of the capacity of each freight train allocated to different types of cargos, namely 'standard boxes which directly reach a station along with the current route' and 'standard boxes which need to be transferred to other routes', and the following is provided: trains below the minimum cargo loading rate are not allowed to get off, expressed as follows:
（5）
in the method, in the process of the invention,: the utilization coefficient of the subway freight train;: cargo capacity provided by the ith shift freight train;:0-1 variable, when the subway freight station q is positioned on the subway line r, the value is 1; otherwise, 0;:0-1 variable, when subway transfer station k links up subway line r and lineWhen in use;: in the subway going-away transportation stage, the ith shift freight train distributes the cabin number of a standard box for transporting the subway freight station on the subway line r as a destination;: in the subway return transportation stage, the ith shift freight train allocates the number of cabin positions for transporting a ' standard cabin which comes from a subway line r and takes a subway freight station of the line r ' as a destination ';: on-ground during return trip of ith shift freight trainThe number of standard boxes loaded in the iron transfer station k;: in the return transport phase, the ith shift freight train of line r is assigned a number of cabins for loading into the "standard box waiting for transfer at transfer station k".
Further, the subway goods transportation service assignment strategy model constructed in the step (1) is as follows:
objective function: minimizing total waiting time of goods in subway network
（6）
Constraint 1: specifying that the same destination freight traffic can only be handled at a single subway freight station
（7）
Constraint 2: goods not meeting the departure ready state are not allowed to be loaded into subway trains
（8）
In the method, in the process of the invention,: the time when the s-th batch standard box taking the subway freight station q on the tail end net point j and the line r as a destination reaches the departure ready state; />: departure time of the i-th shift freight train on the line r;
constraint 3: provision for goods transfer operations to be carried out only when the train is stopped at the subway transfer station
（9）
In the method, in the process of the invention,:0-1 decision variable, when the ith shift freight train on the line r stops at the ride-changing station k, the value is 1; otherwise, 0; />For the variables +.>In subway freight station->Under the condition, taking a value; />For the variables +.>In subway freight station->Subway line->In this case, the value is taken.
Constraint 4: following the subway freight services assignment "first come first go principle", namely formula (1) and formula (2);
constraint 5: following the subway freight service assignment "packing departure principle", namely formula (3);
constraint 6: following the subway freight service assignment "station load balancing principle", namely formula (4);
constraint 7: the subway freight service assignment "minimum train utilization principle", equation (5), is followed.
Further, the minimum headway control strategy of the adjacent passenger and cargo shifts in the step (2) specifically comprises the following steps:
the inter-vehicle distance between the collinearly staggered operation of the subway passenger trains and the freight special trains is coordinated, and when one-shift freight special train is inserted between two adjacent passenger trains, the minimum headway constraint relation is satisfied, wherein the following formula is as follows:
（10）
in the method, in the process of the invention,: minimum allowable headway between freight train and adjacent passenger trains; />: an actual headway between a special u-shift freight train and an m-shift passenger train on a subway line r; />: an actual headway between a special u-th shift freight train and an m+1th shift passenger train on the subway line r; />，/>，/>The method comprises the steps of respectively carrying out a special freight train shift set on a line r, a passenger train shift set on the line r and a subway line set;
when two-shift freight trains are inserted between adjacent two-shift passenger trains, the minimum headway constraint relation shown in the following formula needs to be satisfied:
（11）
in the method, in the process of the invention,: the minimum allowable headway for any adjacent freight train.
Further, the residence time control strategy of the subway freight train station in the step (2) specifically comprises the following steps:
the residence time of the freight train in the subway freight station needs to meet the stop time constraint, and the stop time of the freight train in any subway freight station platform does not exceed the maximum allowable stop time as follows:
（12）
in the method, in the process of the invention,: the u-th shift freight on the line r is specially listed in the allowed stop time of the subway freight station q;: the u-th shift freight on line r is dedicated to the actual headway of the m-th shift passenger train at subway freight station q.
