Rail transit rapid driver scheduling system and method

Abstract

The present application relates to a kind of track traffic fast driver scheduling system and method, track traffic fast driver scheduling system includes space-time trajectory data analysis module, crew segment synthesis module and crew operation package distribution module.Space-time trajectory data analysis module is used to analyze space-time trajectory data, to obtain the running state information of train, with crew transfer station as boundary, and the running state of train is combined to divide diagram, obtain several crew segments.Crew segment synthesis module is used to synthesize several crew segments obtained as crew operation section.Crew operation package distribution module is used to synthesize several crew operation sections as anonymous crew operation package, each anonymous crew operation package corresponds to the all tasks of a driver in a day.It is through crew segment division, crew operation section generation, anonymous crew operation package generation, driver and operation package matching etc.Steps, realize the purpose of quickly preparing crew scheduling plan according to train operation plan.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of driver scheduling system, in particular to a rail transit rapid driver scheduling system and method. BACKGROUND

[0002] Urban rail transit has outstanding advantages such as large capacity, intensive and efficient, energy saving and environmental protection, is the backbone of public transportation system in large cities, and is an important part of urban comprehensive transportation system, which plays a supporting and leading role in urban efficient operation and high-quality development. By 2020, the length of the rail transit line in operation in Shanghai has reached 729 kilometers (including the full-automatic operation line of No. 10 and No. 18 lines), and the daily passenger volume is about 9.0113 million passenger trips on weekdays, accounting for 66.8% of the passenger volume of public transportation in Shanghai; according to the "Shanghai Rail Transit Short-term Construction Plan (2017-2025)", by 2025, the total mileage of Shanghai rail transit network will be about 978 kilometers (not including suburban railways), 23 subway lines (reconstruction lines and newly-built lines during 2020-2025 are full-automatic operation lines), and the daily service passenger flow is expected to exceed 16 million person-times, and the proportion of rail transit in public transportation is more than 70%.

[0003] In the existing technology, the preparation of crew scheduling plan is one of the key problems of rail transit transport organization, and the efficiency and effect of the preparation have a significant impact on the quality of transport organization and operation cost. The complexity of the scheduling plan preparation work is high, and it is difficult to match all the requirements with a set of rules, and the existing preparation software usually has poor adaptability, and the preparation result does not match the current management system, which leads to the inability to put into practical application.

[0004] Therefore, the rail transit of first-tier cities such as Shanghai still relies on manual preparation of crew scheduling plan. With the continuous construction of rail transit lines and the need to provide better travel services for people, the train working diagram changes relatively frequently, which also leads to frequent changes of the corresponding crew scheduling plan, and manual adjustment of the crew scheduling plan needs to consume a lot of manpower and material resources, and takes a long time, so it is difficult to respond to the adjustment of the working diagram in time, in addition, due to the large amount of data of the scheduling plan, the manual method will inevitably make mistakes. SUMMARY

[0005] In view of the deficiencies in the prior art, the purpose of the present application is to provide a rail transit rapid driver scheduling system and method, which is aimed at the most commonly used round-robin shift mode in the field of urban rail transit, uses time-space trajectory data analysis, greedy algorithm, priority queue and other technologies, and realizes the purpose of quickly preparing crew scheduling plan according to train operation plan through the steps of crew segment division, crew operation segment generation, anonymous crew operation package generation, driver and operation package matching and the like.

[0006] The above invention purpose of the present application is realized by the following technical solutions:

[0007] A rail transit rapid driver scheduling system comprises a space-time trajectory data analysis module, a crew segment synthesis module and a crew operation package allocation module.

[0008] The space-time trajectory data analysis module is configured to analyze space-time trajectory data to obtain train operation state information, divide the operation diagram in combination with train operation states and obtain a plurality of crew segments by taking crew transfer stations as boundaries.

[0009] The crew segment synthesis module is configured to synthesize the plurality of obtained crew segments into crew operation segments.

