Method, device and storage medium for compiling night train operation plan

Abstract

The present application provides a method, device and storage medium for formulating a night train operation plan. The method includes: determining the constraint conditions of the operation line; enumerating the alternative options of each planning element according to the constraint conditions; combining the alternative options of each planning element to obtain alternative night train operation plans; evaluating each alternative night train operation plan; and selecting one of the alternative night train operation plans as the formulated night train operation plan according to the evaluation results. The method provided by the present application enumerates the alternative options of each planning element according to the constraint conditions of the operation line, obtains alternative night train operation plans by combining the alternative options of each planning element, and selects one of the alternative night train operation plans as the formulated night train operation plan by evaluating each alternative night train operation plan, thus realizing the scientific and feasible formulation of the night train operation plan.

Description

Technical Field

[0001] This application relates to the technical field of rail transit, and in particular, to a method, device, and storage medium for formulating a night train operation plan. Background Art

[0002] The train operation plan is a prerequisite and an important foundation for the overall transportation organization of the rail transit system. A good operation plan can make full use of existing resources, improve transportation efficiency, enhance service quality, and thus bring higher operational benefits to the enterprise.

[0003] The night train operation plan refers to the plan of the number of trains departing per hour during the night business hours of rail transit, that is, from 23:00 to 6:00 the next day. In essence, it consists of phased train operation plans. It stipulates the night operation tasks of the rail transit line, determines the transportation capacity of the night rail transit system, and is an important basis for formulating the night train operation diagram.

[0004] Therefore, the method for formulating the night train operation plan has become the current research focus. Summary of the Invention

[0005] In order to formulate a scientific and feasible night train operation plan, this application provides a method, device, and storage medium for formulating a night train operation plan.

[0006] In the first aspect of this application, a method for formulating a night train operation plan is provided. The method includes:

[0007] Determine the constraint conditions of the operation line;

[0008] Enumerate the alternative items of each planning element according to the constraint conditions;

[0009] Combine the alternative items of each planning element to obtain alternative night train operation plans;

[0010] Evaluate each alternative night train operation plan;

[0011] Select an alternative night train operation plan as the formulated night train operation plan according to the evaluation results.

[0012] In the second aspect of this application, an electronic device is provided, including:

[0013] A memory;

[0014] A processor; and

[0015] A computer program;

[0016] Wherein, the computer program is stored in the memory and is configured to be executed by the processor to implement the method described in the first aspect above.

[0017] In the third aspect of the present application, a computer-readable storage medium is provided, on which a computer program is stored; the computer program is executed by a processor to implement the method described in the first aspect above.

[0018] The present application enumerates the alternatives of each planning element according to the constraint conditions of the operation line, obtains alternative night train operation plans by combining the alternatives of each planning element, and selects an alternative night train operation plan as the compiled night train operation plan by evaluating each alternative night train operation plan, realizing the scientific and feasible compilation of the night train operation plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] The drawings described herein are used to provide a further understanding of the present application and form a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation to the present application. In the drawings:

[0020] Figure 1 is a schematic flow chart of a method for compiling a night train operation plan provided by an embodiment of the present application;

[0021] Figure 2 is a schematic flow chart for determining an alternative night train operation plan provided by an embodiment of the present application;

[0022] Figure 3 is a schematic diagram of the first layout plan provided by an embodiment of the present application;

[0023] Figure 4 is a schematic diagram of the second layout plan provided by an embodiment of the present application;

[0024] Figure 5 is a schematic diagram of the third layout plan provided by an embodiment of the present application;

[0025] Figure 6 is a schematic diagram of the fourth layout plan provided by an embodiment of the present application;

[0026] Figure 7 is a schematic diagram of the fifth layout plan provided by an embodiment of the present application;

[0027] Figure 8 is a schematic diagram of the sixth layout plan provided by an embodiment of the present application;

[0028] Figure 9 is a schematic diagram of the seventh layout plan provided by an embodiment of the present application;

[0029] Figure 10 is a schematic diagram of the eighth layout plan provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0030] In order to make the technical solutions and advantages in the embodiments of the present application clearer and more understandable, the following further details the exemplary embodiments of the present application with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than an exhaustive list of all embodiments. It should be noted that, without conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

[0031] In the process of implementing the present application, the inventors found that the night train operation plan refers to the plan of the number of train pairs running per hour during the night business hours of rail transit. Substantially composed of phased train operation plans, it stipulates the night operation tasks of the rail transit line, determines the transportation capacity of the night rail transit system, and is an important basis for compiling the night train operation diagram. Therefore, the method for compiling the night train operation plan has become the current research focus.

[0032] In order to compile a scientific and feasible night train operation plan, the embodiments of the present application provide a method, device and storage medium for compiling the night train operation plan. This method enumerates the alternative items of each plan element according to the constraint conditions of the operation line, obtains alternative night train operation plans by combining the alternative items of each plan element, and selects an alternative night train operation plan as the compiled night train operation plan by evaluating each alternative night train operation plan.

[0033] The method for compiling the night train operation plan provided in this embodiment is used to compile the night train operation plan for trains operating all day long. Refer to Figure 1 , the implementation process of the method for compiling the night train operation plan provided in this embodiment is as follows:

[0034] 101. Determine the constraint conditions of the operation line.

[0035] The constraint conditions describe the limitations of compiling the night train operation plan. Such limitations can be unilateral or multi-faceted. For example, the constraint conditions include one of the following: operation mode, passenger flow characteristics, infrastructure equipment conditions of stations and lines, overall line planning and service positioning, operation cost and passenger travel cost.

[0036] In addition, the constraint conditions can also include other contents, and this embodiment does not limit the specific constraint conditions.

[0037] Among them,

[0038] 1. Operation mode

[0039] Compared with the daytime train operation plan, the most special thing about compiling the night train operation plan of rail transit lies in the impact of the operation mode on the compilation of the operation plan.

[0040] At present, it is generally believed that there are five all-weather operation modes for rail transit, namely, extended operation mode, two-way operation mode on a single track for the whole line, two-way operation mode on a single track in sections, periodic maintenance operation mode, and alternating operation mode for lines with the same terminus. The five all-weather operation modes respectively correspond to five different skylight opening modes, which also impose different constraints on the compilation of the night train operation plan. Therefore, the selection of the operation mode is also an important constraint condition for the compilation of the night train operation plan.

[0041] 2. Passenger flow characteristics

[0042] Passenger flow characteristics represent the current actual transportation demand and are one of the important bases for compiling the urban rail transit train operation plan. The night train operation plan also needs to follow the principle of operating according to the flow and needs to be compiled with reference to the predicted or known passenger flow characteristics.

[0043] Passenger flow characteristics can include passenger volume and passenger flow distribution, both of which are important influencing factors for elements such as train formation plan, train operation route plan, and train stop plan in the night train operation plan, and are also the main factors for measuring the quality of the train operation plan. Therefore, they have a decisive constraint effect on the compilation of the train operation plan.

[0044] 3. Infrastructure equipment conditions of stations and lines

[0045] The infrastructure equipment conditions of stations and lines include station scale, equipment conditions, vehicle conditions, line passing capacity, train seating capacity, the operation density allowed by signal equipment, the train receiving and dispatching capacity of stations, and the train operation speed, etc. Among them, train seating capacity, the operation density allowed by signal equipment, the train receiving and dispatching capacity of stations, and the train operation speed, etc. reflect the line capacity.

[0046] The formulation of the night train operation plan is restricted by the infrastructure equipment conditions of stations and lines. Due to the constraints of the infrastructure equipment conditions of stations and lines, it is impossible to continuously increase the number of train trips during the peak passenger flow period, nor can the number of trips be overly reduced during the off-peak period to reduce the operation density. At the same time, the setting of the starting and ending points of the train operation route needs to select stations with the ability to turn back. Therefore, the formulation of the train operation route plan in the train operation plan is also restricted by the infrastructure equipment conditions of stations and lines.

[0047] 4. Overall line planning and service positioning

[0048] The overall line planning and service positioning include the short-term and long-term planning of the whole line and the overall service positioning. When compiling the train operation plan, it is necessary to combine the short-term and long-term planning of the whole line and the overall service positioning, leave a certain development space and capacity margin, and consider the connection of short-term and long-term development. Therefore, the formulation of the train operation plan is also restricted by the overall line planning and service positioning.

[0049] 5. Operation cost and passenger travel cost

[0050] In addition to maximizing the satisfaction of passenger transportation demands and improving transportation efficiency, the compilation of the night train operation plan should also consider the operating costs and operating revenues borne by the enterprise. Under the condition of meeting the basic transportation demands, the operation plan should be adjusted as much as possible to make the operating costs lower and the economic benefits greater, so as to achieve the maximization of interests.

[0051] From the perspective of the enterprise, the operating costs include fixed costs and variable costs. The fixed costs include the consumption incurred by the enterprise for vehicle purchase, maintenance, operation, etc., and the variable costs include the train kilometer costs and the costs for passenger transfer organization, etc. The transportation costs of the enterprise affect the transportation capacity and operation conditions of the line, and then affect the passenger flow situation.

[0052] From the perspective of passengers, their travel costs include the travel costs for ticket purchase, waiting time consumption, etc. The passenger travel costs affect the travel choices of passengers, and then affect the operating revenues of the trains.

[0053] Therefore, the formulation of the train operation plan is also restricted by the operating costs and the passenger travel costs.

[0054] 102. Enumerate the alternative options of each plan element according to the constraint conditions.

[0055] Among them, the plan elements include: the train formation plan, the train routing plan, and the train stopping plan.

[0056] In this step, the possible values of each plan element that meet the constraint conditions will be enumerated, and all the possible values will be used as the alternative options of this plan element.

[0057] The night train operation plan of rail transit is similar to the day train operation plan, mainly including four elements: the train formation method, the train routing plan, the train stopping plan, and the number of train departures.

[0058] Among them, the train formation method, the train routing plan, and the train stopping plan can all be regarded as factors affecting capacity, and the number of train departures is a direct manifestation of the train operation capacity. Therefore, in this embodiment, the number of train departures is used as a factor for evaluating the alternative night train operation plan and is not included in the plan elements. Therefore, the plan elements mentioned in this step only include: the train formation plan, the train routing plan, and the train stopping plan.

[0059] 1. Train formation plan

[0060] The train formation plan generally includes two aspects: the vehicle type and the formation quantity, which affect the transportation capacity of the overall system. In most operating scenarios, trains running on the line adopt a fixed formation. The mixed operation of trains with different formations not only increases the difficulty of train operation organization but also causes many inconveniences to passengers. Flexible formation is applicable to some lines with large passenger flow fluctuations or to balance the connection and development of the line in the short and long terms. It can better meet the passenger flow demand on the premise of making full use of resources.

[0061] Currently, the common train formation plans are: single formation, variable formation, and multiple formations.

[0062] Single formation means that all trains adopt a single formation, and different numbers of trains are operated at different time periods. It is suitable for lines with relatively stable passenger flow. For lines with large passenger flow imbalance, it will cause waste or shortage of transport capacity.

[0063] Variable formation means that the train is split or merged on the running line or at a certain station to change the number of cars in the train formation. This kind of train formation plan is relatively complex in organization, increases the passenger travel time, and is prone to causing passengers to board the wrong train. It is suitable for lines with large differences in passenger flow characteristics in different sections.