Further, the subway freight train speed control strategy in the step (2) specifically includes:
the running speed of the train section is adjusted to enable the special freight train to pass through the passenger train station without stopping, and meanwhile, a safe headway is kept between the special freight train and the train adjacent to the train, and under the running strategy of 'without stopping of the train station', the iterative relation of the speed of the special freight train passing through the subway line section is as follows:
（13）
in the method, in the process of the invention,: the running speed of the special freight train u on the line r from the subway station g to the g+1 station; />: the distance between the subway station g and the g+1 station of the line r; />: the time when line r passenger train m arrives at station g+1; />: departure time of line r freight special column u; />: a 0-1 decision variable, wherein the value of the decision variable is 1 when the line r freight special column u stops at the subway station g; otherwise, 0.
Further, the method for calculating the maximum freight capacity of the subway line in the step (2) specifically comprises the following steps:
the method for calculating the maximum freight capacity of the subway line under the limited freight special columns comprises the following steps:
（14）
in the method, in the process of the invention,: maximum freight capacity of subway line r; />: as explained above; />:0-1 decision variable, when the freight special train u on the line r is in a ready state at the departure time of the subway train of the ith shift; />: number of shipping columns allocated on each subway line.
Compared with the prior art, the invention has the remarkable advantages that:
the underground passenger-cargo coordination transportation organization mode based on the subway is designed, and the freight service distribution and the subway and heterogeneous train scheduling process in a subway network can be cooperatively optimized. The system operation principle, the optimization target and the constraint can effectively control the cargo flow in the subway network, reasonably arrange the capacity resources of the subway network, ensure the subway transportation safety and correct operation logic, and realize the integral improvement of the freight efficiency of the subway network. The overall flow design method has higher applicability, and the model solving process is easy to realize. Meanwhile, the invention provides design support for developing the urban underground logistics system based on subways, promotes the transfer of urban logistics operation to underground rail transit, and achieves the beneficial effects of relieving traffic jam, saving land resources, promoting carbon neutralization of urban cargo transportation and the like.
The invention considers the key design factors of the passenger and freight cooperative transportation of the subway organization more comprehensively, and proposes a boxing, service assignment and train dispatching integrated operation organization strategy model of the subway freight by taking the networked subway freight as the background. Compared with the past experience-based design thought, the invention considers new design requirements of subway freight transfer, standardized boxing, limited freight train circulation, freight train station no stop and the like. The operation flow of the subway freight network is designed on the premise of not changing the original subway passenger transport plan, so that adverse effects of freight activities on subway passenger transport services can be avoided.
Drawings
Fig. 1 is a flow diagram of a subway passenger-cargo cooperative transportation flow design method meeting the networking operation conditions.
Fig. 2 is a schematic diagram of a transportation service assignment flow of the subway freight system according to the present invention.
Fig. 3 is a schematic diagram of a shift-by-shift running track of a passenger-cargo train in a collinear separation subway running mode; wherein (a) a freight train situation is inserted for an adjacent passenger train shift interval and (b) two freight train situations are inserted for an adjacent passenger train shift interval.
Fig. 4 is a case map of a subway of a city in an embodiment of the invention.
Fig. 5 is a graph of simulation results of the "backlog of subway freight standard box" in the embodiment of the invention.
Detailed Description
The invention is described in further detail below with reference to the accompanying drawings.
The invention adopts the following technical scheme: a subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions comprises the following steps:
(1) Designing a subway freight system service 'first arrival first delivery' principle;
(2) Designing a subway freight system service packing departure principle;
(3) Designing a subway freight system service station load balancing principle;
(4) Designing a subway freight system service 'minimum train utilization' principle;
(5) Distributing the transportation service of any subway freight train in any shift according to the steps;
(6) Establishing a subway goods transportation service assignment strategy model;
(7) Formulating a minimum headway control strategy of the passenger-cargo train in a 'collinearly separated' subway running mode;
(8) Formulating a station residence time control strategy of the passenger-cargo train in a 'collinearly separated' subway running mode;
(9) Formulating a freight train 'no stop' driving speed control strategy under a 'collinearly separated' subway operation mode;
(10) Formulating a method for calculating the maximum freight capacity of a subway line provided by a limited number of freight special columns in a collinearly separated subway operation mode;
(11) And executing multi-intelligent discrete time simulation aiming at the principle, strategy and model, and outputting the real-time performance simulation result of the subway freight network operation.
