Scheduling plan model and evaluation based on mixed programming of two conventional buses

Abstract

The invention relates to the technical field of bus scheduling, in particular to a scheduling plan model based on hybrid programming of two conventional buses, which comprises a data acquisition module, a data processing module, a logic module, a preset module and an execution module. According to the method, dynamic plan response and accurate transport capacity matching of passenger flows of two conventional lines in a region are realized through a model algorithm, so that transport capacity resources in the region are optimally allocated, the operation efficiency of the two conventional lines is improved, a relatively optimal scheduling model and application are generated according to evaluation, the hybrid plan transport capacity maximization of the two conventional lines is realized, and the scheduling efficiency of the two conventional lines is improved. The method fundamentally solves the problem of tension or turnover of public transportation capacity, reduces the operation cost of a public transportation enterprise, enhances the fusion degree and integrating degree of line mixed scheduling plan distribution resources and actual production transport capacity resources according to mixed scheduling benefit index analysis, improves the line operation service level, and improves the efficiency through the effective fusion of two conventional line buses. And the effective shift utilization rate is improved.

Description

Technical Field

[0001] The invention relates to the technical field of bus scheduling, in particular to a scheduling plan model and evaluation based on the mixed formation of two conventional buses. Background Art

[0002] Bus scheduling involves many aspects, mainly including the actual needs of bus operation management, the development and application of information technology, and the optimization design of scheduling algorithms. It also studies the dynamic response system of passenger flow under the mixed formation mode of two conventional buses, and constructs large-scale application scenarios for the safe and efficient operation of two conventional buses. At the same time, it combines bus service parameter configuration, service capacity, passenger flow and turnaround time analysis to achieve the optimal allocation of capacity resources in the region.

[0003] However, the conventional bus mixed-train scheduling plan currently on the market cannot maximize the allocation of resources, and the operating efficiency is low. The bus lines are blocked due to real-time traffic conditions and insufficient transportation capacity, resulting in parking shortages. Bus operators manually generate support shifts based on experience and only consider one-way mixed-train evaluation. The single influencing factor cannot truly reflect the actual operation strategy of bus companies and the advantages and disadvantages of two-way scheduling and allocation. Therefore, those skilled in the art provide a scheduling plan model and evaluation based on two conventional bus mixed-trains to solve the problems raised in the above background technology. Summary of the invention

[0004] The purpose of the present invention is to provide a scheduling planning model and evaluation based on the mixed formation of two conventional buses to solve the problems raised in the above background technology.

[0005] To achieve the above object, the present invention provides the following technical solution: a scheduling model based on the mixed formation of two conventional buses, including a data acquisition module, a data processing module, a logic module, a preset module and an execution module:

[0006] The data collection module is used to collect multi-source data information on passenger flow of two regular bus lines;

[0007] The data processing module is used to determine line attributes and service parameters, reduce trains and rearrange routes on two conventional lines, generate mixed pre-schedule schedules and analyze data;

[0008] The logic module is used to make logical judgments on reducing vehicles and rearranging them according to the data;

[0009] The preset module is used to bring in data to generate a scheduling model;

[0010] The execution module is used to execute the data in the shift scheduling model.

[0011] As a further solution of the present invention: the steps of making the shift scheduling model are as follows:

[0012] S1. Data collection: The data collection module collects multi-source data information on passenger flow of the two conventional bus lines, and analyzes and predicts the characteristics and evolution trend of passenger flow of the two conventional bus lines in combination with the operation service attributes of the two conventional lines. The dynamic response dispatching system of the bus under the mixed formation mode of the two conventional lines is studied. In view of the complexity and change law of bus passenger flow composition, the mixed formation of the two conventional bus lines is carried out;

[0013] S2. Rule limitation: The mixed-shift generation schedule must comply with industry service standards and operational service rules, and rule limitation is performed;

[0014] S3, basic data construction: configure route attributes and service parameters through the data processing module, reduce trains and rearrange the two conventional routes, and generate a mixed pre-schedule schedule;

[0015] S4, optimal mixed-shift scheduling generation logic: The optimal scheduling plan is generated by obtaining the passenger flow and turnaround time of the two conventional lines during each period and the operating service standards through the logic module. Based on the service standards and passenger flow during each period, combined with the algorithm model of adding and removing vehicles, the optimal mixed-shift schedule for the two conventional lines is automatically generated respectively;

[0016] S5. Preset mixed shift generation logic: Generate preset shift plans for two regular routes through the preset module according to the optimal scheduling algorithm, and add or reduce vehicles as required.