[0010] The crew operation package allocation module is configured to synthesize a plurality of crew operation segments into anonymous crew operation packages, each of which corresponds to all tasks of a driver within a day.

[0011] In a preferred example, the present application can be further configured to further comprise a time series data storage module connected to the space-time trajectory data analysis module, the time series data storage module being configured to record position information and time information of an object performing an activity.

[0012] In a preferred example, the present application can be further configured to wherein the position information comprises a space activity trajectory of a moving object, attributes, states and behavior characteristics of the moving object.

[0013] In a preferred example, the present application can be further configured to wherein the crew segment is a basic unit for obtaining a crew scheduling plan by dividing a train operation plan with a wheeling point or a storage point as a node.

[0014] The crew operation segment is composed of one or more crew segments, and each crew operation segment corresponds to a task of a driver.

[0015] The anonymous crew operation package is composed of one or more crew operation segments, and each anonymous crew operation package corresponds to all tasks of a driver within a day without specifying a specific driver, and the same anonymous crew operation package will be executed by different drivers on different days.

[0016] A rail transit rapid driver scheduling method realizes automatic compilation from a train operation plan to a crew scheduling plan, comprising the following steps:

[0017] S1, importing an operation plan;

[0018] Directly import the station timetable in excel format, after importing the operation plan, the system will analyze and sort the train space-time trajectory data, supplement the next station information, the current circle number of the train and the attribute of judging whether the current train task is passenger carrying operation for each station timetable data;

[0019] S2, divide the crew segment;

[0020] After the user inputs the wheeling point and the wheeling time, the system divides the train operation trajectory by taking the wheeling point and the storing point as the boundary, obtains the crew segment, and the start time and the start location of each crew segment are the end time and the end location of the previous crew segment of the train;

[0021] S3, generate a crew operation segment;

[0022] After the user inputs the longest duration and the shortest duration of the crew operation segment, the system uses the greedy algorithm to combine the crew segment obtained in step S2 into the crew operation segment, so that each crew operation segment contains multiple crew segments;

[0023] S4, generate an anonymous crew operation package;

[0024] After the user inputs the shift time and the number of each team, the system uses a priority queue to distribute the crew operation segment obtained in step S3 into an anonymous crew operation package, and one anonymous crew operation package corresponds to all tasks of one driver in a day without specifying the specific driver of the anonymous crew operation package;

[0025] S5, match the driver with the crew operation package;

[0026] The same anonymous crew operation package of different dates is executed by different drivers in turn, and when matching the driver with the anonymous crew operation package, the earliest storage anonymous crew operation package in the night shift of the day and the earliest storage anonymous crew operation package in the night shift of the next day are automatically matched to the same driver.

[0027] In a preferred example, the application can be further configured as follows: in step S1, the station timetable includes the following attributes: the current station name, the train number, the starting station name, the terminal station name, the arrival point, the departure point, the stop station time, the stop track / platform, and the direction;

[0028] The next station information: by train number, arrival point and departure point, find the next station information corresponding to each station timetable data, and the next station information includes the next station name, the next station stop track / platform and the next station direction;

[0029] The current circle number of the train: the train from the starting station to the terminal station is one circle, and the circle number of the current timetable data is calculated through the analysis of the train space-time trajectory data;

[0030] The judgment of whether the current train task is passenger-carrying operation: when the user imports the operation plan, the user inputs the main line section and the passenger-carrying time period, and the system marks the data in the time-space range as passenger-carrying operation, and marks other data as non-passenger-carrying operation.

[0031] In a preferred example, the application can be further configured as: in step S2, for the standby train, the system judges the crew segment, if the duration of a certain crew segment exceeds the longest duration of the train single-loop task, it is judged that the standby train task is contained in the crew segment, and the crew segment needs to be further divided, and three new crew segments are obtained after division, and the start and end times of each segment are:

[0032] (1) the original start time of the crew segment - standby train task start time;

[0033] (2) standby train task start time - standby train task end time;

[0034] (3) standby train task end time - original end time of the crew segment;

[0035] The start and end locations of each segment are:

[0036] (1) the original start location of the crew segment - standby train station / yard;

[0037] (2) standby train station / yard - standby train station / yard;

[0038] (3) standby train station / yard - original end location of the crew segment.