[0064] Multiple formations mean that trains with different numbers of cars are equipped according to different passenger flow characteristics at different time periods, and they run in a mixed mode of large formations, small formations, or a combination of large and small formations. This kind of train formation plan is also suitable for lines with large passenger flow fluctuations. The operation organization is simpler than that of variable formations, and the acceptance of passengers is relatively high. While reducing the empty running rate of the train, it can also reduce the operation cost.

[0065] The determination of the train formation plan is restricted by the operation mode, passenger flow characteristics, infrastructure conditions of stations and lines, overall line planning and service positioning, operation cost, and passenger travel cost.

[0066] 1) Operation mode

[0067] Different operation modes correspond to different skylight opening modes. The opening of the skylight directly affects the running time of the train, and thus affects the determination of the train formation plan.

[0068] 2) Passenger flow characteristics

[0069] Passenger flow characteristics are the most important factors restricting the train formation plan. They are the basic basis for formulating the train formation plan and reflect the travel needs of passengers. Therefore, when the passenger flow distribution is unbalanced, it is necessary to systematically analyze the passenger flow situation of the line, comprehensively master the passenger flow characteristics, formulate corresponding and feasible train operation plans to meet the passenger needs and optimize the operation benefits.

[0070] 3) Infrastructure conditions of stations and lines

[0071] For example, the vehicle type in the infrastructure equipment conditions of stations and lines is closely related to the determination of the train formation plan. The vehicle type determines the passenger capacity standard of the vehicle and is the key to determining the number of cars in the train formation. Different vehicle types vary in aspects such as power supply mode and structural dimension limits, which have a significant impact on variable formation. The coupling method of the vehicle also needs to be considered when choosing the formation method.

[0072] For another example, the infrastructure configuration in the infrastructure equipment conditions of stations and lines also has an interactive relationship with the train formation plan. On the one hand, during the planning and design stage, it is necessary to determine the platform length of the station, the capacity of power supply and ventilation equipment, the length of the maintenance garage, the system transport capacity, etc. according to the train formation plan; on the other hand, during the operation period, the built platform length, equipment capacity, maintenance garage length, and system transport capacity of the station will in turn restrict the train formation plan.

[0073] 4) Overall line planning and service positioning

[0074] For each trip, passengers hope to take a convenient and fast means of transportation without a long waiting time. Therefore, the setting of the train formation plan needs to fully consider the overall line planning and service positioning.

[0075] 5) Operating costs and passenger travel costs

[0076] The planning and construction of a line should not only consider providing high-quality services, but also maximize benefits overall, with a focus on the economy of construction and operation. The setting of the train formation plan should fully consider the social and economic benefits of rail transit, so the train formation plan should be set flexibly to provide high-quality operation services at a more economical operating cost.

[0077] In addition, the reasonable setting of the train formation plan can ensure an appropriate number of train departures during the operation period, thereby reducing the waiting time of passengers and improving the satisfaction of passengers. Therefore, the passenger travel cost must be considered when formulating the train formation plan.

[0078] 2. Train routing plan

[0079] The train routing refers to the section that the train undertakes to run, which is jointly composed of the train turnaround station and the route section. Divided by the running route of the train car body, the routing is usually divided into two types: long routing and short routing.

[0080] Due to its relatively simple operation organizational structure and the fact that it does not have strict requirements for the turnaround equipment at intermediate stations, the long routing plays a major transportation role in actual transportation organization.

[0081] Although the existence of short turnarounds increases the complexity of the operation organizational structure, it plays a crucial role in addressing the transportation problems with a large coefficient of uneven line passenger flow due to its ability to adapt to the transportation requirements of different cross-section passenger flows, relatively economical operation, and high car body turnover rate.

[0082] A good train turnaround plan can make full use of existing resources, better complete transportation tasks while saving costs, and has great practical significance.

[0083] The determination of the train turnaround plan is also restricted by the operation mode, passenger flow characteristics, infrastructure conditions of stations and lines, overall line planning and service positioning, operation costs, and passenger travel costs.

[0084] 1) Operation mode

[0085] Different operation modes correspond to different skylight opening modes. The opening of skylights directly affects the running time of trains, and thus affects the determination of train turnaround plans.

[0086] 2) Passenger flow characteristics

[0087] Passenger flow characteristics are mainly divided into the time distribution characteristics of passenger flow and the spatial distribution characteristics of passenger flow. The time distribution characteristics of passenger flow affect the setting of turnarounds at different times of the day as well as in the initial, near-term, and long-term. It is necessary to ensure that the set train turnaround plan can be smoothly transitioned; the spatial characteristics of passenger flow mainly refer to the unevenness of passenger flow distribution, the ratio of large to small passenger flows during peak hours, and the size of cross-line passenger flows, which mainly affect the form of turnarounds and the selection of the in-reverse method and the location of reverse stations within the turnaround.

[0088] 3) Infrastructure conditions of stations and lines

[0089] The infrastructure conditions of stations and lines determine the train operation conditions, which are the implementation platform for the train turnaround plan, determine the possibility of realizing the train turnaround plan, and are important restrictive conditions for compiling the train turnaround plan.

[0090] In addition, the infrastructure conditions of stations and lines affect the line passing capacity, reverse capacity, location of vehicle depots and the capacity of entering and leaving the depot, and the organization method of cross-line passenger flow. The setting of turnarounds needs to consider the matching with the passing capacity and should not cause a decrease in the passing capacity due to route interference; at the same time, when the reverse capacity becomes the control factor for the overall line passing capacity, the train turnaround plan should be adjusted to make the capacities coordinated as much as possible; and the capacity of trains entering and leaving the depot should also match the requirements of the train turnaround; while the organization method of cross-line passenger flow directly affects the setting method of turnarounds.

[0091] 4) Overall line planning and service positioning

[0092] The passenger flow organization in the overall line planning and service positioning is a necessary objective condition for formulating train operation patterns. Improper passenger flow organization may directly affect the implementation of train operation patterns and disrupt the normal operation order of trains.

[0093] Passenger flow organization is further divided into four aspects: station service, service safety, service speed, and service comfort. When formulating the transfer stations in the operation pattern, the boarding / alighting volume and transfer volume should match the station service capacity to ensure the normal order of station operations. When determining the train operation plan, the interference between train routes should be fully considered, and appropriate measures should be taken to reduce the probability of potential safety hazards.

[0094] Meanwhile, the subjective feelings of passengers should be taken into account to ensure the service level. Therefore, factors such as transfer time, transfer convenience, and passengers' riding comfort will all affect the formulation of the train operation plan.

[0095] 5) Operating costs and passengers' travel costs

[0096] To ensure the economic operation of the enterprise, the operating costs of engineering investments such as the purchase of operating vehicles and line equipment need to be considered. The train operation plan should be coordinated with the train capacity, reduce the complexity of operation organization, and make the operation system more stable.

[0097] The train operation plan should ensure that the transportation capacity meets the demand of the peak passenger flow at the maximum cross-section. To ensure the flexibility of operation organization, a certain margin should also be reserved; when adopting special operation patterns, the location of the reversing station and the reversing method should be reasonably arranged to minimize the complexity of operation organization as much as possible.

[0098] 3. Train stopping plan

[0099] For rail transit, the stopping plan generally includes two types: all-stops and limited-stop express trains.

[0100] In the all-stops mode, the operation is simple and convenient for passengers, with no need for transfers within the line, which is suitable for the densely populated central urban areas. Although the limited-stop express train mode has a more complex operation organization, it can meet the transportation needs of both medium- and long-distance direct passenger flows and commuting passenger flows between stations on the line. Therefore, it is also necessary for some lines with obvious passenger flow characteristics. For the all-day operation of rail transit, to better meet the night passenger flow demand and ensure the night train operation on the rail transit line, the train stopping plan of operating limited-stop express trains can be adopted.

[0101] The determination of the train stopping plan is restricted by the operation mode, passenger flow characteristics, infrastructure conditions of stations and lines, overall line planning and service positioning, operating costs, and passengers' travel costs.

[0102] 1) Operation mode

[0103] Different operation modes correspond to different skylight opening modes. The opening of the skylight directly affects the running time of the train, and thus affects the determination of the train stop plan.

[0104] 2) Passenger flow characteristics

[0105] Passenger flow characteristics are the basis for determining the stop plan. The sectional passenger flow of the line and the passenger boarding and alighting volume at the station both determine the choice of the stop plan. The selection of the stopping stations and the passing stations should achieve a balance between the two, so as to maximize the overall time benefit of the express train passenger flow and the local train passenger flow.

[0106] 3) Infrastructure equipment conditions of stations and lines

[0107] The infrastructure equipment conditions of stations and lines are the decisive factors for determining the stop plan. The key to judging whether other stop plans other than all-stops can be implemented lies in whether the infrastructure equipment conditions of stations and lines can meet the transport capacity requirements during the target period.

[0108] 4) Overall line planning and service positioning

[0109] The overall line planning and service positioning are the basic requirements to be met when determining the stop plan. The planning and service positioning of each intermediate station on the line are mainly affected by the stopping frequency of the train at this station, and should meet the minimum stopping frequency. The stopping frequency of the train at each station is the basis for formulating the stopping stations of the express train and the local train, the types and the operation ratios of the express train and the local train in the stop plan.

[0110] 5) Operation cost and passenger travel cost

[0111] The operation cost and the passenger travel cost are the restrictive factors to be considered when determining the stop plan. When determining the stop plan, it is necessary to consider the configured vehicles and line conditions, such as the vehicle purchase cost, the line equipment construction cost, etc. At the same time, the travel needs of passengers also need to be considered.

[0112] 103. Combine the alternatives of each planning element to obtain an alternative night train operation plan.

[0113] In specific implementation, the alternative night train operation plans can form a set, and this set is the alternative set.

[0114] When combining the alternatives of each planning element to obtain the alternative night train operation plan and then the alternative set, it is necessary to combine according to the specific conditions of the line. It is necessary to ensure that the generated alternative night train operation plans are all feasible and relatively consistent with the actual situation of the line. Therefore, when generating the alternative night train operation plan, the constraint conditions determined in step 101 will also be considered, for example:

[0115] 1. Consider the impact of the operation mode on the alternative night train operation plan. The all-weather operation mode of the line will have a certain impact on night train operation. Different operation modes will not have much impact on vehicle selection and formation. Therefore, it is necessary to focus on the restrictions of the operation mode on the train routing plan and the train stop plan.

[0116] 2. It should conform to the passenger flow characteristics. Whether it is the train formation plan, the train routing plan or the train stop plan, their settings need to conform to the passenger flow characteristics of the line, meet the basic passenger flow transportation needs of all sections of the line, and avoid extremely unreasonable waste of transport capacity.

[0117] 3. Combine the infrastructure conditions of the stations and the line. The generation of the train formation plan, the train routing plan and the train stop plan needs to consider the specific infrastructure conditions of the line, adapt to the existing equipment, meet the requirements of the basic speed target value, and minimize the impact on the surrounding environment.

[0118] 4. Consider the overall line planning and service positioning. When generating the alternative night train operation plan, it should also be combined with the short-term and long-term plans of the whole line and the overall service positioning, leaving a certain development space and capacity margin, and considering the connection of short-term and long-term development.

[0119] 5. Combine the operation cost and the passenger travel cost to maximize the economic benefit. When combining the alternative night train operation plan, the operation cost of the enterprise and the passenger travel cost should also be considered, reasonably set the capacity margin, eliminate the options with large costs and serious waste of transport capacity. At the same time, it should also be combined with the passenger travel experience, comprehensively set the alternative set, and improve the overall operation benefit as much as possible.