S1, designing a 'first arrival first transportation' principle aiming at a transportation service assignment flow of a subway freight system.
First come first go principle: in a logistics park, when a pallet unit destined for the same subway station is filled with a subway freight standard box, the standard box is considered to reach a "departure ready state", i.e., a subway freight train is allowed to be loaded and issued on-board. The earlier a standard box that reaches the "departure ready state" has a higher subway transport priority. In the aspect of transferring goods in subway transfer stations, if a standard box needs to be transferred from a line 1 to a line 2 for transportation, if the standard box is already located at a freight platform of the line 2, the standard box is considered as a "transfer ready state", and can be loaded into freight trains of the line 2 and leave the station. The time when any standard box reaches the "transfer ready state" at the subway transfer station is expressed as the time when the box is removed from the original line freight train plus the in-station conveyance time of the standard box.
（1）
In the method, in the process of the invention,:0-1 decision variable, when a pallet unit which needs to be sent to a subway freight station q and a city terminal distribution network j is loaded into an s-th batch standard box, and the standard box is delivered to an i-th shift freight train on a subway line r for transportation, the value is 1; otherwise, 0; />And->Representing a standard bin lot set; />Representing a freight train shift set on a subway line r; />Representing a collection of subway freight terminal distribution network points (hereinafter referred to as terminal network points); />Representing a subway freight station set; />Representing a collection of subway lines.
S2, designing a packing departure principle aiming at a service assignment flow of a subway freight system.
Packing and departure principle: the freight carriage of the subway train is provided with a plurality of standard box bunkers, each bunkers can be provided with a standard box, cargoes sent to the same tail end net point are integrated into a pallet unit in a logistics park, the pallet unit is further integrated according to the attribution relation between the tail end net point and a subway freight station, and the subway freight standard boxes are formed and transported to a destination subway freight station along with the subway train. The freight demands generated in a certain time are regarded as the same boxing batch, and the freight demands are added into a freight service waiting queue of the subway line after the freight of the same boxing batch is packaged, and the subway transportation priority of the standard boxes of the same boxing batch is further determined according to the 'first-come first-serve' principle. The packing departure principle is helpful for controlling the freight flow of the input subway, and the logic is as follows.
（3）
In the method, in the process of the invention,and->Decision variables of 0-1 are respectively expressed at t 1 And t 2 Whether the subway freight requirements of the tail end net point j generated at the moment are allowed to be simultaneously packed into the s-th batch standard box or not, and the allowed value is 1; otherwise, 0; />: and the vanning completion time of the s-th batch of standard boxes.
S3, designing a station load balancing principle aiming at a transportation service assignment flow of the subway freight system.
Station load balancing principle: when the logistic processing load of a certain subway station is too high, the amount of goods sent to the station is required to be limited from a freight source, and the logic is as follows.
（4）
In the method, in the process of the invention,: when the i-th shift freight train starts to be boxed, the number of standard boxes waiting to be processed in a queue at the subway freight station q is observed; />: logistics processing load control coefficients of subway freight stations; />: the logistics storage capacity of subway freight station q.
S4, designing a principle of 'minimum train utilization rate' aiming at a transportation service assignment flow of a subway freight system.
Minimum train utilization principle: subway freight service allocation requires reasonable control of the capacity of each freight train allocated to different types of freight (i.e. "standard boxes up to station with current route" and "standard boxes to be transferred to other routes"), and therefore, it can be specified that: trains below the minimum cargo loading rate are not allowed to be taken, as follows.