[0039] In a preferred example, the application can be further configured as: in step S3, it is required that:

[0040] (1) the duration of each crew operation segment is not less than the shortest duration input by the user;

[0041] (2) the duration of each crew operation segment does not exceed the longest duration input by the user (except for the standby train task).

[0042] In a preferred example, the application can be further configured as: in step S4, the priority queue is used for the allocation of the crew operation segment, and the belonging of a certain crew operation segment is judged according to the following conditions:

[0043] (1) the shift corresponding to the crew operation segment;

[0044] (2) the direction of getting on / off the train;

[0045] (3) the time of getting on / off the train.

[0046] The application can be further configured in a preferred example as follows: before step S1, the peak shift or S shift of the crew operation section is marked in advance, and the corresponding anonymous crew operation package is designated, and these crew operation sections cannot participate in the subsequent distribution.

[0047] In summary, the present application includes at least one of the following beneficial technical effects:

[0048] 1. The present application provides a rail transit rapid driver scheduling system and implementation method. For the most commonly used round-robin crew organization mode in the field of urban rail transit, through crew segment division, crew operation section generation, anonymous crew operation package generation, driver and crew operation package matching, etc., the automatic preparation from train operation plan to crew scheduling plan is realized, which greatly reduces the manpower, material resources and time consumed in adjusting the crew scheduling plan.

[0049] 2. The present application replaces the traditional manual preparation method with automatic preparation, and the scheduling personnel only need to make decisions and choices at important links, which can greatly reduce the manpower, material resources and time consumed in adjusting the crew scheduling plan.

[0050] 3. The present application supports the scheduling of various shift modes under the round-robin system, including five shifts and three shifts, four shifts and two shifts, night and early shift, and "4+1" mode of shift, and can meet the demand of two shifts of crew participating in driving at the same time under the condition of insufficient manpower during peak hours.

[0051] 4. In the process of preparing the crew plan, the present application supports user-defined round-robin points, round-robin time (before / after train turnaround), shift duration, shift time range, shift number, meal time and whether to allow convenient riding, etc. Parameters can meet common crew rules, making the preparation result more matched with the needs of the operating unit.

[0052] 5. The present application can automatically adjust the corresponding scheduling plan for the scene of main line storage and standby car, etc.

[0053] 6. The present application uses greedy algorithm and priority queue to solve the overall better solution rather than the optimal solution, which has low algorithm complexity and can quickly obtain the calculation result. BRIEF DESCRIPTION OF DRAWINGS

[0054] Figure 1 The present application shows the flowchart of the method of rapid driver scheduling of rail transit.

[0055] Figure 2 The present application shows the flowchart of step S2 in the method of rapid driver scheduling of rail transit.

[0056] Figure 3 The present application shows the flowchart of step S4 in the method of rapid driver scheduling of rail transit. DETAILED DESCRIPTION

[0057] The application will be described in further detail below with reference to the drawings.

[0058] The crew scheduling plan is a process of decomposing and reorganizing the operation tasks of the train diagram, and the goal is to cover all the crew segments with as few shifts as possible (usually corresponding to lower operating costs) without violating the crew rules. The factors affecting the crew scheduling plan mainly include:

[0059] (1) Wheeling point:

[0060] Wheeling point is one of the input parameters of the crew scheduling plan, and the number and location of the wheeling point will directly affect the number of crew segments.

[0061] (2) Value riding mode:

[0062] In the value riding mode, the early urban rail transit in China adopts the "package riding system", which is a binding of people and vehicles, that is, a fixed two drivers are responsible for the value riding of a subway train within one shift; but due to the generally low utilization rate of the package riding system, in recent years, it has gradually developed into a "wheel riding system", which is a separation of people and vehicles, that is, the drivers of the entire team are responsible for the rotation of the value riding of a subway train within one shift.