[0017] As a further solution of the present invention: the mixed content of the two conventional bus lines in S1 includes: sharing a common terminal and different line directions; sharing a common first station and the same line direction; sharing a common last station and the same line direction; adjacent terminals and the same line direction; the same first and last stations and the same line direction; the first and last stations of the two lines are adjacent and the line directions are different.

[0018] As a further solution of the present invention: the content defined by the rule in S2 includes:

[0019] Departure stations: Two regular routes support multiple departure stations. The bus types include double shifts, single shifts, morning half shifts, evening half shifts, mid-shifts, and double shifts. Each shift has different full-distance and short-distance shifts.

[0020] Driver working hours: The driver's daily working hours cannot exceed the prescribed maximum operating hours, the daily driving time cannot exceed the maximum driving time, the current shift start time is later than the previous shift end time, and the current trip start time must be later than the previous trip end time;

[0021] Driver meal time configuration: Drivers must have a break between two consecutive shifts. During the meal time, additional stop time is allocated and drivers are given meals at the set meal time. The vehicle stops do not exceed the specified time threshold.

[0022] The shifts are kept uniform and continuous: the shifts are kept uniform and continuous, that is, the difference between the start time of the current vehicle in the direction of vehicle travel and the start time of the previous shift in the direction of vehicle travel is within a specified range, the scheduling plan meets the passenger service needs, and the shifts are reasonably configured according to the passenger flow;

[0023] Regular bus service is the priority, with passenger flow full load rate as a supplement: two regular buses should avoid uneven distribution of adding or removing vehicles. Within the scope of the stop time allowed, vehicles that were previously removed should be given priority, and the number of support vehicles should be controlled as much as possible;

[0024] The departure time of the first and last buses of regular buses is fixed: The departure time of the first and last buses of two regular buses is relatively fixed. The planned number of buses is allocated according to the operating service and passenger flow, and the actual departure time varies with the turnover. The interval between the original bus and the supporting bus is uniform and meets the departure standard. The departure interval between the original bus and the supporting bus is reasonably calculated based on the front and rear vehicles, and the departure is as uniform as possible and meets the departure standard.

[0025] Realize mixed scheduling and arranging for vehicles to be collected: vehicles are collected at the terminal where they leave to prevent empty trips from being collected. Under the premise of ensuring the minimum service standard, vehicles that exceed the transport capacity are arranged to be collected;

[0026] Scheduling short-line shifts and support shift generation: If there is discontinuity in passenger flow, consider issuing short-line shifts. According to the algorithm of adding or subtracting vehicles, the short-line shifts are triggered on the premise of using support shifts to ensure service standards;

[0027] Minimum stop time setting: Regular bus schedules generate tasks of short-line and interval tasks. When the departure station is the terminal, the minimum stop time must be met. For support schedules, the departure station is the terminal, and passenger flow needs are met on the premise of giving priority to meeting service requirements.

[0028] Operation and non-operation task configuration: When two conventional lines initiate operation support requests in both directions, the departure terminal of the operating sub-line is automatically matched according to the terminal of the non-operation sub-line, and the original schedule of the conventional line and the schedule of the support vehicle are evenly arranged, and a mixed scheduling plan for the two lines in both directions is automatically generated;

[0029] Departure terminal: Based on the algorithm for adding or subtracting vehicles during the whole day, the nearest departure terminal is obtained first, and the judgment of adding or subtracting vehicles is initiated, and the two-way rearrangement of the plans of the two regular lines is executed. On the premise of meeting the service standards, the terminal is prioritized for departure according to the direction of passenger flow and a mixed scheduling plan is generated to maintain the uniformity and continuity of regular and support shifts;

[0030] Positive and negative collection of support shifts: Calculated based on the turnaround time, when the support shift operation task is completed and the terminal station is collecting vehicles in the opposite direction from the entry terminal, the planned departure time or the operation U-turn station is calculated backwards, and the rescheduling method is adopted for positive collection;

[0031] The two bus lines are of regular type: the two regular lines are mixed to support the scheduling plan, and the attributes of the mixed scheduling lines A and B are both regular lines;

[0032] Mixed bidirectional scheduling of two conventional lines: The two conventional lines are in a mutually supportive relationship. It is possible that the trains of Line A will be operated on Line B, and the trains of Line B will be operated on Line A. Scheduling plans are generated for the two conventional lines at the same time.