（5）
In the method, in the process of the invention,: as explained above; />: the utilization coefficient of the subway freight train; />: cargo capacity provided by the ith shift freight train; />:0-1 variable, when the subway freight station q is positioned on the subway line r, the value is 1; otherwise, 0; />:0-1 changeWhen the subway transfer station k is connected with the subway line r and the line r'; />: in the subway going-away transportation stage, the ith shift freight train distributes the cabin number of a standard box for transporting the subway freight station on the subway line r as a destination; />: in the subway return transportation stage, the ith shift freight train allocates the number of cabin positions for transporting a ' standard cabin which comes from a subway line r and takes a subway freight station of the line r ' as a destination '; />: the number of standard boxes loaded in a subway transfer station k during the return trip of the ith shift freight train; />: in the return transport phase, the ith shift freight train of line r is assigned a number of cabins for loading into the "standard box waiting for transfer at transfer station k".
S5, distributing the transport service of any subway freight train according to the steps
(1) And acquiring packages waiting for transportation in the logistics park.
(2) And (5) boxing the packages into a tray form according to the terminal website numbers, so that the packages borne by each tray are ensured to be sent to the same terminal website destination.
(3) And (3) packing the trays into standard boxes according to the attribution relation (service relation) between the tail end net points and the subway freight stations, so as to ensure that the trays borne by each standard box are sent to the same subway freight station.
(4) Determining the time for the standard box to reach the 'departure ready state' according to the packing departure principle;
(5) Determining the transportation priority of the standard boxes according to a first-come first-serve principle;
(6) And acquiring a subway line passenger train shift operation schedule.
(7) Acquisition ofAll standard bin numbers and shipping priorities in the departure ready state at the moment.
(8) Judging whether the standard box can be installed according to the station balance load principleFreight trains emanating from the origin station at the moment.
(9) Judging whether the freight train can be in the process of judging whether the freight train can be inNormally sending out the time, if yes, distributing the cabin position of the freight car to a specified standard box, and sending out the train according to a time table; if not, the shipment shift is cancelled.
S6, constructing a subway freight service assignment model based on discrete events and optimization based on the steps.
Objective function: minimizing total waiting time of goods in subway network
（6）
Constraint 1: specifying that the same destination freight traffic can only be handled at a single subway freight station
（7）
Constraint 2: goods not meeting the departure ready state are not allowed to be loaded into subway trains
（8）
In the method, in the process of the invention,: with end net points j and lines rThe time when the s-th batch standard box of the subway freight station q as the destination reaches the departure ready state; />: departure time of the i-th shift freight train on the line r.
Constraint 3: it is prescribed that the cargo transferring operation can be performed only when the train is stopped at the subway transfer station.
（9）
In the method, in the process of the invention,and->As explained above; />:0-1 decision variable, when the ith shift freight train on the line r stops at the ride-changing station k, the value is 1; otherwise, 0; />For the variables +.>In subway freight station->Under the condition, taking a value; />For the variables +.>In subway freight station->Subway line->In this case, the value is taken.
Constraint 4: the subway freight service assignment "first come first go principle" is followed, namely formula (1) and formula (2).
Constraint 5: the subway freight service assignment "packing departure principle" is followed, namely formula (3).
Constraint 6: the subway freight service assignment "station load balancing principle" is followed, namely formula (4).
Constraint 7: the subway freight service assignment "minimum train utilization principle", equation (5), is followed.
S7, aiming at a train dispatching flow under the 'collinearly separated' subway operation mode, a minimum headway control strategy is formulated.
Specifically, when a special freight train is inserted between two adjacent passenger trains, the train headway must satisfy the following formula:
（10）
in the method, in the process of the invention,: minimum allowable headway between freight train and adjacent passenger trains; />: an actual headway between a special u-shift freight train and an m-shift passenger train on a subway line r; />: an actual headway between a special u-th shift freight train and an m+1th shift passenger train on the subway line r; />，/>，/>The method is characterized by comprising a special freight train shift set on a line r, a passenger train shift set on the line r and a subway line set.
When two shifts of freight special trains are inserted between shifts of adjacent passenger trains, the train headway must satisfy the following formula:
（11）
in the method, in the process of the invention,: minimum allowable headway for any adjacent freight train; the remaining variables are defined as above.