[0063] (3) Shift mode:

[0064] The shift mode is mainly divided into five shifts and three rotations, four shifts and two rotations, etc. Taking five shifts and three rotations as an example, there are three kinds of shifts per day, namely early shift, day shift and late shift, each of which has its own time range: the time range of the early shift is usually from the first train to the end of the morning peak; the time range of the day shift is the largest, usually from the beginning of the morning peak to the end of the evening peak; the time range of the late shift is usually from the beginning of the evening peak to the last train back to the depot. Four shifts and two rotations usually have only day shift and night shift, and the shift time is around 14:00, but in megacities, due to the fact that the crew cannot reach the depot without public transportation tools in the early morning, the crew needs to stay overnight in the depot and participate in the task of the next night shift. In this shift mode, the night shift of the day and the night shift of the next day are the same batch of drivers, and the working period of each shift is as shown in the following table.

[0065] Shift Work period Work duration Day shift 8：00-17：00 Approximately 9h Night shift 17:00 - end of operation Approximately 7h Night out shift Start of operation - 8:00 Approximately 3h

[0066] For the difference in the number of trains on line between weekdays and weekends, morning and evening peak and off-peak, some lines of rail transit (such as Shanghai Rail Transit Line 9) optimize the original four shifts and two operations of the crew shift group to obtain the "4+1" mode, that is, the driver's shift mode based on four shifts and two operations, and the increased train drivers during peak hours form a peak shift group to drive peak trains to avoid idle personnel during off-peak hours, which can effectively improve personnel utilization; Shanghai Rail Transit Line 10 further evolves the "4+1" mode to form an S shift group, which is mainly responsible for driving peak trains, but also undertakes part of the driving task during off-peak hours.

[0067] In addition, some lines will also allow two shifts of crew to drive at the same time during peak hours to improve personnel utilization.

[0068] (4) Crew rules:

[0069] Break time, meal time, shift length, shift time range, and other rules will affect the results of the crew scheduling plan. In addition, whether to allow the existence of "convenience riding" will also affect the preparation of the crew scheduling plan. Convenience riding refers to when a crew member cannot complete the shift work at the current shift point, allowing them to ride as a passenger on another train to another shift point to complete the shift work. In order to improve personnel utilization, rail transit in various cities in China generally allows "convenience riding".

[0070] (5) Other factors:

[0071] In addition, factors such as storage points, spare cars, and standby drivers will also affect the results of the scheduling. Currently, trains are usually stored in depots during non-operating hours, but as the number of trains continues to increase, the storage capacity of the depot has become one of the factors restricting the development scale of rail transit, and more and more cities are considering implementing on-line storage. On-line storage will disperse the crew's attendance points, thereby affecting the scheduling plan.

[0072] Each rail transit line will generally arrange a certain number of spare cars and standby drivers for emergency scenarios. Spare cars will stop at a certain station / yard after traveling for a period of time, and then return to the yard after the day's operation is over. The preparation process of the scheduling plan also needs to allocate crew members to perform the corresponding spare car tasks; standby personnel are on standby at shift points or spare cars.

[0073] In order to meet various complex scheduling requirements, the track traffic fast driver scheduling system and method disclosed in the application provides flexible configuration options, makes the user make decisions in each important link of scheduling compilation, makes the scheduling plan compilation result more in line with the user's requirements, and at the same time, reduces the complexity of the algorithm, and can solve the result more quickly.

[0074] The application discloses a track traffic fast driver scheduling system, which comprises a space-time trajectory data analysis module, a crew segment synthesis module and a crew operation package distribution module.

[0075] (1) Space-time trajectory data analysis module

[0076] The application further comprises a time series data storage module connected with the space-time trajectory data analysis module, and the time series data storage module is used for recording position information and time information of an object performing an activity, wherein the position information not only describes the space activity trajectory of the moving object, but also implies the unique attributes, states and behavior characteristics of the moving object.

