Method and system for compiling urban subway operation diagram based on flexible station grouping

Abstract

The present invention provides a method and system for compiling a train diagram based on flexible station formation, which belongs to the field of urban rail transit operation and maintenance management technology. By characterizing the arrival time of the preceding train, the departure time of the preceding train, and the formation status of the following train in the formation, a train diagram compilation model with flexible formation is constructed with the objective function of minimizing the number of car bottoms in use, minimizing the number of people waiting in the station, and maximizing the number of passengers on the train. The train diagram compilation model is solved to obtain a flexible train diagram oriented to passenger flow demand. The present invention adopts a flexible formation within the station to flexibly adjust the number of train formations according to the passenger flow characteristics of the subway line in different sections and time periods. With the objective function of minimizing the number of car bottoms in use, minimizing the number of people waiting in the station, and maximizing the number of passengers on the train, a train diagram compilation model based on flexible formation within the station is constructed. The drawn train diagram is used as a reference, which can reduce operating costs while improving passenger service levels.

Description

Technical Field

[0001] The present invention relates to the technical field of urban rail transit operation and maintenance management, and in particular to a method and system for compiling an urban subway operation diagram based on flexible grouping within a station. Background Art

[0002] On long rail transit lines, passenger demand is unevenly distributed across time and space. For example, passenger flows vary significantly between peak and off-peak periods, and between urban and suburban areas. Existing operating plans cannot meet the overall demand for these services, making it easy for train load factors to be too high or too low, resulting in reduced passenger service and increased operating costs. Specifically, during peak hours with high passenger flows, passengers can easily pile up on platforms, while during off-peak hours with low passenger flows, train load factors can be too low. Furthermore, passenger flows vary significantly between stations on a line, similarly leading to passenger pile-ups on platforms and low train load factors. Therefore, the traditional approach of expanding subway lines and increasing departure intervals consumes significant time, manpower, material, and financial resources, reduces passenger comfort, and fails to effectively address both the problems of platform congestion and low train load factors.

[0003] Since the transportation capacity of urban rail transit is closely related to the operation organization mode, the use of fixed marshaling mode (the train's marshaling length remains unchanged throughout the entire life cycle of the train) or mixed marshaling mode (trains of different marshaling lengths are selected for operation at different times, with long trains used during peak hours and short trains used during off-peak hours) has poor adaptability to lines with different passenger flow distributions, and is very likely to cause problems such as passengers piling up on the platform and low train load rates.

[0004] Considering that the number of trains in fixed and mixed marshaling cannot be changed during operation, for the fixed marshaling operation mode, the operator currently reduces the problem of passenger accumulation on the platform by shortening the departure interval between trains during peak hours, and reduces the problem of low train load rate by increasing the departure interval between trains during off-peak hours. For the mixed marshaling operation mode, the operator currently reduces the cost by using long trains during peak hours to alleviate the problem of passenger accumulation on the platform, and short trains during off-peak hours. However, due to the limitations of the rail transit signal system and the consideration of the service level of passengers, the departure interval between trains cannot be reduced or increased indefinitely, and the problem of uneven passenger space distribution cannot be effectively alleviated.

[0005] In summary, existing methods for alleviating the uneven distribution of passenger flow in time and space are, on the one hand, limited by existing rail transit signaling equipment and the inability to simultaneously balance reducing operating costs and meeting passenger needs. Specifically, the existence of the block system prevents the departure intervals between trains from being too small, and considering that passenger waiting times cannot be too long, the intervals between trains cannot be too large. On the other hand, they cannot simultaneously alleviate the uneven distribution of passenger flow in both time and space. The mixed train formation method adopted only alleviates the uneven distribution of passenger flow at different times. It can, to a certain extent, shorten passenger waiting times during peak periods and increase train load rates during off-peak periods, but it cannot alleviate the uneven distribution of passenger flow in different spaces. Summary of the Invention

[0006] The object of the present invention is to provide a method and system for compiling an urban rail transit train diagram based on flexible station grouping, so as to solve at least one technical problem existing in the above-mentioned background technology.