[0120] Based on the above constraints, when combining the alternatives to obtain the alternative night train operation plan, it is necessary to:

[0121] 1. Drive according to the flow

[0122] Maximally meeting the actual transportation demand is the primary task of the transportation enterprise. Driving according to the flow is also the primary principle for combining to obtain the alternative night train operation plan. The appropriate train formation plan, train routing plan and train stop plan should be determined according to the actual transportation passenger flow situation. If the actual transportation capacity corresponding to the alternative night train operation plan is insufficient, it will not be able to meet the actual transportation demand, and at the same time, it will also cause crowded transportation passenger flow and reduce the service level; if the actual transportation capacity corresponding to the alternative night train operation plan is excessive, there will be waste of transport capacity, high train empty running rate, and at the same time, it will also increase the difficulty of train operation organization and accelerate equipment aging.

[0123] 2. Conform to the actual train operation capacity

[0124] When combining to obtain alternative night train operation plans, the actual line conditions and the capabilities they possess should be taken into account. The maximum operation capacity determined by the line conditions is the primary limiting condition when combining to obtain alternative night train operation plans and must be satisfied first. When combining to obtain alternative night train operation plans, if the corresponding actual transport capacity exceeds the maximum operation capacity of the line, such a plan has no practical significance.

[0125] 3. Improve revenue

[0126] When combining to obtain alternative night train operation plans, in addition to meeting transport demands, the revenue of transport enterprises should also be taken into account. Only by improving the revenue of transport enterprises can the market competitiveness of rail transit and other transport products be enhanced, enabling transport enterprises to enter a virtuous cycle of improving service quality and transport efficiency.

[0127] For example Figure 2 Shows a determination process of an alternative night train operation plan in specific implementation.

[0128] 1. Define the constraint conditions of the operation line;

[0129] 2. Enumerate the alternatives of each plan element according to the constraint conditions.

[0130] 3. Combine the alternatives of each plan element into different alternative night train operation plans and integrate them to form an alternative set of alternative night train operation plans.

[0131] For railways, the alternative set is a reasonable set composed of all alternative night train operation plans with the possibility of operation, and the optimization of night train operation plans is determined from the alternative set. The alternative night train operation plans in the alternative set refer to an operation plan containing several elements under the constraint premises such as meeting passenger flow characteristics, operating mode, infrastructure equipment conditions of stations and lines, overall line planning and service positioning, operating costs and passenger travel costs in the rail transit network. It can be seen that the alternative set is a set of operation modes, the elements in the set are night train operation plans, and the night train operation plans are obtained by different combinations of feasible alternatives of plan elements.

[0132] 104. Evaluate each alternative night train operation plan.

[0133] For rail transit, the overall operation efficiency of the line is first related to the service level of the formulated operation plan. In terms of revenue, it not only depends on the costs and revenues of operators, but also on the costs consumed by passengers and their satisfaction. Therefore, when evaluating each alternative night train operation plan, consider from the service level, operator costs and passenger costs.

[0134] In the specific implementation of this step, the service level, operator cost, and passenger cost of each alternative night train operation plan will be evaluated first. Then, each alternative night train operation plan will be evaluated based on the service level, operator cost, and passenger cost.

[0135] 1. For the service level

[0136] When evaluating alternative night train operation plans, the first thing to note is the service level of the alternative night train operation plan, that is, the operation effect of the alternative night train operation plan. Meeting all the passenger transport demands of the line is the prerequisite for all other evaluations.

[0137] Therefore, when evaluating the service level in this step, it mainly starts from three aspects: the total number of train trips, transport capacity reserve, and load factor. That is, the implementation plan for evaluating the service level of each alternative night train operation plan is as follows: for any alternative night train operation plan, first, based on the sectional passenger flow, allocated passenger flow of the operation line corresponding to any alternative night train operation plan, and the maximum night train operation capacity, evaluate the number of train trips of any alternative night train operation plan; then estimate the transport capacity reserve and load factor of the operation line corresponding to any alternative night train operation plan; finally, evaluate the service level of any alternative night train operation plan based on the number of train trips, transport capacity reserve, and load factor.

[0138] Among them

[0139] 1) For the allocated passenger flow

[0140] When allocating the passenger flow, it is assumed that passengers will choose the first arriving vehicle. Combining the randomness of passenger arrival and vehicle arrival, the passenger flow is allocated through the departure frequency. For the compilation of the night train operation plan, since the night operation frequency is low, and passengers pay more attention to the total travel time, that is, the path time cost, when choosing the operation line, in this embodiment, the allocated passenger flow of the operation line i corresponding to any alternative night train operation plan is calculated by the following formula:

[0141]

[0142] n i is the allocated passenger flow of the operation line i, v i is the total time cost of the operation line i (including waiting time, in-train running time, stop time, etc.), n all is the total passenger flow on the operation section corresponding to the operation line i, S is the set of user-selectable operation lines, s is the operation line identifier selected by the user in the set of selectable operation lines, v s is the total time cost of the operation line s selected by the user in the set of selectable operation lines.

[0143] 2) For the maximum night train operation capacity

[0144] The maximum night train operation capacity is determined based on the operation mode.

[0145] Among them, the operation modes are extended operation mode, two-way single-track operation mode for the whole line, two-way single-track operation mode for sections, and periodic maintenance mode.

[0146] (1) The operation mode is the extended operation mode

[0147] The extended operation mode means extending the regular operation time, usually by starting earlier, ending later, or a combination of both, to meet the night transportation demand of passengers. Since under the extended operation mode, the form of the overhead contact system maintenance time does not change, only the original overhead contact system maintenance time is shortened, and no new capacity limiting factors are generated, and the train operation organization method during the extended period is also basically the same as that during the day, so the night train operation capacity under this mode is the maximum number of train pairs that can pass through according to the regular operation organization mode during the extended period, and can be calculated using the train tracking interval time.

[0148] It should be noted that to ensure that all trains can complete their trips before the overhead contact system maintenance time, the limitation of the capacity triangle area should be considered, that is, the effective operation time used in the calculation should be the total extended time minus the travel time of a single train for the whole journey. And the train tracking interval time is jointly determined by the train interval tracking interval time (△ 追 ), the train departure tracking interval time (△ 发 ), the train arrival tracking interval time (△ 到 ), the train passing tracking interval time (△ 通 ), the interval time between the arrival and passing of trains in the same direction (△ 到通 ) and the interval time between the passing and departure of trains in the same direction (△ 通发 ).

[0149] When calculating with a vertical rectangular overhead contact system maintenance time, when the operation mode is the extended operation mode, the maximum night train operation capacity is determined by the following formula:

[0150]

[0151] Among them, n 延 is the maximum night train operation capacity under the extended operation mode, t 延 is the extended operation time, t 旅 is the travel time of the train for the whole journey, and △ is the train tracking interval time. △ = max{△ 追 , △ 发 , △ 到 , △ 通 , △ 到通 , △ 通发}, △ 追 is the train interval tracking time, △ 发 is the train departure tracking interval time, △ 到 is the train arrival tracking interval time, △ 通 is the train passing tracking interval time, △ 到通 is the interval time between the arrival and passing of trains in the same direction, △ 通发 is the interval time between the passing and departure of trains in the same direction.

[0152] (2) The operation mode is the single-track two-way operation mode for the whole line

[0153] The single-track two-way operation mode for the whole line means that during night operation, a mode of one track for operation and one track for maintenance is implemented. The double-track operation is changed to single-track operation, making full use of the station wiring to enable the up and down trains to meet and give way at stations with the ability, thus realizing night operation. Under this mode, the whole line changes from double-track tracking operation to single-track non-tracking operation, and the train operation capacity is greatly affected. In addition, under the single-track operation mode, trains can only meet and give way at stations with wiring conditions, which also becomes a major limiting factor for the train operation capacity of the whole line. Therefore, under this mode, it is necessary to coordinate the departure time and departure interval of the up and down trains, and reasonably arrange the meeting and giving way, so as to make full use of the line capacity and meet the night passenger flow demand.

[0154] According to the characteristics of this mode, when the operation mode is the single-track two-way operation mode for the whole line, the maximum night train operation capacity is determined by the following formula:

[0155]

[0156] where n 全单 is the maximum night train operation capacity under the single-track two-way operation mode for the whole line, T 运营 is the operation cycle during train operation, T 周 is the minimum operation cycle.

[0157] T 周 is the optimal solution of the planning model.

[0158] This planning model includes: assumptions, objective function and constraints.

[0159] · Assumptions

[0160] The assumptions are as follows: The maximum night train operation capacity under the single-track two-way operation mode for the whole line is calculated in the single-route and stop-at-all-stations mode. In the operation line corresponding to any alternative night train operation plan, the two adjacent intervals where the meeting station is located are merged, where the meeting station is a station with the ability to meet and give way. The operation line of the train in the interval without the meeting station is a continuous straight line.

[0161] That is

[0162] Hypothesis 1: The number and locations of stations with passing capacity throughout the line are known, and the maximum train operation capacity at night is calculated in the single-track all-stations-stop mode.

[0163] Hypothesis 2: The sections between two adjacent stations with passing capacity are combined into a large section for overall calculation. Among them, the stations with passing capacity include the starting station and the terminal station.

[0164] Hypothesis 3: The train stop time is included in the train section running time for overall calculation, that is, the running lines of the train in all sections without passing stations are continuous straight lines.

[0165] ·Objective function

[0166] This planning model aims to obtain the minimum operation diagram period under various drawing methods that meet the constraint conditions for a certain line. Since the operation diagram period of the whole line is equal to the period of the restricted section, it is to find the minimum restricted section period under various drawing methods. And the restricted section period is equal to the maximum value of the section periods under the determined drawing mode. Therefore, the objective function of this planning model is:

[0167] where k is the identification of the drawing scheme of the operation line that meets the hypothesis conditions, u is the station identification, u = 1, 2,..., U, and U is the total number of stations on the operation line that meets the hypothesis conditions. is a parameter indicating whether the k-th drawing scheme is adopted in the (u, u + 1) section. If it means that the k-th drawing scheme is adopted in the (u, u + 1) section. If it means that the k-th drawing scheme is not adopted in the (u, u + 1) section. is the unit drawing period corresponding to the k-th drawing scheme in the (u, u + 1) section. The operation line that meets the hypothesis conditions is obtained by processing the operation line corresponding to any alternative night train operation plan according to the hypothesis conditions.

[0168] ·Constraint conditions

[0169] The constraint conditions are: When then When then When then When then When then When then and

[0170] That is,

[0171] ① For the full-line single-track two-way operation mode, all possible unit train diagramming schemes are as shown in Figures 3 - 10 During the diagramming process, only one of the eight diagramming schemes shown in Figures 3 - 10 can be adopted for each section. That is,

[0172] Figures 3 - 10 where u is the station identifier, is the running time of the up-train in the section (u, u + 1), is the running time of the down-train in the section (u, u + 1), t 停上 is the dwell time of the up-train at the station (i.e., the stop time), t 停下 is the dwell time of the down-train at the station (i.e., the stop time), t 起上 is the starting time of the up-train after meeting during passing, t 起下 is the starting time of the down-train after meeting during passing, τ 不 is the non-simultaneous arrival interval time during passing, τ 会 is the meeting interval time during passing, is the unit train diagramming cycle corresponding to the k-th diagramming scheme in the section (u, u + 1).