[0077] The operation plan records the space-time trajectory data of the train, and through analysis on the space-time trajectory data, the running state (such as whether it is in the operation period or is a standby train) of the train can be obtained. If the crew transfer station is taken as a boundary, and the operation diagram is segmented in combination with the running state of the train (such as during the non-operation period, the transfer station is not necessarily the boundary of the crew segment), a plurality of crew segments can be obtained.

[0078] (2) Crew segment synthesis module

[0079] In order to cover all the crew segments with as few shifts as possible, the application uses a greedy algorithm to synthesize the crew segments into crew operation segments as much as possible under the premise of not violating the continuous operation time length restriction and other constraints after analyzing the space-time trajectory data and obtaining the crew segments.

[0080] The greedy algorithm is an algorithm that only focuses on the current local optimal solution, and does not consider the global optimal solution, so that even if the greedy algorithm does not obtain the final global optimal solution of the problem, the local optimal solution of the problem can be obtained, thereby obtaining an approximate global optimal solution. Because the overall optimal solution can be obtained by making greedy choices on a series of local optimal solutions, the greedy algorithm is a most direct and practical algorithm design idea for a very wide range of optimization problems. Specifically, the global optimal solution of an optimization problem is usually obtained from a greedy choice, that is, after each greedy choice, the original large optimization problem can be simplified into a smaller sub-problem, and then through multiple greedy choices, a relatively optimal overall solution can be obtained.

[0081] The main advantage of the greedy algorithm is low algorithm complexity and fast optimal solution in most cases.

[0082] (3) Crew operation package allocation module

[0083] After obtaining the crew operation section, the application uses a priority queue-based allocation method to combine several crew operation sections into an anonymous crew operation package, each of which corresponds to all tasks of a driver within a day.

[0084] The priority queue is an abstract data type. Each element in the priority queue has a priority, and the element with a higher (or lower) priority will be dequeued first, and the elements with the same priority will be dequeued in the order of their position in the priority queue.

[0085] The key link of using the priority queue for section allocation is to determine the appropriate priority calculation strategy. In the application, the driver fatigue, driver waiting time, and station platform direction are considered in the calculation of the priority, so that the scheduling plan is more suitable for the needs of the operating unit.

[0086] The crew section is a basic unit for obtaining the crew scheduling plan by dividing the train operation plan with the wheeling point or the storage point as the node.

[0087] The crew operation section is composed of one or more crew sections, and each crew operation section corresponds to a task of a driver.

[0088] The anonymous crew operation package is composed of one or more crew operation sections, and each anonymous crew operation package corresponds to all tasks of a driver within a day without specifying the specific driver, and the same anonymous crew operation package will be executed by different drivers on different days.

[0089] Referring to Figure 1 The application also discloses a rapid driver scheduling method for rail transit, which realizes automatic preparation of the crew scheduling plan from the train operation plan, and comprises the following steps:

[0090] S1: Import the operation plan.

[0091] The application supports direct import of the station timetable in excel format. At present, the common station timetable includes the following attributes: current station name, train number, starting station name, terminal station name, arrival point, departure point, stop time, stop track / platform, and direction.

[0092] After importing the operation plan, the system analyzes and sorts the space-time trajectory data of the train, and supplements the following attributes for each station timetable data:

[0093] (1) Next station information: find the next station information (including the next station name, the next station stop track / platform and the next station direction, etc.) corresponding to each station timetable data through train number, arrival point and departure point.

[0094] (2) The current number of the train: the invention defines that the train from the starting station to the terminal station is a circle, and through the analysis of the train space-time trajectory data, the number of the current timetable data can be calculated.

[0095] (3) Determine whether the current train task is passenger carrying operation: the user can input the main line section and passenger carrying time period when importing the operation plan, and the system will mark the data in this space-time range as passenger carrying operation, and mark other data as non-passenger carrying operation.