[0007] In order to achieve the above object, the present invention adopts the following technical solutions:

[0008] In one aspect, the present invention provides a method for compiling an urban rail transit train diagram based on flexible marshaling, comprising:

[0009] Based on the passenger flow characteristics of train lines in different sections and time periods, the number of trains with flexible marshaling is adjusted. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a train timetable compilation model for flexible marshaling is constructed with the objective function of minimizing the number of train bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0010] Solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0011] Preferably, constructing a flexible train diagram compilation model includes:

[0012] The set of trains in the line is represented by I = {1, 2, ..., I}, where the train number is represented by i, i∈I; the set of stations is represented by J = {1, 2, ..., J}, where the station number is represented by j, j∈J; the departure time of train number i at station j and arrival time There are the following relationships:

[0013]

[0014]

[0015] in, Indicates the stop time. Indicates the interval running time, and up indicates the upward running direction of the train;

[0016] All trains make full turns on the line, including both up and down directions. A down train runs to the last station, which is the first station in the up direction, and then needs to turn back to continue running in the up direction and connect to a new up train. This is expressed as:

[0017]

[0018]

[0019] Among them, r turn,max is the maximum return operation time, r turn,min is the minimum return operation time, R is a sufficiently large positive number, Indicates that train numbers i1 and i2 are connected; dn indicates the downward direction of the train.

[0020] Preferably, the marshaling status of the up train at the time of entering the station is express, Indicates that train number i is in the marshaling state with train number i+1 at station j; the marshaling state of the train at the time of leaving the station is expressed as express, Indicates that train number i is in a marshaling state with train number i+1 at station j;

[0021] The maximum number of groups in a formation is n max , there are at most n consecutive max -1 Train is in marshaling state, which can be expressed as:

[0022]

[0023] All trains in the same formation have the same arrival and departure times. However, the time between two trains that are not in formation does not need to be the same, which can be expressed as:

[0024]

[0025]

[0026] When two trains are marshaled, the stop time of the leading train is required to be within the specified range, and the marshaling operation time is increased. When two trains are unmarshaled, the stop time of the trailing train is required to be within the specified range, and the unmarshaling operation time is increased. The formula is:

[0027]

[0028]

[0029] Where D is the additional time required for marshaling / unmarshaling operations; represents the stop time of train number i at station j in the upward direction; represents the minimum stop time of an upward train at station j; It represents the maximum stop time of the upward train at station j.

[0030] Preferably, when two trains are in a marshaling state, the running interval between them needs to be reduced to 0, and the two trains run together as a formation by physically coupling. The running interval at this time is calculated as follows:

[0031]

[0032]

[0033] where h min and h max They represent the minimum and maximum running intervals between trains respectively.

[0034] To describe the passenger flow changes on a line, we have a set of time periods M = {1, 2, ..., M}, where each time period is numbered m. The departure time of any train must fall within a certain time period, which can be described as:

[0035]

[0036] in, is the end time of station j in the upward direction in time period m, is an integer variable, if The exit time is in time period m, otherwise

[0037] Preferably, by describing the time segment by segment and giving the passenger arrival rate and alighting rate in each time segment, the state of passengers changing over time can be described:

[0038] Number of new passengers arriving at the platform The total number of passengers arriving at platform j between the departure time of the previous train i-1 and the departure time of the current train i is:

[0039]

[0040] Number of passengers boarding the bus It is defined as all passengers who boarded the train between the arrival time and the departure time of train number i, and can be calculated as:

[0041]

[0042] Among them, T cap Indicates the number of passengers on a train. represents the average passenger getting-off rate at station j;

[0043] The number of people waiting on the platform can be simply calculated as the sum of the number of passengers stranded on the platform after the previous train departed and the number of passengers newly arrived on the platform before the current train departed, minus the number of passengers boarding the current train, which can be calculated as:

[0044]

[0045] Number of passengers on the train It can be calculated as the number of passengers who have arrived at the station and got off the train plus the number of new passengers who boarded the train, which can be expressed as the following constraint:

[0046]

[0047] Preferably, the optimization objectives are to minimize the number of car bottoms in use, minimize the number of people waiting in the station, and maximize the number of passengers on the train. The objective function is:

[0048]

[0049] In a second aspect, the present invention provides a system for compiling a train diagram for urban rail transit based on flexible marshaling, comprising:

[0050] A construction module is used to adjust the number of flexible train formations based on the passenger flow characteristics of the train line in different sections and time periods. By characterizing the arrival and departure times of the preceding trains and the formation status of the following trains, a flexible train diagram compilation model is constructed with the objective functions of minimizing the number of car bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0051] The solution module is used to solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0052] In a third aspect, the present invention provides a non-transitory computer-readable storage medium, which is used to store computer instructions. When the computer instructions are executed by a processor, the method for compiling an urban rail transit train operation diagram based on flexible formation as described above is implemented.

[0053] In a fourth aspect, the present invention provides a computer program product, comprising a computer program, which, when executed on one or more processors, is used to implement the method for compiling an urban rail transit train diagram based on flexible formation as described above.

[0054] In a fifth aspect, the present invention provides an electronic device comprising: a processor, a memory and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory so that the electronic device executes instructions for implementing the method for compiling a train operation diagram of urban rail transit based on flexible formation as described above.

[0055] The beneficial effects of the present invention are as follows: the flexible train formation method is adopted in the station, and the number of train formations is flexibly adjusted according to the passenger flow characteristics of the subway line in different sections and time periods; with minimizing the number of car bottoms in use, minimizing the number of waiting people in the station and maximizing the number of passengers on the train as the objective functions, a train operation diagram compilation model based on flexible train formation in the station is constructed, and the drawn train operation diagram is used as a reference, which can reduce operating costs while improving passenger service levels.

[0056] Additional advantages of the present invention will be more clearly given in the following description or learned through practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0057] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0058] Figure 1 The figure is a schematic diagram of the process of marshaling two trains according to an embodiment of the present invention.

[0059] Figure 2 The figure is a schematic diagram of the process of performing the unmarshalling operation of two trains according to an embodiment of the present invention.

[0060] Figure 3 This is a train operation diagram under variable marshaling conditions that has been drawn as described in an embodiment of the present invention. DETAILED DESCRIPTION

[0061] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention and are not to be construed as limiting the present invention.

[0062] Those skilled in the art will understand that unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which this invention belongs.

[0063] It should also be understood that terms, such as those defined in commonly used dictionaries, should be understood to have a meaning consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless as defined herein.

[0064] Those skilled in the art will appreciate that, unless otherwise stated, the singular forms "a," "an," "said," and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the stated features, integers, steps, operations, elements, and / or components, but does not preclude the presence or addition of one or more other features, integers, steps, operations, elements, and / or groups thereof.

[0065] In the description of this specification, reference to the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples" means that the specific features, structures, materials, or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. In addition, those skilled in the art may combine and integrate different embodiments or examples described in this specification, as well as features of different embodiments or examples, unless otherwise inconsistent.

[0066] To facilitate understanding of the present invention, the present invention is further explained below with reference to specific embodiments in conjunction with the accompanying drawings. However, the specific embodiments do not constitute a limitation on the embodiments of the present invention.

[0067] Those skilled in the art should understand that the drawings are merely schematic diagrams of embodiments, and the components in the drawings are not necessarily necessary for implementing the present invention.

[0068] Example 1

[0069] This embodiment 1 provides a system for compiling a train diagram for urban rail transit based on flexible marshaling, the system comprising:

[0070] A construction module is used to adjust the number of flexible train formations based on the passenger flow characteristics of the train line in different sections and time periods. By characterizing the arrival and departure times of the preceding trains and the formation status of the following trains, a flexible train diagram compilation model is constructed with the objective functions of minimizing the number of car bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0071] The solution module is used to solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0072] In this embodiment 1, the above-mentioned system is used to implement a method for compiling a train diagram for urban rail transit based on flexible marshaling, including:

[0073] Using the construction module, the number of flexible trains is adjusted based on the passenger flow characteristics of the train line in different sections and time periods. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a flexible train diagram compilation model is constructed with the objective functions of minimizing the number of car bottoms in use, minimizing the number of people waiting in stations, and maximizing the number of passengers on board.