S8, aiming at a passenger-cargo train dispatching flow under a 'collinearly separated' subway operation mode, a station residence time control strategy is formulated.
When freight train stops at any subway freight station platform, the stopping time length needs to satisfy the following formula:
（12）
in the method, in the process of the invention,: the u-th shift freight on the line r is specially listed in the allowed stop time of the subway freight station q;: the u-th shift freight train on the line r is specially arranged at the subway freight station q and is separated from the actual headway of the m-th shift passenger train; />And->As explained above.
S9, aiming at the train scheduling flow under the 'collinear separation' subway operation mode, a freight train 'no stop' driving speed control strategy is formulated.
Under the driving strategy of 'no stop', the freight train passes through the subway line section to meet the following speed relationship.
（13）
In the method, in the process of the invention,: the running speed of the special freight train u on the line r from the subway station g to the g+1 station; />: the distance between the subway station g and the g+1 station of the line r; />: the time when line r passenger train m arrives at station g+1; />: departure time of line r freight special column u; />: a 0-1 decision variable, wherein the value of the decision variable is 1 when the line r freight special column u stops at the subway station g; otherwise, 0.
S10, aiming at a subway freight train scheduling process under a collinear separation subway line operation mode, acquiring the maximum freight capacity of the subway line under the limited freight special number.
The maximum freight capacity of the subway line is calculated as follows.
（14）
In the method, in the process of the invention,: maximum freight capacity of subway line r; />: as explained above; />:0-1 decision variable, when the freight special train u on the line r is in a ready state at the departure time of the subway train of the ith shift; />: number of shipping columns allocated on each subway line.
S11, embedding a discrete event diagram, variables, a set, a function body and parameters into a multi-agent module, and executing discrete event simulation of subway network passenger-cargo transportation real-time performance, wherein the steps are as follows:
(1) The method comprises the steps of constructing a standard box demand module and a service assignment module, judging the transportation priority of a subway freight standard box under the subway freight packing-departure principle to make a service assignment decision, and outputting the transportation sequence of the standard box and the departure time of a freight train;
(2) The train control module is constructed and used for acquiring the moving track of the freight train on the subway line, and the operation plan of the passenger train interacts with the module by importing the subway operation initial data set;
(3) The station module is constructed for executing logistics processing of the subway station and queuing logic of the station standard box, and meanwhile, the transfer priority and loading and unloading queues of the standard box in the subway transfer station are controlled.
(4) The construction of the main control module is responsible for data exchange, event triggering, time sequence progressive and result data output. The discrete event diagram contains a set of logical functions (including: delay, moveTo, resourcePool and Service) called from the flow modeling library.
(5) Setting that each second in the virtual environment represents 30 seconds of the real world, executing a discrete event simulation program based on an AnyLogic platform, and simulating to obtain real-time operation performance of the subway freight network in a normal operation day, wherein the method comprises the following steps:
1) The real-time condition of goods backlog of subway starting station;
2) The real-time distribution condition of the freight flow of the subway network;
3) Real-time condition of logistics processing load of subway stations;
4) The real-time cargo transferring condition of the subway transfer station;
5) Subway line car distribution scheme and driving plan.
Examples
As shown in fig. 4, the urban area in the center of a city is about 300 square kilometers, and urban logistics demand is mainly distributed in three suburban logistics parks. The embodiment introduces three subway lines in the city, comprising 59 pure passenger stations, 17 subway freight stations and 3 subway transfer stations with the function of transferring cargoes. In an embodiment, the upstream origin of the subway freight is the end station of three subway lines adjacent to the logistics park.
And processing subway logistics demand data, and constructing three different logistics demand generation time distribution diagrams. The demand scenario 1 sets the peak time of subway passenger transport (namely 7:00-9:00, 17:00-19:00) to coincide with the freight demand peak time, the demand scenario 2 sets the passenger-freight transportation demand peak time to be staggered, and the demand scenario 3 sets the freight demand to be evenly distributed along with time.