[0096] S2: Divide the crew segment;

[0097] After the user inputs the round-trip point and round-trip time (the round-trip time supports the selection of round-trip before or after the turnaround), the system divides the train operation trajectory with the round-trip point and the storage point as the boundary, obtains the crew segment, and the start time and start location of each crew segment are the end time and end location of the previous crew segment of the train.

[0098] For standby train, the system will judge the crew segment, if the duration of a crew segment exceeds the longest duration of a single circle task of the train, it is judged that the crew segment contains standby train task, and the crew segment needs to be further divided, and three new crew segments are obtained after division, and the start and end time of each segment are:

[0099] (1) The original start time of the crew segment - standby task start time;

[0100] (2) Standby task start time - standby task end time;

[0101] (3) Standby task end time - original end time of the crew segment;

[0102] The start and end locations of each segment are:

[0103] (1) The original start location of the crew segment - standby station / yard;

[0104] (2) Standby station / yard - standby station / yard;

[0105] (3) Standby station / yard - original end location of the crew segment.

[0106] In summary, referring to Figure 2 , the flowchart of this step is as follows:

[0107] S3: Generate crew operation segment;

[0108] After the user inputs the longest duration and the shortest duration of the crew operation section, the system uses a greedy algorithm to combine the crew segments obtained in step 2 into crew operation sections, so that each crew operation section may contain multiple crew segments, with the requirements that:

[0109] (1) The duration of each crew operation section is not less than the shortest duration input by the user;

[0110] (2) The duration of each crew operation section does not exceed the longest duration input by the user (except for standby tasks).

[0111] For standby drivers, the present application supports the user adding a task attribute of a standby crew operation section in the system, and the system will take the crew personnel executing the crew operation section as a standby driver; for the case of "easy riding", the present application supports the user adding a task attribute of an easy riding crew operation section in the system.

[0112] S4: Generate an anonymous crew operation package;

[0113] After the user inputs the shift time and the number of people in each team, the system uses a priority queue to distribute the crew operation sections obtained in step 3 into anonymous crew operation packages, and one anonymous crew operation package corresponds to all tasks of one driver throughout the day, but does not specify the specific driver corresponding to the anonymous crew operation package.

[0114] The present application uses a priority queue to distribute the crew operation sections, and determines the attribution of a certain crew operation section according to the following conditions (arranged from high to low according to weight):

[0115] (1) The shift corresponding to the crew operation section;

[0116] Taking a five-shift three-shift system as an example, under the system of a five-shift three-shift, there will be three shifts per day, namely the early shift, the middle shift and the late shift, and the user needs to input the shift time of the early shift / middle shift and the shift time of the middle shift / late shift. The system will determine the shift to which the current crew operation section belongs according to the shift time, and preferentially distribute the crew operation section to the anonymous crew operation package corresponding to a certain driver under the shift (here, priority distribution is adopted instead of strict distribution according to the team, and the advantage lies in meeting the demand that two shifts need to participate in driving at the same time during the peak period in order to improve personnel utilization).

[0117] (2) The direction of getting on / off the vehicle;

[0118] Since the up and down platforms of some stations are far apart, the same driver is preferentially allowed to have the same direction of getting on / off the vehicle for two adjacent operation sections.

[0119] (3) The time of getting on / off the vehicle;

[0120] Drivers who get off earlier are given priority.

[0121] In addition, the system will automatically assign a corresponding train operation section to each anonymous crew operation package for the first shift of the day (such as the early shift of the 5-3 shift and the night shift of the continuous shift mode), and if the line uses a main line storage, the first crew operation section of the train for the day will be assigned as the first task for the driver's attendance.

[0122] To increase the meal time of the driver, the user can specify a meal time period and increase the number of anonymous crew operation packages within the time period, that is, within the time period, more drivers participate in the driving task, so that each driver has a longer break time for meals.

[0123] For the "4+1" mode, the application supports the user to mark the peak shift or S shift crew operation section before the current step and assign the corresponding anonymous crew operation package, and these crew operation sections do not participate in the subsequent distribution.