[0033] As a further solution of the present invention: the content of the route attributes and service parameter configuration in S3 includes: route start and end time, route station information, route station mileage, vehicle capacity, time period full load rate, time period maximum departure interval, time period minimum and maximum stop time;

[0034] The contents of reducing trains and rearranging the two conventional routes include:

[0035] If the requirement of reducing the number of vehicles is not met: On the premise of maintaining the service standards of the two conventional lines’ schedule intervals, integrate the two conventional lines’ schedules to achieve the optimal schedule for the two conventional lines;

[0036] When the requirements for adding or reducing vehicles are met: obtain the passenger flow and turnover time of the two regular time periods respectively, give priority to meeting the maximum interval operation service standards of the two lines as a prerequisite, and then meet the requirements of the passenger flow full load rate of the two lines during the time periods, respectively detect the time periods that do not meet the maximum departure interval of the two regular lines, and for the time periods that do not meet the service requirements, select the earliest time period, add vehicles in this time period, obtain the time period for adding vehicles, and reduce vehicles in the corresponding time period of the other line. After adding and reducing vehicles in the same time period, after two-way rearrangement, determine whether there is a time period that does not meet the requirements of the maximum service interval and passenger flow full load rate. If so, continue to rotate until the time period that meets the requirements is reached. Finally, integrate and generate the preset scheduling plan for the two regular lines according to the preset number of vehicles. If it is the optimal scheduling, re-check whether the two regular lines meet the requirements for reducing vehicles due to service and passenger flow. If so, continue to rotate until there is no time period for adding or reducing vehicles, reintegrate and generate the optimal scheduling plan for the two regular lines, and complete the mixed plan;

[0037] The contents of the mixed pre-scheduling plan include: adding and subtracting vehicles and rearranging the plan for the two conventional lines during the whole day when vehicle reduction is allowed, making full use of the optimal capacity scheduling of adding and subtracting shifts of the two conventional lines during the whole period, obtaining the passenger flow and turnover time of the two conventional lines during the period, generating the scheduling timetables for the two conventional lines respectively, and using the vehicle reduction algorithm model to meet the service standards of the period and the passenger load rate of the period as the service criteria, executing the optimal solution of adding and subtracting wheels on both lines and in both directions, and generating and integrating the mixed plan of the two conventional lines.

[0038] As a further solution of the present invention: the specific contents of adding and reducing vehicles in S5 are as follows: the maximum departure interval of the two lines is checked first. If the maximum departure interval of the lines cannot be met, the terminal that allows adding vehicles is allowed to add vehicles in this period, and the terminal that allows reducing vehicles is allowed to reduce vehicles in the corresponding period of the other line. When there are multiple vehicles to reduce vehicles, within the range allowed by the stop period, the vehicles that have been reduced before are given priority to reduce the number of supporting vehicles as much as possible. After adding and reducing vehicles, check whether the departure interval of the line that adds vehicles is improved during the period of adding vehicles, and whether the departure interval of the line that reduces vehicles during the period of reducing vehicles meets the maximum departure interval requirement. If both are met, the support for this period is successful, and the above steps are repeated. If not, the support for this period fails, and the addition is rolled back. For vehicle reduction operation, repeat the above steps, check the full load rate requirements of the two lines. If the full load rate of the time period is greater than the user configuration, the logic of adding vehicles allows the terminal to add vehicles during this time period, and allows the terminal to reduce vehicles during the corresponding time period of the other line. When there are multiple vehicles to be reduced, within the range allowed by the stop period, give priority to the vehicles that were previously reduced to reduce the number of supporting vehicles. After adding or reducing vehicles, check whether the full load rate of the added line in the vehicle addition period is improved, whether the departure interval of the reduced line in the vehicle reduction period meets the maximum departure interval requirement and whether it meets the full load rate requirement. If all are met, the support for this period is successful, and repeat the above steps. If not, the support for this period fails, roll back the vehicle addition or reduction operation, and repeat the above steps.