The setting coefficient K controls the load degree of the subway line, and represents that the logistics distribution quantity K percent of the load degree is transferred to the subway network for transportation for a specific park. Under the 'collinear separation' subway operation mode, three scenes of the number of special freight columns of each subway line are set, namely 10 columns, 15 columns and 20 columns; under the 'collinear pull' subway operation mode, two freight carriages are arranged on each subway train.
The following logic and data are input into the subway freight network operation discrete event simulation model provided by the invention:
(1) Setting the running time of the system to be 5:00 a day and 2:30 a second day, and setting the triggering of discrete events every 30 seconds in the real world;
(2) Importing three scene parameters including a demand scene, a load control coefficient and the number of line allocation columns;
(3) Importing external parameters required by the calculation formulas (1) to (14), such as a minimum allowable headway;
(4) Packing the packages into boxes according to the terminal mesh point numbers of the required flow to form a tray;
(5) According to the attribution relation between the tail end net points and the subway freight station, the pallet is packaged into a standard box form;
(6) Determining the time for each standard box to reach a 'departure ready state' according to a packing departure principle;
(7) Determining the transportation priority of the standard boxes according to a first-come first-serve principle;
(8) And acquiring a train shift operation schedule of the passenger train on each subway line, and determining the earliest feasible departure time of the special freight train in the collinear separation subway operation mode according to a minimum headway control strategy formula.
(9) Acquiring all standard box numbers and transportation priorities in a departure ready state under any time slice;
(10) For each subway line, judging whether the standard box can be loaded and sent out under the time slice according to a station balance load principle, namely a formula (4);
(11) Judging whether the freight train can be normally sent out according to the earliest feasible departure time according to the principle of the minimum train utilization, namely a formula (5);
(12) Determining a freight plan of a subway line, including a freight train departure plan and a freight packing scheme, with the aim of minimizing the total waiting time of cargoes in a subway network, namely a formula (6), wherein the flow is shown in fig. 2;
(13) Determining the interval running track of each freight special on each subway line based on a station residence time control strategy and a running speed strategy without stopping, namely a formula (12) and a formula (13), wherein the flow is shown in figure 3;
(14) And executing a discrete event simulation program based on an analog platform to obtain the daily operation performance condition of a subway freight network consisting of three subway lines in a certain city, and outputting a simulation result to obtain the real-time backlog condition of cargoes at three subway starting stations in each scene, as shown in fig. 5.
One result from the example simulation shows that: the standard box backlog number of the 'collinearly separated' subway operation mode is reduced along with the increase of the number of special freight trains, and the service capability of the 'collinearly separated' subway operation mode can be effectively improved by using more freight trains when the freight requirement reaches a certain scale. The decision maker can obtain more result data about the running state of the subway freight network based on the method provided by the invention, thereby assisting the optimal design of the system.
Claims (10)
1. A subway passenger-cargo cooperative transportation flow design method meeting networking operation conditions is characterized by comprising the following steps:
step (1): defining a subway freight service distribution process as a discrete event which changes along with time, and constructing a subway freight service distribution strategy model based on a subway freight service distribution flow of a first-come first-go principle, a packing departure principle, a station load balancing principle and a minimum train utilization principle;
step (2): the method comprises the steps of designing a subway freight train scheduling strategy under a ' collinear separation ' subway operation mode by considering the factors of minimum locomotive distance limit, stop loading and unloading time limit, limited number of train circulation and no stop of a special freight train, and constructing a subway freight train scheduling strategy model consisting of a ' neighboring passenger train minimum locomotive time distance control strategy ', ' subway freight train station residence time control strategy ', ' subway freight train speed control strategy ' and a subway line maximum freight capacity calculation method ';
step (3): aiming at the subway freight service assignment strategy model and the subway freight traffic scheduling strategy model, simulation is carried out, and the operation performance of a subway freight network is tested.