[0074] Use the solution module to solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0075] Construct a flexible train diagram compilation model, including:

[0076] The set of trains in the line is represented by I = {1, 2, ..., I}, where the train number is represented by i, i∈I; the set of stations is represented by J = {1, 2, ..., J}, where the station number is represented by j, j∈J; the departure time of train number i at station j and arrival time There are the following relationships:

[0077]

[0078]

[0079] in, Indicates the stop time. Indicates the interval running time, and up indicates the upward running direction of the train;

[0080] All trains make full turns on the line, including both up and down directions. A down train runs to the last station, which is the first station in the up direction, and then needs to turn back to continue running in the up direction and connect to a new up train. This is expressed as:

[0081]

[0082]

[0083] Among them, r turn,max is the maximum return operation time, r turn,min is the minimum return operation time, R is a positive number, Indicates that train numbers i1 and i2 are connected; dn indicates the downward direction of the train.

[0084] The marshaling status of the up train at the time of entering the station is used express, Indicates that train number i is in the marshaling state with train number i+1 at station j; the marshaling state of the train at the time of leaving the station is expressed as express, Indicates that train number i is in a marshaling state with train number i+1 at station j;

[0085] The maximum number of groups in a formation is n max , there are at most n consecutive max -1 Train is in marshaling state, which can be expressed as:

[0086]

[0087] All trains in the same formation have the same arrival and departure times. However, the time between two trains that are not in formation does not need to be the same, which can be expressed as:

[0088]

[0089]

[0090] When two trains are marshaled, the stop time of the leading train is required to be within the specified range, and the marshaling operation time is increased. When two trains are unmarshaled, the stop time of the trailing train is required to be within the specified range, and the unmarshaling operation time is increased. The formula is:

[0091]

[0092]

[0093] Where D is the additional time required for marshaling / unmarshaling operations; represents the stop time of train number i at station j in the upward direction; represents the minimum stop time of an upward train at station j; It represents the maximum stop time of the upward train at station j.

[0094] When two trains are in formation, the running interval between them needs to be reduced to 0. The two trains are physically coupled to run together as a formation. The running interval at this time is calculated as follows:

[0095]

[0096]

[0097] To describe the passenger flow changes on a line, we have a set of time periods M = {1, 2, ..., M}, where each time period is numbered m. The departure time of any train must fall within a certain time period, which can be described as:

[0098]

[0099] in, is the end time of station j in the upward direction in time period m, is an integer variable, if The exit time is in time period m, otherwise

[0100] By describing time in segments and giving the passenger arrival rate and alighting rate in each time period, we can describe the passenger status over time:

[0101] Number of new passengers arriving at the platform The total number of passengers arriving at platform j between the departure time of the previous train i-1 and the departure time of the current train i is:

[0102]

[0103] Number of passengers boarding the bus It is defined as all passengers who boarded the train between the arrival time and the departure time of train number i, and can be calculated as:

[0104]

[0105] Among them, T cap Indicates the number of passengers on a train. represents the average passenger getting-off rate at station j;

[0106] The number of people waiting on the platform can be simply calculated as the sum of the number of passengers stranded on the platform after the previous train departed and the number of passengers newly arrived on the platform before the current train departed, minus the number of passengers boarding the current train, which can be calculated as:

[0107]

[0108] Number of passengers on the train It can be calculated as the number of passengers who have arrived at the station and got off the train plus the number of new passengers who boarded the train, which can be expressed as the following constraint:

[0109]

[0110] The optimization objectives are to minimize the number of car bottoms in use, minimize the number of people waiting in the station, and maximize the number of passengers on the train. The objective function is:

[0111]

[0112] Example 2

[0113] In this embodiment 2, a train diagram compilation model based on flexible station marshaling is constructed to draw a train diagram. Flexible station marshaling refers to a train operation organization mode in which trains are split and reorganized at a station based on the passenger flow characteristics of different sections of the subway line, forming two or more trains entering different operating lines or arriving at different stations, or two or more trains are coupled at a station to form a single train.