[0124] In summary, referring to Figure 3 , the flowchart of the current step is as follows:

[0125] S5: Matching drivers with crew operation packages;

[0126] Steps S1-S4 only need to be re-executed after the operation plan is updated; in the case where the operation plan does not change, the scheduler only needs to match the specific drivers and anonymous crew operation packages to obtain the daily crew scheduling plan. In order to be fair, the application supports one key to assign the same anonymous crew operation package on different days to different drivers in turn (such as anonymous crew operation package A today, tomorrow to Li Si, and the next day to Wang Wu, which can ensure that the average mileage of all drivers is similar).

[0127] For the night-early continuous shift mode (the night shift of the day and the night out shift of the next day for the same batch of drivers), the application supports automatic matching of the earliest anonymous crew operation package in the night shift of the day and the earliest anonymous crew operation package in the night out shift of the next day to the same driver when matching the driver with the anonymous crew operation package, so that the rest time of each driver is relatively uniform.

[0128] The application provides a rapid driver scheduling system and implementation method for rail transit, which is suitable for the most commonly used crew shift mode in the field of urban rail transit. Through crew segment division, crew operation section generation, anonymous crew operation package generation, driver and crew operation package matching, etc., the automatic preparation from the train operation plan to the crew scheduling plan is realized, which greatly reduces the manpower, material resources and time consumed in adjusting the crew scheduling plan.

[0129] The automatic scheduling replaces the traditional manual scheduling mode, and the scheduling personnel only needs to make decisions and selections at important links, so that the human resources, material resources and time consumed by adjusting the crew scheduling plan can be greatly reduced. The present application supports the scheduling of various shift modes under the rotation system, including the shift modes of five shifts and three transfers, four shifts and two transfers, night and early continuous driving, and "4+1" mode, and can meet the demand of two shifts of crew members participating in driving at the same time under the condition of insufficient manpower during peak hours.

[0130] In the process of compiling the crew plan, the present application supports user-defined parameters such as rotation points, rotation time (before / after train turnaround), shift duration, shift time range, shift number, meal time and whether to allow convenient riding, can meet common crew rules, and makes the compilation result more matched with the needs of the operating unit. For the scene of main line storage and standby car, the corresponding scheduling plan can be automatically adjusted. The present application uses greedy algorithm and priority queue to solve the overall better solution rather than the optimal solution, has low algorithm complexity, and can quickly obtain the calculation result.

[0131] The implementation principle of the embodiment is: the present application is aimed at the most commonly used rotation system value driving mode in the field of urban rail transit, uses time and space trajectory data analysis, greedy algorithm, priority queue and other technologies, and realizes the purpose of quickly compiling the crew scheduling plan according to the train operation plan through the steps of crew segment division, crew operation segment generation, anonymous crew operation package generation, driver and operation package matching and the like.

[0132] The embodiments of the specific implementation mode are the preferred embodiments of the present application, but do not limit the protection scope of the present application, so: any equivalent changes made according to the structure, shape, principle of the present application should be covered within the protection scope of the present application.