2. The method of claim 1, wherein the first-come-first-go principle in step (1) is specifically:
the earlier a standard box that reaches the "departure ready state" has a higher subway transport priority, expressed as follows:
（1）
in the method, in the process of the invention,:0-1 decision variable, when a pallet unit which needs to be sent to a subway freight station q and a city terminal distribution network j is loaded into an s-th batch standard box, and the standard box is delivered to an i-th shift freight train on a subway line r for transportation, the value is 1; otherwise, 0; />And->Representing a standard bin lot set; />Representing a freight train shift set on a subway line r;representing a subway freight terminal distribution network point set; />Representing a subway freight station set; />Representing a subway line set;
the moment when any standard box is marked as a 'transfer ready state' in a subway transfer station is equal to the moment when the box is detached from an original subway line freight train and the in-station carrying time of the standard box, and the expression is as follows:
（2）
in the method, in the process of the invention,:0-1 decision variable, when the s-th batch of standard boxes bearing the cargoes at the terminal net point j are transported to other subway lines at a transfer station k on the subway line r, the value is 1; otherwise, 0; />: the s-th batch of standard boxes carrying the cargoes at the terminal net point j are transported along the subway line r for the time of transferring the cargoes at the station k; />: the time when the i-th shift freight train arrives at the transfer station k on the subway line r; />: the time required for transporting the goods in the k station of the transfer station; />Representing a collection of subway transfer stations.
3. The method of claim 2, wherein the packing launch principle in step (1) is specifically:
the freight carriage of the subway train is provided with a plurality of standard box bunkers, each bunkers is provided with a standard box, cargoes sent to the same tail end net point are integrated into a pallet unit in a logistics park, the pallet units are integrated according to the attribution relation between the tail end net point and a subway freight station, so that a subway freight standard box is formed, and the cargoes are transported to a destination subway freight station along with the subway train; the freight demand generated in a certain time is regarded as the same boxing batch, and after the batch of cargoes are packaged, the freight demand is added into a freight service waiting queue of a subway line, and the subway transportation priority of the standard boxes in the same batch is determined according to a 'first-come first-serve' principle; the packing departure principle expression is as follows:
（3）
in the method, in the process of the invention,and->Decision variables of 0-1 are respectively expressed at t 1 And t 2 Whether the subway freight requirements of the tail end net point j generated at the moment are allowed to be simultaneously packed into the s-th batch standard box or not, and the allowed value is 1; otherwise, 0; />: and the vanning completion time of the s-th batch of standard boxes.
4. A method according to claim 3, wherein the station load balancing principle in step (1) is specifically:
when the logistic processing load of a certain subway station is too high, the cargo quantity sent to the station is required to be limited from a freight source, and the expression is as follows:
（4）
in the method, in the process of the invention,: when the i-th shift freight train starts to be boxed, the number of standard boxes waiting to be processed in a queue at the subway freight station q is observed; />: logistics processing load control coefficients of subway freight stations; />: the logistics storage capacity of subway freight station q.
5. The method of claim 4, wherein the minimum train utilization principle in step (1) is specifically:
the subway freight service allocation requires reasonable control of the capacity of each freight train allocated to different types of cargos, namely 'standard boxes which directly reach a station along with the current route' and 'standard boxes which need to be transferred to other routes', and the following is provided: trains below the minimum cargo loading rate are not allowed to get off, expressed as follows:
（5）
in the method, in the process of the invention,: the utilization coefficient of the subway freight train; />: cargo capacity provided by the ith shift freight train; />:0-1 variable, when the subway freight station q is positioned on the subway line r, the value is 1; otherwise, 0; />:0-1 variable, when subway transfer station k is connected with subway line r and line +.>When in use; />: in the subway going-away transportation stage, the ith shift freight train distributes the cabin number of a standard box for transporting the subway freight station on the subway line r as a destination; />: in the subway return transportation stage, the ith shift freight train allocates the number of cabin positions for transporting a ' standard cabin which comes from a subway line r and takes a subway freight station of the line r ' as a destination '; />: the number of standard boxes loaded in a subway transfer station k during the return trip of the ith shift freight train; />: in the return transport phase, the ith shift freight train of line r is assigned a number of cabins for loading into the "standard box waiting for transfer at transfer station k".