[0114] The important marshaling and unmarshaling processes in this mode can be described as follows:

[0115] (1) Grouping operation

[0116] Phase 1: Preparation of the coupled train. The coupled train (the preceding train) arrives at the station first and waits at a designated location within the station.

[0117] Phase 2: Preparation of coupled trains. The coupled train (following train) is allowed to enter the station even if there is already a train in the station, and stops at a safe distance from the coupled train, waiting for the signal and the train to complete preparations.

[0118] Phase 3: Coupling. Following signal instructions, the two trains begin marshaling operations. The coupling train must maintain a low speed, below the permitted collision speed of the couplers, to collide with the coupled train, completing both mechanical and electrical coupling. After data loading and testing, the signal system's ground equipment will mark the two trains as one. After coupling, communication between the front and rear trains will be reestablished.

[0119] Phase 4: Departure phase. The Automatic Train Monitoring System (ATS) merges the train numbers of the two trains into a new train number, arranges the route and departure according to the corresponding operation plan, and continues to put into operation. The marshaling operation is completed. The specific marshaling operation process is as follows: Figure 1 shown.

[0120] (2) Decoding operation

[0121] Phase 1: Train preparation phase: The train in marshaling state enters the station, stops at the designated unmarshaling position, and completes signal and vehicle preparation.

[0122] Phase 2: Unmarshalling. Following signal commands, the train disconnects its electrical and mechanical couplers, splitting the marshaled train into two trains. The leading train is the front car, and the trailing train is the trailing train. Data is loaded separately on each train.

[0123] Phase 3: The leading train departs. The automatic train monitoring system assigns new train numbers to both trains. The leading train departs from the station first and goes into operation according to the train operation plan.

[0124] Phase 4: The following train departure phase. After a certain period of time after the preceding train has departed, and under the premise of meeting the running interval, the following train will depart from the station according to the train operation plan and be put into operation, and the unbundling operation is completed. The specific unbundling operation process is as follows: Figure 2 shown.

[0125] By establishing an optimization model, the changes in the train marshaling status in the flexible marshaling within the station can be calculated, thereby drawing the train operation diagram of the flexible marshaling within the station.

[0126] The model construction method is as follows:

[0127] The set of trains in the subway line is represented by I = {1, 2, ..., I}, where the train number is represented by i, i∈I; the set of stations is represented by J = {1, 2, ..., J}, where the station number is represented by j, j∈J; the departure time of train number i at station j and arrival time There are the following relationships:

[0128]

[0129]

[0130] in, Indicates the stop time. Indicates the interval running time, and up indicates the upward running direction of the train.

[0131] In this embodiment 2, all trains perform a full turn on the line, including both up and down directions, and the modeling method for the down direction is the same as that for the up direction.

[0132] After the down train reaches the last station (the first station in the up direction), it needs to turn back and continue running in the up direction, and connect to a new up train. This can be expressed as

[0133]

[0134]

[0135] Among them, r turn,max is the maximum return operation time, r turn,min is the minimum return operation time, R is a positive number, Indicates that train numbers i1 and i2 are connected; dn indicates the downward direction of the train.

[0136] The marshaling status of the up train at the time of entering the station is used express, Indicates that train number i is in the marshaling state with train number i+1 at station j; the marshaling state of the train at the time of leaving the station is expressed as express, Indicates that train number i is in a marshaling state with train number i+1 at station j;

[0137] The maximum number of groups in a formation is n max , there are at most n consecutive max -1 Train is in marshaling state, which can be expressed as:

[0138]

[0139] All trains in the same formation have the same arrival and departure times. However, the time between two trains that are not in formation does not need to be the same, which can be expressed as:

[0140]

[0141]

[0142] When two trains are marshaled, the stop time of the leading train is required to be within the specified range, and the marshaling operation time is increased. When two trains are unmarshaled, the stop time of the trailing train is required to be within the specified range, and the unmarshaling operation time is increased. The formula is:

[0143]

[0144]

[0145] Where D is the additional time required for marshaling / unmarshaling operations; represents the stop time of train number i at station j in the upward direction; represents the minimum stop time of an upward train at station j; It represents the maximum stop time of the upward train at station j.