Claims

1. A rapid driver scheduling system for rail transit, characterized in that: The rail transit rapid driver scheduling system comprises a space-time trajectory data analysis module, a crew segment synthesis module, and a crew work package allocation module. The space-time trajectory data analysis module is configured to analyze space-time trajectory data to obtain train running state information, divide the train running plan based on crew change stations, and divide the train running plan into a plurality of crew segments based on the train running state. The crew segment synthesis module is configured to synthesize the plurality of crew segments into crew work sections. The crew work package allocation module is configured to synthesize the plurality of crew work sections into anonymous crew work packages, each of which corresponds to all tasks of a driver in a day. The rail transit rapid driver scheduling system also comprises a method for scheduling drivers based on the rail transit rapid driver scheduling system, which realizes automatic preparation of a crew scheduling plan from a train running plan, and comprises the following steps: S1, importing a running plan; The system directly imports a station timetable in an excel format, analyzes and sorts space-time trajectory data of the train after importing the running plan, supplements next station information, the current circle number of the train, and attributes of whether the current train task is a passenger-carrying operation for each station timetable data. S2, dividing crew segments; After a user inputs a rotation point and a rotation time, the system divides a train running trajectory based on the rotation point and a storage point to obtain crew segments, and the start time and start location of each crew segment are the end time and end location of the previous crew segment of the train. S3, generating crew work sections; After a user inputs a longest time length and a shortest time length of a crew work section, the system uses a greedy algorithm to synthesize the crew segments obtained in step S2 into crew work sections, so that each crew work section contains a plurality of crew segments. S4, generating anonymous crew work packages; After a user inputs rotation time and the number of each shift team, the system uses a priority queue to allocate the crew work sections obtained in step S3 to anonymous crew work packages, and one anonymous crew work package corresponds to all tasks of a specific driver in a day. S5, matching drivers with crew work packages; The same anonymous crew work package of different dates is executed by different drivers in turn, and the earliest storage anonymous crew work package in the night shift of the day and the earliest storage anonymous crew work package in the night shift of the next day are automatically matched to the same driver when matching the driver with the anonymous crew work package.

2. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: The rail transit rapid driver scheduling system also comprises a time series data storage module connected to the space-time trajectory data analysis module, which is configured to record position information and time information of an object performing an activity.

3. The rapid driver scheduling system for rail transit according to claim 2, characterized in that: The position information comprises a space activity trajectory of a moving object, attributes, states, and behavior characteristics of the moving object itself.

4. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: The crew segment is a basic unit for dividing a train running plan to obtain a crew scheduling plan, and is divided based on a rotation point or a storage point. The crew work section is composed of one or more crew segments, and each crew work section corresponds to a task of a driver. The anonymous operation package is composed of one or more operation segments, and one anonymous operation package corresponds to all tasks of one driver in a day, and the same anonymous operation package will be executed by different drivers on different days.

5. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: In step S1, the station timetable includes the following attributes: current station name, train number, starting station name, terminal station name, arrival point, departure point, stop time, stop track / platform, and direction; The next station information: find the next station information corresponding to each station timetable data through the train number, arrival point, and departure point, which includes the next station name, next station stop track / platform, and next station direction; The current number of the train: the train from the starting station to the terminal station is one circle, and the current timetable data is calculated by analyzing the train space-time trajectory data; The judgment of whether the current train task is passenger carrying operation: the user inputs the main line interval and passenger carrying time period when importing the operation plan, and the system will mark the data in this space-time range as passenger carrying operation, and mark other data as non-passenger carrying operation.

6. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: In step S2, for standby trains, the system will judge the operation segment, if the duration of a certain operation segment exceeds the longest duration of the single circle task of the train, it is judged that the operation segment contains standby train task, and the operation segment needs to be further divided, and three new operation segments are obtained after division, and the start and end times of each segment are: (1) the original start time of the operation segment-the standby task start time; (2) standby task start time-standby task end time; (3) standby task end time-the original end time of the operation segment; The start and end locations of each segment are: (1) the original start location of the operation segment-standby station yard; (2) standby station yard-standby station yard; (3) standby station yard-the original end location of the operation segment.

7. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: In step S3, it is required that: (1) the duration of each operation segment is not less than the shortest duration input by the user; (2) the duration of each operation segment is not more than the longest duration input by the user, except for standby task.

8. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: In step S4, priority queue is used for operation segment allocation, and the belonging of a certain operation segment is judged according to the following conditions: (1) the corresponding shift of the operation segment; (2) the direction of getting on / off the train; (3) the time of getting on / off the train.

9. The rapid driver scheduling system for rail transit according to claim 1, characterized in that: Before step S1, mark the operation segments of peak shift or S shift in advance, and specify the corresponding anonymous operation package, which cannot participate in the subsequent allocation.

Images