6. The method of claim 5, wherein the subway freight services assignment policy model constructed in step (1) is as follows:
objective function: minimizing total waiting time of goods in subway network
（6）
Constraint 1: specifying that the same destination freight traffic can only be handled at a single subway freight station
（7）
Constraint 2: goods not meeting the departure ready state are not allowed to be loaded into subway trains
（8）
In the method, in the process of the invention,: subway freight car on line r and terminal net point jStation q is the time when the s-th lot standard box of the destination reaches the start ready state; />: departure time of the i-th shift freight train on the line r;
constraint 3: provision for goods transfer operations to be carried out only when the train is stopped at the subway transfer station
（9）
In the method, in the process of the invention,:0-1 decision variable, when the ith shift freight train on the line r stops at the ride-changing station k, the value is 1; otherwise, 0; />For the variables +.>In subway freight station->Under the condition, taking a value; />For the variables +.>In subway freight station->Subway line->Under the condition, taking a value;
constraint 4: following the subway freight services assignment "first come first go principle", namely formula (1) and formula (2);
constraint 5: following the subway freight service assignment "packing departure principle", namely formula (3);
constraint 6: following the subway freight service assignment "station load balancing principle", namely formula (4);
constraint 7: the subway freight service assignment "minimum train utilization principle", equation (5), is followed.
7. The method of claim 6, wherein the adjacent cargo shift minimum headway control strategy in step (2) is specifically:
the inter-vehicle distance between the collinearly staggered operation of the subway passenger trains and the freight special trains is coordinated, and when one-shift freight special train is inserted between two adjacent passenger trains, the minimum headway constraint relation is satisfied, wherein the following formula is as follows:
（10）
in the method, in the process of the invention,: minimum allowable headway between freight train and adjacent passenger trains; />: an actual headway between a special u-shift freight train and an m-shift passenger train on a subway line r; />: an actual headway between a special u-th shift freight train and an m+1th shift passenger train on the subway line r; />，/>，/>The method comprises the steps of respectively carrying out a special freight train shift set on a line r, a passenger train shift set on the line r and a subway line set;
when two-shift freight trains are inserted between adjacent two-shift passenger trains, the minimum headway constraint relation shown in the following formula needs to be satisfied:
（11）
in the method, in the process of the invention,: the minimum allowable headway for any adjacent freight train.
8. The method of claim 7, wherein the subway freight train station residence time control strategy in step (2) is specifically:
the residence time of the freight train in the subway freight station needs to meet the stop time constraint, and the stop time of the freight train in any subway freight station platform does not exceed the maximum allowable stop time as follows:
（12）
in the method, in the process of the invention,: the u-th shift freight on the line r is specially listed in the allowed stop time of the subway freight station q; />: the u-th shift freight on line r is dedicated to the actual headway of the m-th shift passenger train at subway freight station q.
9. The method of claim 8, wherein the subway freight train speed control strategy in step (2) is specifically:
the running speed of the train section is adjusted to enable the special freight train to pass through the passenger train station without stopping, and meanwhile, a safe headway is kept between the special freight train and the train adjacent to the train, and under the running strategy of 'without stopping of the train station', the iterative relation of the speed of the special freight train passing through the subway line section is as follows:
（13）
in the method, in the process of the invention,: the running speed of the special freight train u on the line r from the subway station g to the g+1 station; />: the distance between the subway station g and the g+1 station of the line r; />: the time when line r passenger train m arrives at station g+1; />: departure time of line r freight special column u; />: a 0-1 decision variable, wherein the value of the decision variable is 1 when the line r freight special column u stops at the subway station g; otherwise, 0.
10. The method according to claim 9, wherein the method for calculating the maximum freight capacity of the subway line in step (2) specifically comprises:
the method for calculating the maximum freight capacity of the subway line under the limited freight special columns comprises the following steps:
（14）
in the method, in the process of the invention,: maximum freight capacity of subway line r; />: as explained above; />:0-1 decision variable, when the freight special train u on the line r is in a ready state at the departure time of the subway train of the ith shift; />: the number of shipping special columns actually opened on the line r; />: the line r may be shipping special number.
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