[0173] ② According to the technical operation requirements of each diagramming scheme and the restrictions on passing methods, there are certain requirements for the selection of diagramming schemes for adjacent sections. If the diagramming scheme 1 is adopted for the section (u, u + 1), then for the adjacent section (u + 1, u + 2), the available diagramming schemes are only scheme 2, 4, 7; that is, when ,

[0174] Similarly, if other diagramming schemes are adopted for the section (u, u + 1), there are similar constraints, and their corresponding relationships are shown in Table 1:

[0175] Table 1

[0176]

[0177] That is

[0178] When ,

[0179] When ,

[0180] When ,

[0181] When time,

[0182] When time,

[0183] When time,

[0184] ③ The first and last intervals of the section must adopt two of the schemes 5 - 8, namely:

[0185] And

[0186] (3) The operation mode is a sectional single - line two - way operation mode

[0187] The sectional single - line two - way operation mode means that the line is divided into several maintenance sections, and only the maintenance task of one section is completed every day. During night operation, one line is used for operation and the other for maintenance to maintain operation, and the unmaintained line is still in normal double - line operation. In this mode, the whole line is maintained section by section in rotation, and the maintenance of the whole line is completed periodically.

[0188] For this mode, the maximum limiting condition of its night operation capacity is the existence of the single - line section. The night operation capacity of the whole line is equal to the night operation capacity of the single - line section. And since the single - line sections maintained every day are different within a cycle and their line conditions are also different, it will have different impacts on the capacity. Therefore, the key to calculating the maximum night operation capacity in this mode lies in finding out the single - line operation capacities corresponding to different maintenance sections.

[0189] Therefore, when the operation mode is the sectional single - line two - way operation mode, the maximum night operation capacity of the train is determined by the following formula:

[0190] n 分单 =min h {n 分单h}.

[0191] Among them, n 分单 is the maximum night operation capacity of the train in the sectional single - line two - way operation mode, h is the sectional identifier, and n 分单h is the maximum night operation capacity of the train in the h - th section of the sectional single - line two - way operation mode, T 运营 is the operation cycle of the train during operation, and T 周单h is the minimum operation cycle of the single - line section in the h - th section.

[0192] (4) The operation mode is a periodic maintenance mode

[0193] The periodic maintenance mode means that within a week, according to the passenger flow characteristics, specific periods are selected for night train operation, while during the remaining time, it is normal operation. That is, during specific periods, the skylight time for normal maintenance is compressed, and only a 2-hour inspection skylight is opened, thereby extending the operation time to achieve night train operation. According to the investigation and statistics, the passenger flow of rail transit in China has relatively obvious periodic laws: during a week, the passenger flow from Monday to Thursday is relatively stable, the passenger flow on Friday and Sunday significantly increases, and although the passenger flow on Saturday is also at a relatively high level, it is lower than that on Friday and Sunday. Therefore, according to this passenger flow characteristic, there are currently two commonly used periodic skylight opening modes in China:

[0194] · "5 + 2" periodic skylight

[0195] The "5 + 2" periodic skylight means that within a week, normal comprehensive maintenance skylights are opened on five days (Monday to Thursday and Saturday) with relatively small passenger flow, while 2-hour inspection skylights with shorter durations are opened on two days (Friday and Sunday) with larger passenger flow to achieve night train operation.

[0196] · "4 + 3" periodic skylight

[0197] The "4 + 3" periodic skylight means that normal comprehensive maintenance skylights are opened on three days (Tuesday to Thursday) with less passenger flow within a week, while 2-hour inspection skylights with shorter durations are opened on four days (Monday and Friday to Sunday) with larger passenger flow to achieve night train operation.

[0198] These two modes are currently widely used. For a certain line, which periodic skylight opening mode to choose also depends on the specific passenger flow situation of that line. However, no matter which one is chosen, under this operation mode, night train operation is only achieved on specific days within a week, and only the skylight time is compressed, with no significant difference in operation organization. Therefore, the capacity limit conditions for night train operation are relatively similar to those of the extended operation mode. That is, when the operation mode is the periodic maintenance mode, the maximum night train operation capacity of the train is determined by the following formula:

[0199]

[0200] where n 周 is the maximum night train operation capacity of the train under the periodic maintenance mode, t 延 is the extended operation time, t 旅 is the travel time for the whole journey of the train, and Δ is the train tracking interval time. Δ = max{Δ 追 , △ 发 , △ 到 , △ 通 , △ 到通 , △ 通发}, △ 追 is the train interval tracking interval time, △ 发is the train departure tracking interval time, △ 到 is the train arrival tracking interval time, △ 通 is the train passing tracking interval time, △ 到通 is the interval time between train arrival and passing in the same direction, △ 通发 is the interval time between train passing and departure in the same direction.

[0201] In summary, the relationship between the operation mode and the calculation method of the maximum night train operation capacity is shown in Table 2.

[0202] Table 2

[0203]

[0204] 3) For the number of train trips

[0205] The number of train trips is the most intuitive manifestation of the actual train operation capacity of the line, which is composed of the number of trips with different routes, stops, and formations. For a line, the first thing to consider when evaluating the quality of the alternative night train operation plan is the number of train trips. The train route plan and train stop plan for the whole line determine the number of trips of the line, and the number of train trips, train formation, and passenger capacity together determine the final transportation capacity of the line. Therefore, the number of train trips is first used to measure whether the selected alternative night train operation plan can meet the basic passenger flow demand and the line operation conditions, that is, this capacity should meet the basic passenger transport demand under the condition of conforming to the maximum train operation capacity limit of the line. At the same time, the transportation capacity of the line also affects the enterprise operation revenue to a certain extent. Therefore, the number of train trips should be the most basic evaluation index for the alternative night train operation plan. For a better operation plan, the number of trips should ensure that it can meet the passenger transport demand of the line and at the same time does not cause excessive waste of capacity.

[0206] 4) For transport capacity reserve

[0207] Transport capacity reserve is the surplus of transport capacity. Transport capacity reserve can cope with passenger flow changes and facilitate operation organization adjustment. A better operation plan should have an appropriate transport capacity reserve, so that the transport capacity will not be wasted excessively, leaving room for adjustment at any time.

[0208] Therefore, in this step, the transport capacity reserve of the operating line i corresponding to any alternative night train operation plan will be estimated through the following formula:

[0209]

[0210] where B i is the transport capacity reserve of the operating line i, Q max is the maximum sectional passenger flow of the operating lines corresponding to all alternative night train operation plans, and P is the transport capacity of the train.

[0211] 5) For the full load rate

[0212] The full load rate is an important indicator to measure the operation effect. It reflects the utilization degree of the transportation capacity of the whole train. A higher full load rate means more sufficient utilization of the transportation capacity, reduced operation costs, and increased operation revenues.

[0213] Therefore, in this step, the full load rate of the operation line i corresponding to any alternative night train operation plan will be estimated through the following formula:

[0214]

[0215] Among them, C i is the full load rate of the operation line i, n all is the total passenger flow on the operation section corresponding to the operation line i, and P is the transportation capacity of the train.

[0216] 2. For the operator's cost

[0217] For the operator, the cost consumed in operation is an important item in calculating the final transportation benefit. Transportation enterprises usually hope that the formulated operation plan can minimize costs as much as possible on the premise of completing the basic transportation tasks and improve their economic benefits.

[0218] Therefore, when evaluating the operator's cost in this step, it mainly considers the cost consumed by relevant facilities, specifically including fixed costs and variable costs. That is, the implementation plan for evaluating the operator's cost of each alternative night train operation plan is: for any alternative night train operation plan, first determine the fixed cost and variable cost of any alternative night train operation plan; then take the sum of the fixed cost and variable cost as the operator's cost of any alternative night train operation plan (that is, the operator's cost of any alternative night train operation plan z = the fixed cost of this any alternative night train operation plan z + the variable cost of this any alternative night train operation plan z).

[0219] Among them,

[0220] 1) For the fixed cost

[0221] Among the operator's fixed costs, when evaluating alternative night train operation plans, the costs related to vehicle purchase and maintenance, etc. are mainly considered, which are mainly related to the number of operating vehicles. The number of operating vehicles generated by different alternative night train operation plans may be different. Operating different routes and adjusting the opening ratios of each route may all bring savings in the number of operating vehicles, and then bring savings in fixed costs. Therefore, when evaluating alternative night train operation plans, the alternative with lower fixed costs should be preferentially selected on the premise of meeting the passenger demand.

[0222] That is to say, when calculating the fixed cost in this step, only the number of car bodies in use is considered. Therefore, the fixed cost of any alternative night train operation plan can be determined by the following formula:

[0223]

[0224] Among them, C q1 is the fixed cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, and σ q1 is the fixed cost per vehicle per kilometer of operation, F lam is the number of train trips with train routing plan l, train stop plan a, and train formation plan m, E m is the number of cars in the train formation with train formation plan m, T lam is the total turnover time of the train with train routing plan l, train stop plan a, and train formation plan m, and T is the evaluation duration of the operator's cost.

[0225] 2) For variable costs

[0226] The operating variable cost generally refers to the cost consumed per kilometer during the train operation, which is mainly related to the train running kilometers. If there are different routing requirements in the line, the setting of the opening ratio of each routing will affect the calculation of the total train running kilometers, and then affect the operating variable cost.

[0227] Therefore, when evaluating alternative night train operation plans, alternatives with lower variable costs should also be preferred.

[0228] That is to say, when calculating the variable cost in this step, only the train running kilometers are considered. Therefore, the variable cost of any alternative night train operation plan can be determined by the following formula:

[0229] C q2 = ∑ l∈L ∑ m∈M σ q2 · (F lm E m d lm ).

[0230] Among them, C q2 is the variable cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, m is the train formation plan identifier, and σq2 The variable cost per vehicle per kilometer of operation, F lm is the number of train trips with train routing plan l and train formation plan m. Em is the number of cars in the train formation with train formation plan m, d lm is the total turnover distance of the train with train routing plan l and train formation plan m.

[0231] 3. For passenger costs

[0232] For passengers, the most direct measure of passenger cost is the time cost consumed during the journey. A better train operation plan should be able to reasonably arrange the headway so that the waiting time of passengers is minimized as much as possible. At the same time, it should also coordinate various factors such as train routing and stops to meet the transportation needs of through passengers.

[0233] Since the planning elements in the method for formulating the night train operation plan provided in this embodiment only include: train formation plan, train routing plan, and train stop plan, the passenger travel time cost considered here includes the passenger waiting time cost, the passenger in-transit operation time cost, and the passenger transfer time cost. And the in-transit operation time of the train also includes different contents according to different operation modes and different operation plans, such as it may include the waiting time for being overtaken or the waiting time for meeting and giving way, etc.

[0234] Therefore, the implementation plan for evaluating the passenger cost of each alternative night train operation plan in this step is: First, evaluate the average passenger waiting time cost, the passenger in-transit operation time cost, and the passenger transfer cost of any alternative night train operation plan; then, take the sum of the average passenger waiting time cost, the passenger in-transit operation time cost, and the passenger transfer cost as the passenger cost of any alternative night train operation plan (that is, the passenger cost of any alternative night train operation plan z = the average passenger waiting time cost of this any alternative night train operation plan z + the passenger in-transit operation time cost of this any alternative night train operation plan z + the passenger transfer cost of this any alternative night train operation plan z).