[0146] When two trains are in formation, the running interval between them needs to be reduced to 0. The two trains are physically coupled to run together as a formation. The running interval at this time is calculated as follows:

[0147]

[0148]

[0149] To better describe the passenger flow changes on the line, there is a set of time periods M = {1, 2, ..., M}, where each time period is numbered m. The departure time of any train must fall within a certain time period, which can be described as:

[0150]

[0151] in, is the end time of station j in the upward direction in time period m, is an integer variable, if The exit time is in time period m, otherwise

[0152] By describing time in segments and giving the passenger arrival rate and alighting rate in each time period, the passenger status changing over time can be described.

[0153] Number of new passengers arriving at the platform The total number of passengers arriving at platform j between the departure time of the previous train i-1 and the departure time of the current train i is:

[0154]

[0155] Number of passengers boarding the bus It is defined as all passengers who boarded the train between the arrival time and the departure time of train number i, and can be calculated as:

[0156]

[0157] Among them, T cap Indicates the number of passengers on a train. represents the average passenger getting-off rate at station j;

[0158] The number of people waiting on the platform can be simply calculated as the sum of the number of passengers stranded on the platform after the previous train departed and the number of passengers newly arrived on the platform before the current train departed, minus the number of passengers boarding the current train, which can be calculated as:

[0159]

[0160] Number of passengers on the train It can be calculated as the number of passengers who have arrived at the station and got off the train plus the number of new passengers who boarded the train, which can be expressed as the following constraint:

[0161]

[0162] In this embodiment 2, the optimization objectives are to minimize the number of vehicle bottoms in use, minimize the number of people waiting in the station, and maximize the number of passengers on the train. The objective function is:

[0163]

[0164] Regarding the method of drawing a running diagram that can express the train formation status, Figure 3As shown. The horizontal axis in the figure represents time, and the vertical axis represents the station. In order to be able to show the operating status of each train, two boundaries are set for each station. For example, station A in the figure needs two boundary lines, A1 and A2, to represent it. The trains between the two boundaries are considered to be in the station. Each oblique line represents the smallest assembly unit of the train; the line with the upper end tilted to the right represents the upward direction, and the line with the upper end tilted to the left represents the downward direction. Among them, trains 03 and 04 are organized into the same formation at station B and continue to run; among trains 05 to 18, the train turns back downward and is organized with another train sent from the vehicle depot at station A; trains 19 and 20 run in formation in the upward direction, and are disassembled into two independent trains at station C, each turning back to run downward.

[0165] Example 3

[0166] Embodiment 3 of the present invention provides a non-transitory computer-readable storage medium for storing computer instructions. When the computer instructions are executed by a processor, a method for compiling an urban rail transit train diagram based on flexible marshaling is implemented. The method includes:

[0167] Based on the passenger flow characteristics of train lines in different sections and time periods, the number of trains with flexible marshaling is adjusted. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a train timetable compilation model for flexible marshaling is constructed with the objective function of minimizing the number of train bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0168] Solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0169] Example 4

[0170] Embodiment 4 of the present invention provides a computer program (product), including a computer program. When the computer program is executed on one or more processors, the computer program is used to implement a method for compiling an urban rail transit train diagram based on flexible marshaling, the method comprising:

[0171] Based on the passenger flow characteristics of train lines in different sections and time periods, the number of trains with flexible marshaling is adjusted. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a train timetable compilation model for flexible marshaling is constructed with the objective function of minimizing the number of train bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0172] Solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0173] Example 5

[0174] Embodiment 5 of the present invention provides an electronic device, comprising: a processor, a memory, and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions for implementing a method for compiling an urban rail transit train diagram based on flexible marshaling, the method comprising:

[0175] Based on the passenger flow characteristics of train lines in different sections and time periods, the number of trains with flexible marshaling is adjusted. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a train timetable compilation model for flexible marshaling is constructed with the objective function of minimizing the number of train bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board.

[0176] Solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand.