[0235] Among them,

[0236] 1) For the average passenger waiting time cost

[0237] The passenger waiting time includes the waiting time of passengers at the starting station and the transfer waiting time when transferring. Since the nature of waiting at the starting station and the transfer station is not much different, and the trains arrive in the same pattern, the same time cost calculation method is used for waiting at both the starting station and the transfer station.

[0238] For the waiting and assembling arrival process of passenger flow, an initial moment can always be found such that no passenger flow arrives at that moment. The number of arrivals within time t, in terms of statistical characteristics, is only related to the length of t and has little relation to the starting point of t, basically meeting the condition of stationarity. For a certain arrival of passenger flow, it does not depend on the previous arrivals, that is, it meets the condition of no aftereffect. For arrivals, it can always be regarded as a process without a focus. If multiple arrivals occur at the same moment in practice, they can be recorded as the same arrival event, still meeting the condition of generality. Therefore, the assembling process of passenger flow can be regarded as a homogeneous Poisson process. Thus, according to this characteristic, considering that the passenger flow at night is small, the train operation intervals are large, and the rational behavior of passengers during travel, the average waiting time of passengers will not be too long.

[0239] Therefore, the average waiting time cost of passengers for any alternative night train operation plan is evaluated through the following formula:

[0240]

[0241] where C w is the average waiting time cost of passengers for any alternative night train operation plan, σ 2 is the average unit time cost of passengers, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the identifier of the train routing plan, a is the identifier of the train stop plan, m is the identifier of the train formation plan, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the identifier of the starting station, y is the identifier of the terminal station, is the average waiting time of passengers from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the passenger flow from station x to station y with the train routing plan l, train stop plan a, and train formation plan m.

[0242] In addition, β is the adjustment coefficient of the average waiting time of passengers, 0 < β ≤ 1, is the total departure interval of all trains that meet the transportation demand of passengers from station x to station y with the train routing plan l, train stop plan a, and train formation plan m.

[0243] 2) For the in - transit operation time cost of passengers

[0244] The in-transit operation time of passengers refers to the total time consumed by passengers in the vehicle during the operation from getting on the vehicle to reaching the destination, including the total running time of the entire section from the starting station to the terminal station, the basic stop operation time at the passing stations, and the possible additional waiting times, such as the waiting time for being overtaken and the waiting time for passing by other trains. Among them, the running time of the section is related to the length of the section and the average speed of the train.

[0245] This step will evaluate the in-transit operation time cost of passengers for any alternative night train operation plan through the following formula:

[0246]

[0247] Among them, C r is the in-transit operation time cost of passengers for any alternative night train operation plan, σ 2 is the average unit time cost of passengers, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the identification of the train routing plan, a is the identification of the train stop plan, m is the identification of the train formation plan, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the identification of the starting station, y is the identification of the terminal station, is the in-transit operation time of passengers from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the passenger flow from station x to station y with the train routing plan l, train stop plan a, and train formation plan m.

[0248] For It is determined by the pure running time of the train, the basic stop time of the train, the additional starting and stopping time, and the waiting time for the train to avoid other trains.

[0249] That is

[0250] is the pure running time of the train from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the basic stop time of the train from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the additional starting and stopping time of the train from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the waiting time for the train to avoid other trains from station x to station y with the train routing plan l, train stop plan a, and train formation plan m.

[0251] Among them,

[0252] (1) The pure running time of the train can be obtained from the basic line data.

[0253] (2) The basic stopping time of the train is related to the number of stops and the stopping time at each station.

[0254] The number of stops depends on the selected express and local train operation plan.

[0255] The stopping time at each station (including the additional time for starting and stopping) can also be obtained from the basic line data.

[0256] For the same section, when operating express and local trains, the basic stopping time of the express train is shorter, while that of the local train is longer.

[0257] In specific implementation,

[0258] Among them, Let \(l\) be the train operation plan, \(a\) be the train stopping plan, \(m\) be the train formation plan, \(t_{g}\) be the basic stopping time of the train from station \(x\) to station \(y\), \(g\) be the station identifier, and \(\lambda\) g be the parking parameter of the train at station \(g\). If the train stops at station \(g\), then \(\lambda\) g = 1; if the train does not stop at station \(g\), then \(\lambda\) g = 0, and \(t_{g}\) sg is the basic stopping time of the train at station \(g\).

[0259] (3) Additional time for starting and stopping

[0260] The additional time for starting and stopping of the train is only generated when the train stops, and its value is determined by relevant regulations. For example, the additional time for starting and stopping is taken as 1 minute each.

[0261] (4) Train avoidance waiting time

[0262] When the train operates 24 hours a day and adopts the full-line single-track two-way operation mode or the sectional single-track two-way operation mode at night, there will be a situation where oncoming trains meet and avoid each other at certain stations. That is, the train needs to enter the avoidance line to wait for the oncoming train to stop and pass, and then return to the main line from the avoidance line to leave.

[0263] The process of the train entering the avoidance line - waiting - leaving the avoidance line is the train avoidance waiting time. The specific calculation of this time is determined by the train operation diagram, generally a different combination of the non-simultaneous arrival interval time (\(\tau\) 不 ) and the meeting interval time (\(\tau\) 会 ).

[0264] 3) For the passenger transfer cost

[0265] The passenger transfer cost generally refers to the cost consumed by the passenger's walking during transfer within the transfer station and the additional cost brought by the loss of the passenger travel satisfaction due to the transfer behavior. Since the transfers in the night train operation plan compiled in this embodiment are only transfers between different routes or between express and local trains, and all are on-platform transfers, the passenger transfer cost can be set as a fixed value, and the total transfer cost is only related to the number of transfers. That is, the passenger transfer cost of any alternative night train operation plan is evaluated through the following formula:

[0266]

[0267] Where C tr is the passenger transfer cost of any alternative night train operation plan, σ 3 is the single-passenger transfer cost, L is the set of train route plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train route plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, y is the terminal station identifier, is the number of passenger transfers from station x to station y with the train route plan l, train stop plan a, and train formation plan m, is the passenger flow from station x to station y with the train route plan l, train stop plan a, and train formation plan m.

[0268] So far, when making an evaluation, the indicators shown in Table 3 are considered.

[0269] Table 3

[0270]

[0271]

[0272] The above describes the implementation process of evaluating the service level, operator cost, and passenger cost of each alternative night train operation plan. After evaluating the service level, operator cost, and passenger cost of each alternative night train operation plan, the evaluation of each alternative night train operation plan will be carried out according to the service level, operator cost, and passenger cost.

[0273] When evaluating each alternative night train operation plan according to the service level, operator cost, and passenger cost, different evaluation schemes can be adopted according to specific circumstances. The following only provides an exemplary evaluation scheme:

[0274] According to specific situations (including one or more of the following: line conditions, equipment conditions, passenger flow conditions, operation strategy conditions, etc.), determine the consideration weights of service level, operator cost, and passenger cost. Based on different weights, perform weighted summation on the evaluated service level, operator cost, and passenger cost, and then obtain the scores of each alternative night train operation plan.

[0275] 105. Select an alternative night train operation plan as the prepared night train operation plan according to the evaluation results.

[0276] In step 104, first evaluate the service level, operator cost, and passenger cost of each alternative night train operation plan. Then evaluate each alternative night train operation plan according to the service level, operator cost, and passenger cost.

[0277] In this step, select an alternative night train operation plan as the prepared night train operation plan according to the evaluation results.

[0278] When making the selection, there can be multiple selection methods. For example, select the alternative night train operation plan with the best evaluation result as the prepared night train operation plan.

[0279] Taking the example in step 104, in step 104, perform weighted summation on the evaluated service level, operator cost, and passenger cost based on different weights, and then obtain the scores of each alternative night train operation plan. Then in this step, select the alternative night train operation plan with the largest score as the prepared night train operation plan.

[0280] The night train operation plan preparation method provided in this embodiment generates alternative night train operation plans that meet the requirements according to each constraint condition, and determines the optimal alternative night train operation plan, that is, the final night train operation plan, after comprehensively evaluating the alternative night train operation plans. For rail transit, due to its certain particularity, the alternatives of each plan element are limited and the quantity is small. Therefore, when generating alternative night train operation plans, adopt the method of enumeration according to the specific line conditions to combine all available options to form various alternative night train operation plans.

[0281] The method for formulating the night train operation plan provided in this embodiment includes: determining the constraint conditions of the operation line; enumerating the alternatives of each plan element according to the constraint conditions; combining the alternatives of each plan element to obtain alternative night train operation plans; evaluating each alternative night train operation plan; and selecting one alternative night train operation plan as the formulated night train operation plan according to the evaluation result. This method enumerates the alternatives of each plan element according to the constraint conditions of the operation line, obtains alternative night train operation plans by combining the alternatives of each plan element, and selects one alternative night train operation plan as the formulated night train operation plan by evaluating each alternative night train operation plan, realizing the scientific and feasible formulation of the night train operation plan.

[0282] Based on the same inventive concept as the above-mentioned method for formulating the night train operation plan, this embodiment provides an electronic device, including: a memory, a processor, and a computer program.

[0283] Among them, the computer program is stored in the memory and is configured to be executed by the processor to implement the Figure 1 shown method for formulating the night train operation plan.

[0284] Specifically,

[0285] Determine the constraint conditions of the operation line.

[0286] Enumerate the alternatives of each plan element according to the constraint conditions.

[0287] Combine the alternatives of each plan element to obtain alternative night train operation plans.

[0288] Evaluate each alternative night train operation plan.

[0289] Select one alternative night train operation plan as the formulated night train operation plan according to the evaluation result.

[0290] Optionally, the constraint conditions include one or more of the following: operation mode, passenger flow characteristics, infrastructure equipment conditions of stations and lines, overall line planning and service positioning, operation cost, and passenger travel cost.

[0291] Optionally, the plan elements include: train formation plan, train routing plan, and train stop plan.

[0292] Optionally, evaluating each alternative night train operation plan includes:

[0293] Evaluating the service level, operator cost, and passenger cost of each alternative night train operation plan.

[0294] Evaluate each alternative night train operation plan according to service level, operator cost, and passenger cost.

[0295] Optionally, evaluate the service level of each alternative night train operation plan, including:

[0296] For any alternative night train operation plan,

[0297] Evaluate the number of train trips of any alternative night train operation plan according to the sectional passenger flow, allocated passenger flow of the operation line corresponding to any alternative night train operation plan, and the maximum night train operation capacity of the train.

[0298] Estimate the transport capacity reserve and load factor of the operation line corresponding to any alternative night train operation plan.

[0299] Evaluate the service level of any alternative night train operation plan according to the number of train trips, transport capacity reserve, and load factor.

[0300] Optionally, determine the allocated passenger flow of operation line i corresponding to any alternative night train operation plan through the following formula:

[0301]

[0302] where n i is the allocated passenger flow of operation line i, v i is the total time cost of operation line i, n all is the total passenger flow on the operation section corresponding to operation line i, S is the set of user-selectable operation lines, s is the identification of the operation line selected by the user in the set of selectable operation lines, and v s is the total time cost of the operation line s selected by the user in the set of selectable operation lines.

[0303] Optionally, estimate the transport capacity reserve of operation line i corresponding to any alternative night train operation plan through the following formula:

[0304]

[0305] where B i is the transport capacity reserve of operation line i, Q max is the maximum sectional passenger flow of the operation lines corresponding to all alternative night train operation plans, and P is the transport capacity of the train.

[0306] Optionally, estimate the load factor of operation line i corresponding to any alternative night train operation plan through the following formula:

[0307]

[0308] where C iis the full load rate of operation line i, n all is the total passenger flow on the operation section corresponding to operation line i, and P is the transport capacity of the train.

[0309] Optionally, evaluate the operator costs of each alternative night train operation plan, including:

[0310] For any alternative night train operation plan,

[0311] Determine the fixed costs and variable costs of any alternative night train operation plan.

[0312] Take the sum of the fixed costs and variable costs as the operator cost of any alternative night train operation plan.

[0313] Optionally, determine the fixed costs of any alternative night train operation plan through the following formula:

[0314]

[0315] where C q1 is the fixed cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, σ q1 is the fixed cost per vehicle per kilometer of operation, F lam is the number of train trips with train routing plan l, train stop plan a, and train formation plan m, E m is the number of cars in the train formation plan m, T lam is the total turnover time of the train with train routing plan l, train stop plan a, and train formation plan m, and T is the evaluation duration of the operator cost.

[0316] Optionally, determine the variable costs of any alternative night train operation plan through the following formula:

[0317] C q2 = ∑ l∈L ∑ m∈M σ q2 ·(F lm E m d lm ).

[0318] where C q2is the variable cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, m is the train formation plan identifier, σ q2 is the variable cost per vehicle per kilometer of operation, F lm is the number of train trips with train routing plan l and train formation plan m, E m is the number of cars in the train formation plan m, d lm is the total turnover distance of the train with train routing plan l and train formation plan m.

[0319] Optionally, evaluate the passenger costs of each alternative night train operation plan, including:

[0320] For any alternative night train operation plan,

[0321] Evaluate the average passenger waiting time cost, in-trip running time cost, and passenger transfer cost of any alternative night train operation plan.

[0322] Take the sum of the average passenger waiting time cost, in-trip running time cost, and passenger transfer cost as the passenger cost of any alternative night train operation plan.

[0323] Optionally, evaluate the average passenger waiting time cost of any alternative night train operation plan through the following formula:

[0324]

[0325] where C w is the average passenger waiting time cost of any alternative night train operation plan, σ 2 is the average unit time cost of passengers, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, y is the terminal station identifier, is the average passenger waiting time from station x to station y with train routing plan l, train stop plan a, and train formation plan m, is the passenger flow from station x to station y with train routing plan l, train stop plan a, and train formation plan m.

[0326] Optionally, calculate through the following formula

[0327]

[0328] Among them, β is the adjustment coefficient of the average waiting time of passengers, where 0 < β ≤ 1. is the total departure interval of all trains that meet the train routing plan l, train stop plan a, train formation plan m, and the transportation demand of passengers from station x to station y.

[0329] Optionally, the in-transit operation time cost of passengers for any alternative night train operation plan is evaluated through the following formula:

[0330]

[0331] Among them, C r is the in-transit operation time cost of passengers for any alternative night train operation plan, σ 2 is the average unit time cost of passengers, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, y is the terminal station identifier. is the in-transit operation time of passengers from station x to station y with train routing plan l, train stop plan a, and train formation plan m. is the passenger flow from station x to station y with train routing plan l, train stop plan a, and train formation plan m.

[0332] Optionally, it is calculated through the following formula

[0333]

[0334] is the pure running time of the train from station x to station y with train routing plan l, train stop plan a, and train formation plan m. is the basic stop time of the train from station x to station y with train routing plan l, train stop plan a, and train formation plan m. is the start-stop additional time from station x to station y with train routing plan l, train stop plan a, and train formation plan m. is the avoidance waiting time of the train from station x to station y with train routing plan l, train stop plan a, and train formation plan m.

[0335] Optionally, it is calculated through the following formula

[0336]

[0337] Among them, g is the station identifier, and λ g is the parking parameter of the train at station g. If the train stops at station g, then λ g = 1. If the train does not stop at station g, then λ g = 0, and t sg is the basic stop time of the train at station g.

[0338] Optionally, the passenger transfer cost of any alternative night train operation plan is evaluated by the following formula:

[0339]

[0340] Among them, C tr is the passenger transfer cost of any alternative night train operation plan, σ 3 is the single passenger transfer cost, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, y is the terminal station identifier, is the number of passenger transfers from station x to station y with the train routing plan l, train stop plan a, and train formation plan m, is the passenger flow from station x to station y with the train routing plan l, train stop plan a, and train formation plan m.

[0341] Optionally, the maximum night running capacity of the train is determined based on the operation mode.

[0342] The operation modes are extended operation mode, full-line single-track two-way operation mode, sectional single-track two-way operation mode, and periodic maintenance mode.

[0343] Optionally, the operation mode is the extended operation mode.

[0344] The maximum night running capacity of the train is determined by the following formula:

[0345]

[0346] Among them, n 延 is the maximum night running capacity of the train in the extended operation mode, t 延 is the extended operation time, and t 旅is the travel time for the entire train operation, and △ is the train tracking interval time. △ = max{△ 追 , △ 发 , △ 到 , △ 通 , Δ 到通 , Δ 通发}, where △ 追 is the train interval tracking interval time, △ 发 is the train departure tracking interval time, △ 到 is the train arrival tracking interval time, △ 通 is the train passing tracking interval time, △ 到通 is the interval time between the arrival and passing of trains in the same direction, △ 通发 is the interval time between the passing and departure of trains in the same direction.

[0347] Optionally, the operation mode is a two-way single-track operation mode for the entire line.

[0348] The maximum night running capacity of the train is determined by the following formula:

[0349]

[0350] where n 全单 is the maximum night running capacity of the train in the two-way single-track operation mode for the entire line, T 运营 is the operation cycle during train operation, and T 周 is the minimum operation cycle.

[0351] Optionally, T 周 is the optimal solution of the planning model.

[0352] The planning model includes: assumptions, objective function, and constraints.

[0353] Among them,

[0354] The assumptions are: the maximum night running capacity of the train in the two-way single-track operation mode for the entire line is calculated in a single-route, station-stop mode. In the operating line corresponding to any alternative night train operation plan, the two adjacent intervals where the passing station is located are merged, where the passing station is a station with passing capacity. The running line of the train in the interval without a passing station is a continuous straight line.

[0355] The objective function is:

[0356] where k is the identification of the laying plan of the operating line that meets the assumptions, u is the station identification, u = 1, 2,..., U, and U is the total number of stations on the operating line that meets the assumptions. is a parameter indicating whether the kth laying plan is adopted in the (u, u + 1) interval. If It means that the k-th paving plan is adopted in the interval (u, u + 1). If It means that the k-th paving plan is not adopted in the interval (u, u + 1). The unit paving period corresponding to the k-th paving plan in the interval (u, u + 1). The operation line that meets the assumed conditions is obtained by processing the operation line corresponding to any alternative night train operation plan according to the assumed conditions.

[0357] The constraint conditions are: When At that time, When At that time, When At that time, When At that time, When At that time, When At that time, And

[0358] Optionally, the operation mode is a sectional single-track two-way operation mode.

[0359] The maximum night running capacity of the train is determined by the following formula:

[0360] n 分单 = min h {n 分单h}.

[0361] Among them, n 分单 is the maximum night running capacity of the train in the sectional single-track two-way operation mode, h is the sectional identifier, and n 分单h is the maximum night running capacity of the train in the h-th section of the sectional single-track two-way operation mode. T 运营 is the running cycle during train operation, and T 周单h is the minimum running cycle of the single-track section in the h-th section.

[0362] Optionally, the operation mode is a periodic maintenance mode.

[0363] The maximum night running capacity of the train is determined by the following formula:

[0364]

[0365] Among them, n 周 is the maximum night running capacity of the train in the periodic maintenance mode, t 延 is the extended running time, and t 旅is the travel time for the entire train operation, and △ is the train tracking interval time. △ = max{△ 追 , △ 发 , △ 到 , △ 通 , △ 到通 , △ 通发}, where △ 追 is the train interval tracking time for the section, △ 发 is the train departure tracking interval time, △ 到 is the train arrival tracking interval time, △ 通 is the train passing tracking interval time, △ 到通 is the interval time between the arrival and passing of trains in the same direction, and △ 通发 is the interval time between the passing and departure of trains in the same direction.

[0366] The electronic device provided in this embodiment determines the constraint conditions of the operating line; enumerates the alternative options of each planning element according to the constraint conditions; combines the alternative options of each planning element to obtain alternative night train operation plans; evaluates each alternative night train operation plan; and selects an alternative night train operation plan as the compiled night train operation plan according to the evaluation results. This electronic device enumerates the alternative options of each planning element according to the constraint conditions of the operating line, obtains alternative night train operation plans by combining the alternative options of each planning element, and selects an alternative night train operation plan as the compiled night train operation plan by evaluating each alternative night train operation plan, realizing the scientific and feasible compilation of the night train operation plan.

[0367] Based on the same inventive concept as the above night train operation plan compilation method, this embodiment provides a computer-readable storage medium on which a computer program is stored. The computer program is executed by a processor to implement the night train operation plan compilation method as Figure 1 shown.

[0368] Specifically,

[0369] Determine the constraint conditions of the operating line.

[0370] Enumerate the alternative options of each planning element according to the constraint conditions.

[0371] Combine the alternative options of each planning element to obtain alternative night train operation plans.

[0372] Evaluate each alternative night train operation plan.

[0373] Select an alternative night train operation plan as the compiled night train operation plan according to the evaluation results.

[0374] Optionally, the constraints include one or more of the following: operation mode, passenger flow characteristics, infrastructure conditions of stations and lines, overall line planning and service positioning, operation cost, and passenger travel cost.

[0375] Optionally, the planning elements include: train formation plan, train operation diagram plan, and train stop plan.

[0376] Optionally, evaluate each alternative night train operation plan, including:

[0377] Evaluate the service level, operator cost, and passenger cost of each alternative night train operation plan.

[0378] Evaluate each alternative night train operation plan according to the service level, operator cost, and passenger cost.

[0379] Optionally, evaluate the service level of each alternative night train operation plan, including:

[0380] For any alternative night train operation plan,

[0381] According to the sectional passenger flow, allocated passenger flow of the operation line corresponding to any alternative night train operation plan, and the maximum night train operation capacity of the train, evaluate the number of train trips of any alternative night train operation plan.

[0382] Estimate the transport capacity reserve and load factor of the operation line corresponding to any alternative night train operation plan.

[0383] Evaluate the service level of any alternative night train operation plan according to the number of train trips, transport capacity reserve, and load factor.

[0384] Optionally, determine the allocated passenger flow of operation line i corresponding to any alternative night train operation plan through the following formula:

[0385]

[0386] where n i is the allocated passenger flow of operation line i, v i is the total time cost of operation line i, n all is the total passenger flow on the operation section corresponding to operation line i, S is the set of user-selectable operation lines, s is the identification of the operation line selected by the user in the set of user-selectable operation lines, v s is the total time cost of the operation line s selected by the user in the set of user-selectable operation lines.

[0387] Optionally, estimate the transport capacity reserve of operation line i corresponding to any alternative night train operation plan through the following formula:

[0388]

[0389] Among them, B i is the transport capacity reserve of operating line i, Q max is the maximum sectional passenger flow of the operating lines corresponding to all alternative night train operation plans, and P is the transport capacity of the train.