[0177] In summary, the flexible marshaling urban rail transit train diagram compilation method and system described in the embodiments of the present invention flexibly adjusts the number of trains in response to the passenger flow characteristics of urban rail transit lines in different sections and time periods. Furthermore, this technology constructs a train diagram compilation model based on flexible marshaling within stations, with the objective functions of minimizing the number of used car platforms, minimizing the number of waiting passengers within stations, and maximizing the number of passengers carried on trains. The resulting train diagram can simultaneously reduce operating costs and improve passenger service levels.

[0178] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to magnetic disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0179] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowcharts and / or block diagrams. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0180] These computer program instructions may 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, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0181] These computer program instructions can also be loaded onto a computer or other programmable data processing device, and a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide the functions for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0182] Although the above describes the specific embodiments of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art on the basis of the technical solutions disclosed in the present invention without the need for creative work should be included in the scope of protection of the present invention.

Claims

1. A method for compiling a train diagram for urban rail transit based on flexible marshaling, characterized in that: include: Based on the passenger flow characteristics of train lines in different sections and time periods, the number of trains with flexible marshaling is adjusted. By characterizing the arrival and departure times of the preceding trains and the marshaling status of the following trains, a train timetable compilation model for flexible marshaling is constructed with the objective function of minimizing the number of train bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board. Solve the train operation diagram compilation model to obtain a flexible train operation diagram based on passenger flow demand; Construct a flexible train diagram compilation model, including: The set of trains in the line is represented by I = {1, 2, ..., I}, where the train number is represented by i, i∈I; the set of stations is represented by J = {1, 2, ..., J}, where the station number is represented by j, j∈J; the departure time of train number i at station j and arrival time There are the following relationships: in, Indicates the stop time. Indicates the interval running time, and up indicates the upward running direction of the train; All trains make full turns on the line, including both up and down directions. A down train runs to the last station, which is the first station in the up direction, and then needs to turn back to continue running in the up direction and connect to a new up train. This is expressed as: Among them, r turn,max is the maximum return operation time, r turn,min is the minimum return operation time, R is a positive number, Indicates the connection between train numbers i1 and i2; dn indicates the down direction of the train; The marshaling status of the up train at the time of entering the station is used express, Indicates that train number i is in the marshaling state with train number i+1 at station j; the marshaling state of the train at the time of leaving the station is expressed as express, Indicates that train number i is in a marshaling state with train number i+1 at station j; The maximum number of groups in a formation is n max , there are at most n consecutive max -1 Train is in marshaling state, expressed as: All trains in the same formation have the same arrival and departure times. However, the time between two trains that are not in formation does not need to be the same, which can be expressed as: When two trains are marshaled, the stop time of the leading train is required to be within the specified range, and the marshaling operation time is increased. When two trains are unmarshaled, the stop time of the trailing train is required to be within the specified range, and the unmarshaling operation time is increased. The formula is: Where D is the additional time required for marshaling / unmarshaling operations; represents the stop time of train number i at station j in the upward direction; represents the minimum stop time of an upward train at station j; represents the maximum dwelling time of an upward train at station j; When two trains are in formation, the running interval between them needs to be reduced to 0. The two trains are physically coupled to run together as a formation. The running interval at this time is calculated as follows: To describe the passenger flow changes on a line, there is a set of time periods M = {1, 2, ..., M}, where each time period is numbered m. The departure time of any train must fall within a certain time period, which can be described as: in, is the end time of station j in the upward direction in time period m, is an integer variable, if The exit time is in time period m, otherwise 2. The method for compiling a train diagram for urban rail transit based on flexible marshaling according to claim 1, characterized in that: By describing time in segments and giving the passenger arrival rate and alighting rate in each time period, we can describe the passenger status over time: Number of new passengers arriving at the platform The total number of passengers arriving at platform j between the departure time of the previous train i-1 and the departure time of the current train i is: Number of passengers boarding the bus It is defined as all passengers who boarded the train between the arrival time and the departure time of train number i, and can be calculated as: Among them, T cap Indicates the number of passengers on a train. represents the average passenger getting-off rate at station j; The number of people waiting on the platform can be simply calculated as the sum of the number of passengers stranded on the platform after the previous train departed and the number of passengers newly arrived on the platform before the current train departed, minus the number of passengers boarding the current train, which can be calculated as: Number of passengers on the train It can be calculated as the number of passengers who have arrived at the station and got off the train plus the number of new passengers who boarded the train, which can be expressed as the following constraint:

3. The method for compiling a train diagram for urban rail transit based on flexible marshaling according to claim 2, characterized in that: The optimization objectives are to minimize the number of car bottoms in use, minimize the number of people waiting in the station, and maximize the number of passengers on the train. The objective function is:

4. A system for compiling a train diagram for urban rail transit based on flexible marshaling, characterized in that: include: A construction module is used to adjust the number of flexible train formations based on the passenger flow characteristics of the train line in different sections and time periods. By characterizing the arrival and departure times of the preceding trains and the formation status of the following trains, a flexible train diagram compilation model is constructed with the objective functions of minimizing the number of car bottoms in use, minimizing the number of waiting passengers in the station, and maximizing the number of passengers on board. The solution module is used to solve the train operation diagram compilation model and obtain a flexible train operation diagram based on passenger flow demand; Construct a flexible train diagram compilation model, including: The set of trains in the line is represented by I = {1, 2, ..., I}, where the train number is represented by i, i∈I; the set of stations is represented by J = {1, 2, ..., J}, where the station number is represented by j, j∈J; the departure time of train number i at station j and arrival time There are the following relationships: in, Indicates the stop time. Indicates the interval running time, and up indicates the upward running direction of the train; All trains make full turns on the line, including both up and down directions. A down train runs to the last station, which is the first station in the up direction, and then needs to turn back to continue running in the up direction and connect to a new up train. This is expressed as: Among them, r turn,max is the maximum return operation time, r turn,min is the minimum return operation time, R is a positive number, Indicates the connection between train numbers i1 and i2; dn indicates the down direction of the train; The marshaling status of the up train at the time of entering the station is used express, Indicates that train number i is in the marshaling state with train number i+1 at station j; the marshaling state of the train at the time of leaving the station is expressed as express, Indicates that train number i is in a marshaling state with train number i+1 at station j; The maximum number of groups in a formation is n max , there are at most n consecutive max -1 Train is in marshaling state, expressed as: All trains in the same formation have the same arrival and departure times. However, the time between two trains that are not in formation does not need to be the same, which can be expressed as: When two trains are marshaled, the stop time of the leading train is required to be within the specified range, and the marshaling operation time is increased. When two trains are unmarshaled, the stop time of the trailing train is required to be within the specified range, and the unmarshaling operation time is increased. The formula is: Where D is the additional time required for marshaling / unmarshaling operations; represents the stop time of train number i at station j in the upward direction; represents the minimum stop time of an upward train at station j; represents the maximum dwelling time of an upward train at station j; When two trains are in formation, the running interval between them needs to be reduced to 0. The two trains are physically coupled to run together as a formation. The running interval at this time is calculated as follows: To describe the passenger flow changes on a line, there is a set of time periods M = {1, 2, ..., M}, where each time period is numbered m. The departure time of any train must fall within a certain time period, which can be described as: in, is the end time of station j in the upward direction in time period m, is an integer variable, if The exit time is in time period m, otherwise 5. A non-transitory computer-readable storage medium, characterized in that The non-transitory computer-readable storage medium is used to store computer instructions. When the computer instructions are executed by the processor, the method for compiling an urban rail transit train diagram based on flexible formation as described in any one of claims 1 to 3 is implemented.

6. A computer program product, characterized in that It includes a computer program, which, when running on one or more processors, is used to implement the method for compiling an urban rail transit train operation diagram based on flexible formation as described in any one of claims 1 to 3.

7. An electronic device, characterized in that: include: A processor, a memory and a computer program; wherein the processor is connected to the memory, the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory to enable the electronic device to execute instructions for implementing the method for compiling an urban rail transit train operation diagram based on flexible formation as described in any one of claims 1 to 3.

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