[0390] Optionally, the load factor of operating line i corresponding to any alternative night train operation plan is estimated by the following formula:

[0391]

[0392] Among them, C i is the load factor of operating line i, n all is the total passenger flow on the operating section corresponding to operating line i, and p is the transport capacity of the train.

[0393] Optionally, evaluate the operator costs of each alternative night train operation plan, including:

[0394] For any alternative night train operation plan,

[0395] Determine the fixed costs and variable costs of any alternative night train operation plan.

[0396] Take the sum of the fixed costs and variable costs as the operator cost of any alternative night train operation plan.

[0397] Optionally, the fixed cost of any alternative night train operation plan is determined by the following formula:

[0398]

[0399] Among them, C q1 is the fixed cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, σ q1 is the fixed cost per vehicle per kilometer of operation, T lam is the number of train trips with train routing plan l, train stop plan a, and train formation plan m, E m is the number of cars in the train formation plan m, T lam is the total turnover time of the train with train routing plan l, train stop plan a, and train formation plan m, and T is the evaluation duration of the operator cost.

[0400] Optionally, the variable cost of any alternative night train operation plan is determined by the following formula:

[0401] C q2 =∑ l∈L ∑ m∈M σ q2 ·(F lm E m d lm )。

[0402] Among them, C q2 is the variable cost of any alternative night train operation plan, L is the set of train routing plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, m is the train formation plan identifier, σ q2 is the variable cost per vehicle per kilometer of operation, F lm is the number of train trips with train routing plan l and train formation plan m, E m is the number of cars in the train formation plan m, and d lm is the full turnover distance of the train with train routing plan l and train formation plan m.

[0403] Optionally, evaluate the passenger costs of each alternative night train operation plan, including:

[0404] For any alternative night train operation plan,

[0405] evaluate the average passenger waiting time cost, in-trip running time cost, and passenger transfer cost of any alternative night train operation plan.

[0406] Take the sum of the average passenger waiting time cost, in-trip running time cost, and passenger transfer cost as the passenger cost of any alternative night train operation plan.

[0407] Optionally, evaluate the average passenger waiting time cost of any alternative night train operation plan by the following formula:

[0408]

[0409] Among them, C w is the average passenger waiting time cost of any alternative night train operation plan, σ 2is the average unit time cost per passenger, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, and y is the ending station identifier. is the average waiting time of passengers from station x to station y when the train routing plan is l, the train stop plan is a, and the train formation plan is m. is the passenger flow from station x to station y when the train routing plan is l, the train stop plan is a, and the train formation plan is m.

[0410] Optionally, it is calculated by the following formula

[0411]

[0412] where β is the adjustment coefficient of the average waiting time of passengers, 0 < β ≤ 1. is the total departure interval of all trains that meet the transportation demand of passengers from station x to station y when the train routing plan is l, the train stop plan is a, and the train formation plan is m.

[0413] Optionally, the in-trip operation time cost of passengers for any alternative night train operation plan is evaluated by the following formula:

[0414]

[0415] where C r is the in-trip operation time cost of passengers for any alternative night train operation plan, and σ 2 is the average unit time cost per passenger, L is the set of train routing plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train routing plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, and y is the ending station identifier. is the in-trip operation time of passengers from station x to station y when the train routing plan is l, the train stop plan is a, and the train formation plan is m. is the passenger flow from station x to station y when the train routing plan is l, the train stop plan is a, and the train formation plan is m.

[0416] Optionally, it is calculated by the following formula

[0417]

[0418] For the train operation plan being l, the train stop plan being a, and the train formation plan being m, the pure running time of the train from Station x to Station y, For the train operation plan being l, the train stop plan being a, and the train formation plan being m, the basic stop time of the train from Station x to Station y, For the train operation plan being l, the train stop plan being a, and the train formation plan being m, the additional starting and stopping time from Station x to Station y, For the train operation plan being l, the train stop plan being a, and the train formation plan being m, the avoidance and waiting time of the train from Station x to Station y.

[0419] Optionally, it is calculated through the following formula

[0420]

[0421] where g is the station identifier, and λ g is the parking parameter of the train at station g. If the train stops at station g, then λ g = 1; if the train does not stop at station g, then λ g = 0, and t sg is the basic stop time of the train at station g.

[0422] Optionally, the passenger transfer cost of any alternative night train operation plan is evaluated through the following formula:

[0423]

[0424] where C tr is the passenger transfer cost of any alternative night train operation plan, σ 3 is the single passenger transfer cost, L is the set of train operation plans in any alternative night train operation plan, A is the set of train stop plans in any alternative night train operation plan, M is the set of train formation plans in any alternative night train operation plan, l is the train operation plan identifier, a is the train stop plan identifier, m is the train formation plan identifier, G is the set of stations included in the operation line corresponding to any alternative night train operation plan, x is the starting station identifier, y is the terminating station identifier, is the number of passenger transfers from Station x to Station y for the train operation plan being l, the train stop plan being a, and the train formation plan being m, is the passenger flow from Station x to Station y for the train operation plan being l, the train stop plan being a, and the train formation plan being m.

[0425] Optionally, the maximum night running capacity of the train is determined based on the operation mode.

[0426] The operation modes include the extended operation mode, the full-line single-track two-way operation mode, the sectional single-track two-way operation mode, and the periodic maintenance mode.

[0427] Optionally, the operation mode is the extended operation mode.

[0428] The maximum night running capacity of the train is determined by the following formula:

[0429]

[0430] where n 延 is the maximum night running capacity of the train in the extended operation mode, t 延 is the extended running time, t 旅 is the travel time for the train to run the whole journey, and △ is the train tracking interval time. △ = max{△ 追 , △ 发 , △ 到 , △ 通 , △ 到通 , △ 通发}, △ 追 is the interval tracking time between trains in a section, △ 发 is the departure tracking interval time between trains, △ 到 is the arrival tracking interval time between trains, △ 通 is the passing tracking interval time between trains, △ 到通 is the interval time from arrival to passing of trains in the same direction, △ 通发 is the interval time from passing to departure of trains in the same direction.

[0431] Optionally, the operation mode is the full-line single-track two-way operation mode.

[0432] The maximum night running capacity of the train is determined by the following formula:

[0433]

[0434] where n 全单 is the maximum night running capacity of the train in the full-line single-track two-way operation mode, T 运营 is the operation cycle of the train during operation, and T 周 is the minimum operation cycle.

[0435] Optionally, T 周 is the optimal solution of the planning model.

[0436] The planning model includes: assumptions, objective functions, and constraints.

[0437] where,

[0438] The assumptions are as follows: The maximum night train operation capacity of the train under the single-track two-way operation mode for the whole line is calculated in the single-route and stop-at-all-stations mode. Among the operation lines corresponding to any alternative night train operation plan, the two adjacent intervals where the passing station is located are merged. Here, the passing station is a station with passing capacity. The operation line of the train in the interval without the passing station is a continuous straight line.

[0439] The objective function is:

[0440] Among them, k is the identification of the track-laying plan of the operation line that meets the assumptions, u is the station identification, u = 1, 2,..., U, and U is the total number of stations on the operation line that meets the assumptions. is a parameter indicating whether the k-th track-laying plan is adopted in the (u, u + 1) interval. If it means that the k-th track-laying plan is adopted in the (u, u + 1) interval. If it means that the k-th track-laying plan is not adopted in the (u, u + 1) interval. The unit track-laying period corresponding to the k-th track-laying plan in the (u, u + 1) interval. The operation line that meets the assumptions is obtained by processing the operation line corresponding to any alternative night train operation plan according to the assumptions.

[0441] The constraint conditions are: When At this time, When At this time, When At this time, When At this time, When At this time, When At this time, And

[0442] Optionally, the operation mode is the segmented single-track two-way operation mode.

[0443] The maximum night train operation capacity of the train is determined by the following formula:

[0444] n 分单 = min h {n 分单h}.

[0445] Among them, n 分单 is the maximum night train operation capacity of the train under the segmented single-track two-way operation mode, h is the segment identification, n 分单hThe maximum night running capacity of a train in the h-th section under the single-track bidirectional running mode T 运营 The operation cycle during train operation, T 周单h Is the minimum operation cycle of the single-track section in the h-th section.

[0446] Optionally, the operation mode is a periodic maintenance mode.

[0447] The maximum night running capacity of the train is determined by the following formula:

[0448]

[0449] where n 周 Is the maximum night running capacity of the train under the periodic maintenance mode, t 延 Is the extended running time, t 旅 Is the travel time for the whole journey of the train, △ is the train tracking interval time. △ = max{△ 追 , △ 发 , △ 到 , △ 通 , △ 到通 , △ 通发}, Δ 追 Is the train interval tracking interval time, △ 发 Is the train departure tracking interval time, △ 到 Is the train arrival tracking interval time, △ 通 Is the train passing tracking interval time, △ 到通 Is the interval time between the arrival and passing of trains in the same direction, △ 通发 Is the interval time between the passing and departure of trains in the same direction.

[0450] The computer-readable storage medium provided in this embodiment determines the constraint conditions of the running line; enumerates the alternatives of each planning element according to the constraint conditions; combines the alternatives of each planning element to obtain alternative night train operation plans; evaluates each alternative night train operation plan; and selects an alternative night train operation plan as the compiled night train operation plan according to the evaluation results. This computer-readable storage medium enumerates the alternatives of each planning element according to the constraint conditions of the running line, obtains alternative night train operation plans by combining the alternatives of each planning element, and selects an alternative night train operation plan as the compiled night train operation plan by evaluating each alternative night train operation plan, realizing the scientific and feasible compilation of the night train operation plan.

[0451] Those skilled in the art should understand that the embodiments of the present application can be provided as a method, a system, or a computer program product. Therefore, the present application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Moreover, the present application can take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk memory, CD-ROM, optical memory, etc.) that contain computer-usable program code. The solutions in the embodiments of the present application can be implemented in various computer languages. For example, object-oriented programming languages such as Java and interpreted scripting languages such as JavaScript, etc.

[0452] The present application is described with reference to the flowcharts and / or block diagrams of methods, apparatuses (systems), and computer program products according to the embodiments of the present application. It should be understood that each flow and / or block in the flowchart and / or block diagram, as well as the combination of flows and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to the processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing devices to generate a machine, such that the instructions executed by the processor of the computer or other programmable data processing devices generate means for implementing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0453] These computer program instructions can also be stored in a computer-readable memory that can direct a computer or other programmable data processing device to work in a specific manner, such that the instructions stored in the computer-readable memory generate a manufactured article including instruction means that implement the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0454] These computer program instructions can also be loaded onto a computer or other programmable data processing device, such that a series of operation steps are executed on the computer or other programmable device to generate a computer-implemented process, so that the instructions executed on the computer or other programmable device provide steps for implementing the functions specified in Figure 1 one flow or multiple flows and / or blocks Figure 1 one block or multiple blocks.

[0455] Although the preferred embodiments of the present application have been described, those skilled in the art can make additional changes and modifications once they know the basic creative concepts. Therefore, the appended claims are intended to be construed to include the preferred embodiments as well as all changes and modifications falling within the scope of the present application.

[0456] Obviously, those skilled in the art can make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalent technologies, this application is also intended to include these modifications and variations.

Claims

1. A method for formulating the operation plan of a night train, characterized in that, the method includes: determining the constraint conditions of the operation line; enumerating the alternative options of each plan element according to the constraint conditions; combining the alternative options of each plan element to obtain alternative night train operation plans; evaluating each alternative night train operation plan; selecting an alternative night train operation plan as the formulated night train operation plan according to the evaluation results; wherein, the evaluation of each alternative night train operation plan includes: evaluating the service level, operator cost and passenger cost of each alternative night train operation plan; evaluating each alternative night train operation plan according to the service level, operator cost and passenger cost; wherein, the evaluation of the service level of each alternative night train operation plan includes: for any alternative night train operation plan, evaluating the number of train trips of the any alternative night train operation plan according to the sectional passenger flow, allocated passenger flow of the operation line corresponding to the any alternative night train operation plan, and the maximum night train operation capacity of the train; estimating the transport capacity reserve and full load rate of the operation line corresponding to the any alternative night train operation plan; evaluating the service level of the any alternative night train operation plan according to the number of train trips, transport capacity reserve and full load rate.

2. The method according to claim 1, characterized in that, the constraint conditions include one or more of the following: operation mode, passenger flow characteristics, infrastructure equipment conditions of stations and lines, overall line planning and service positioning, operation cost and passenger travel cost.

3. The method according to claim 1, characterized in that, the plan elements include: train formation plan, train operation diagram plan and train stop plan.

4. The method according to claim 3, characterized in that, the allocated passenger flow of the operation line corresponding to the any alternative night train operation plan is determined by the following formula: ； Among them, is the allocated passenger flow of the operating line, is the operating line 's total time cost, is the total passenger flow on the operating interval corresponding to the operating line , is the set of user-selectable operating lines, is the operating line identifier selected by the user from the set of selectable operating lines, The operating line selected by the user from the set of selectable operating lines 's total time cost.

5. The method according to claim 3, characterized in that, the transport capacity reserve of the operation line corresponding to the any alternative night train operation plan is estimated by the following formula: ； Among them, is the operation capacity reserve of the operation line, is the maximum sectional passenger flow of the operation lines corresponding to all alternative night train operation plans, is the transport capacity of the train.

6. The method according to claim 3, characterized in that, Estimate the load factor of the operation line corresponding to any alternative night train operation plan through the following formula : ； Among them, is the full load rate of the operating line, is the total passenger flow on the corresponding operating section of the operating line, and is the transport capacity of the train.

7. The method according to claim 3, characterized in that, evaluating the operator cost of each alternative night train operation plan includes: for any alternative night train operation plan, determining the fixed cost and variable cost of the any alternative night train operation plan; taking the sum of the fixed cost and variable cost as the operator cost of the any alternative night train operation plan.

8. The method according to claim 7, characterized in that, the fixed cost of the any alternative night train operation plan is determined by the following formula: ； Among them, is the fixed cost of any of the alternative night train operation plans, is the set of train routing plans in any of the alternative night train operation plans, is the set of train stop plans in any of the alternative night train operation plans, is the set of train formation plans in any of the alternative night train operation plans, is the train routing plan identifier, is the train stop plan identifier, is the train formation plan identifier, is the fixed cost per vehicle per kilometer of operation, is that the train routing plan is , the train stop plan is , and the train formation plan is of the number of train trips, is that the train formation plan is of the number of cars in the train formation, is that the train routing plan is , the train stop plan is , and the train formation plan is of the total turnaround time of the train, is the evaluation duration of the operator cost.

9. The method according to claim 7, characterized in that, the variable cost of the any alternative night train operation plan is determined by the following formula: ； Among them, is the variable cost of any of the alternative night train operation plans, is the set of train routing plans in any of the alternative night train operation plans, is the set of train formation plans in any of the alternative night train operation plans, is the train routing plan identifier, is the train formation plan identifier, is the variable cost per vehicle per kilometer of operation, is that the train routing plan is , and the train formation plan is the number of train trips, is that the train formation plan is the number of cars in the train formation, is that the train routing plan is , and the train formation plan is the total round-trip distance of the train.

10. The method according to claim 3, characterized in that, evaluating the passenger cost of each alternative night train operation plan includes: for any alternative night train operation plan, Evaluate the average waiting time cost of passengers, the in-transit running time cost of passengers, and the transfer cost of passengers for any one of the alternative night train operation plans; Take the sum of the average waiting time cost of passengers, the in-transit running time cost of passengers, and the transfer cost of passengers as the passenger cost of any one of the alternative night train operation plans.

11. The method according to claim 10, characterized in that, Evaluate the average waiting time cost of passengers for any one of the alternative night train operation plans through the following formula: ； Among them, is the average waiting time cost of passengers for any one of the alternative night train operation plans, is the average unit time cost of passengers, is the set of train routing plans in any one of the alternative night train operation plans, is the set of train stop plans in any one of the alternative night train operation plans, is the set of train formation plans in any one of the alternative night train operation plans, is the train routing plan identifier, is the train stop plan identifier, is the train formation plan identifier, is the set of stations included in the operating line corresponding to any one of the alternative night train operation plans, is the starting station identifier, is the terminal station identifier, is that the train routing plan is , the train stop plan is , the train formation plan is , from station to station, the average waiting time of passengers, is that the train routing plan is , the train stop plan is , the train formation plan is , from station to station, the passenger flow.

12. The method according to claim 11, characterized in that, Calculate according to the following formula : ； Among them, is the adjustment coefficient of the average waiting time of passengers, , is to meet the train operation plan as , the train stop plan is , the train formation plan is , and the total departure interval of all trains for the transportation demand of passengers from station to station.

13. The method according to claim 10, characterized in that, Evaluate the in-transit running time cost of passengers for any one of the alternative night train operation plans through the following formula: ； Wherein, is the in-transit operation time cost of passengers for any one of the alternative night train operation plans, is the average unit time cost of passengers, is the set of train routing plans in any one of the alternative night train operation plans, is the set of train stop plans in any one of the alternative night train operation plans, is the set of train formation plans in any one of the alternative night train operation plans, is the train routing plan identifier, is the train stop plan identifier, is the train formation plan identifier, is the set of stations included in the operation line corresponding to any one of the alternative night train operation plans, is the starting station identifier, is the terminal station identifier, is that the train routing plan is , the train stop plan is , the train formation plan is , from station to station, the in-transit operation time of passengers, is that the train routing plan is , the train stop plan is , the train formation plan is , from station to station, the passenger flow.

14. The method according to claim 13, characterized in that, Calculate through the following formula : ； The train operation plan is , the train stop plan is , the train formation plan is , from Station to The pure running time of the train between stations, The train operation plan is , the train stop plan is , the train formation plan is , from Station to The basic stop time of the train between stations, The train operation plan is , the train stop plan is , the train formation plan is , from Station to The additional starting and stopping time of the train between stations, The train operation plan is , the train stop plan is , the train formation plan is , from Station to The train avoidance waiting time between stations.

15. The method according to claim 14, characterized in that, Calculate through the following formula :[[]]END]] ； Among them, is the station identifier, is the parking parameter of the train at the station . If the train stops at the station , then . If the train does not stop at the station , then . is the basic stop time of the train at the station .

16. The method according to claim 10, characterized in that, Evaluate the transfer cost of passengers for any one of the alternative night train operation plans through the following formula: ； wherein, is the passenger transfer cost of any one of the alternative night train operation plans, is the single passenger transfer cost, is the set of train routing plans in any one of the alternative night train operation plans, is the set of train stop plans in any one of the alternative night train operation plans, is the set of train formation plans in any one of the alternative night train operation plans, is the train routing plan identifier, is the train stop plan identifier, is the train formation plan identifier, is the set of stations included in the operation line corresponding to any one of the alternative night train operation plans, is the starting station identifier, is the terminal station identifier, is that the train routing plan is and the train stop plan is and the train formation plan is , from station to station, the number of passenger transfers, is that the train routing plan is and the train stop plan is and the train formation plan is , from station to station, the passenger flow volume.

17. The method according to claim 3, characterized in that, The maximum night running capacity of the train is determined based on the operation mode; The operation modes are extended operation mode, single-track two-way operation mode for the whole line, single-track two-way operation mode for sections, and periodic maintenance mode.

18. The method according to claim 17, characterized in that, The operation mode is extended operation mode; Determine the maximum night running capacity of the train through the following formula: ； wherein, is the maximum night running capacity of the train in the delayed operation mode, is the extended operation time, is the travel time for the whole journey of the train operation, is the train tracking interval time; , is the train interval tracking interval time, is the train departure tracking interval time, is the train arrival tracking interval time, is the train passing tracking interval time, is the arrival-to-passing interval time of trains in the same direction, is the passing-to-departure interval time of trains in the same direction.

19. The method according to claim 17, characterized in that, The operation mode is single-track two-way operation mode for the whole line; Determine the maximum night running capacity of the train through the following formula: ； Among them, is the maximum night train operation capacity under the single-track bi-directional operation mode for the whole line, is the operation cycle during train operation, is the minimum operation cycle.

20. The method according to claim 19, characterized in that, is the optimal solution of the planning model; The planning model includes: assumptions, objective function, and constraints; Among them, The assumptions are: the maximum night running capacity of the train in the single-track two-way operation mode for the whole line is calculated in the single-route and stop-at-all-stations mode; in the operation line corresponding to any one of the alternative night train operation plans, the two adjacent intervals where the passing station is located are merged, where the passing station is a station with passing capacity; the running line of the train in the interval without passing stations is a continuous straight line; ； Among them, is the identification of the layout plan of the operating line that meets the said hypothetical conditions, is the identification of the station, , , , , is the total number of stations of the operating line that meets the said hypothetical conditions, is used to represent whether the interval adopts the th layout plan. If , it means that the interval adopts the th layout plan. If , it means that the interval does not adopt the th layout plan, is the unit layout period corresponding to the interval and the th layout plan; the operating line that meets the said hypothetical conditions is obtained by processing the operating line corresponding to any alternative night train operation plan according to the said hypothetical conditions; The constraints are as follows: ; when then ; when then ; when then ; when then ; when then ; when then ; , and .

21. The method according to claim 17, characterized in that, The operation mode is single-track two-way operation mode for sections; Determine the maximum night running capacity of the train through the following formula: ； Among them, is the maximum night running capacity of trains in the sectional single-track two-way operation mode, is the sectional identification, is the maximum night running capacity of trains in the section in the sectional single-track two-way operation mode, , is the operation cycle during train operation, is the minimum operation cycle of the sectional single-track section.

22. The method according to claim 17, characterized in that, The operation mode is periodic maintenance mode; Determine the maximum night running capacity of the train through the following formula: ； Among them, is the maximum night running capacity of the train in the periodic maintenance mode, is to extend the operation time, is the travel time of the train for the whole journey, is the train tracking interval time; , is the train interval tracking interval time, is the train departure tracking interval time, is the train arrival tracking interval time, is the train passing tracking interval time, is the arrival-to-passing interval time of trains in the same direction, is the passing-to-departure interval time of trains in the same direction.

23. An electronic device, characterized in that, including: a memory; a processor; and a computer program; Among them, the computer program is stored in the memory and is configured to be executed by the processor to implement the method according to any one of claims 1-22.

24. A computer-readable storage medium, characterized in that, a computer program is stored thereon; the computer program is executed by a processor to implement the method according to any one of claims 1-22.

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