[0039] An evaluation method for a scheduling model based on two conventional buses: The steps are as follows:

[0040] S801, shift scheduling generation: according to the shift scheduling model, the mixed scheduling of the two conventional lines and the shift addition and subtraction are integrated to generate a mixed scheduling plan for the two conventional lines;

[0041] S802, support shift arrangement: During the generation of mixed shifts for the two conventional lines, the departure plan is automatically generated according to the turnaround time of different travel directions during the line operation start and end periods, and the mixed shifts for the up and down directions are arranged according to the time periods using the algorithm of adding and subtracting vehicles;

[0042] S803, mixed vehicle arrangement: according to the generated mixed shift trailer plan, priority is given to using the support shift to insert and reschedule, and the opposite arrival plan is to reduce vehicles and reschedule. For the first round of opposite arrival vehicles, if the opposite vehicles cannot be dispatched on time, priority is given to arranging the support vehicles to execute this shift;

[0043] S804, short-line U-turn point arrangement: When multiple U-turn points are selected, that is, there are multiple U-turn points, the station with a full load rate of less than 30% for 5 consecutive stations behind the high-section station can be searched, and the nearest U-turn point can be searched from the front to the back after the first station L with a full load rate less than 30%. If no U-turn point can be found, the nearest U-turn point is searched from the back to the front at the L station. If the full load rate of less than 30% for 5 consecutive stations cannot be found after the high section, the farthest U-turn point is selected;

[0044] S805, mixed scheduling screening: It can be seen from the mixed scheduling model of the two conventional lines that some parameters are dynamic parameters. Different configurations of operation service parameters will have different impacts on the mixed scheduling results. According to the actual production and operation needs of the conventional lines, through optimization and adjustment of parameter combinations, bidirectional rearrangement, screening, shift addition and subtraction, and uniform integration, a mixed scheduling plan evaluation that meets the requirements of the two conventional lines can be generated. Based on the evaluation, a relatively optimal scheduling model and application can be generated to maximize the capacity of the mixed scheduling plan of the two conventional lines.

[0045] S806, Mixed scheduling evaluation: Based on the calculation results of the mixed scheduling model of the above two conventional lines, the rationality and feasibility of the mixed scheduling model are evaluated before and after the mixed scheduling plan, and the consistency between service and passenger flow demand is considered, and the evaluation is conducted based on various operating indicators. The evaluation of mixed scheduling is mainly considered from three aspects:

[0046] S8061. Passenger service quality: The evaluation of passenger service indicators before and after mixed support includes: the number of supporting flights, the number of supported flights, the number of passengers on supporting flights, the number of passengers on non-supporting flights, the total number of passengers on flights throughout the day, the passenger flow on high-section flights throughout the day, the average stop time, the average one-way time, the average departure interval, and the average vehicle load factor;

[0047] S8062. Enterprise economic benefits: The economic benefit indicators before and after mixed support include: number of vehicles, number of drivers, total passenger volume, total number of shifts, total income, daily income of working vehicles, daily income of operating vehicles, total passenger mileage, daily passenger mileage of vehicles, passenger volume of vehicle shifts, passenger volume of vehicles per kilometer, income per thousand kilometers, and income per thousand vehicle passenger kilometers;

[0048] S8063. Dispatching feasibility: The evaluation of operational service indicators before and after mixed support includes: number of assigned vehicles, high-section passenger flow, driving time, operating time, labor productivity, punctuality rate, number of departures, number of short-line departures, departure intervals, peak vehicle ratio, full load rate, terminal stop time, passenger volume, average passenger flow per vehicle, station passenger flow, average driver working hours, vehicle with the longest total driving time and its time, vehicle with the shortest total driving time and its time, maximum departure interval, shortest departure interval, maximum terminal stop time, shortest terminal stop time, peak operating mileage, operating mileage, empty trip for exiting and collecting vehicles, and driving mileage.

[0049] As a further solution of the present invention: the mixed plan in S801 is as follows:

[0050] S8011. Obtain the basic parameters of the two conventional lines, the first and last train times and operation service information of the two conventional lines;

[0051] S8012, determine whether the optimal shift scheduling is selected. If yes, the optimal shift scheduling plan for the conventional line is generated first. If no, the preset shift scheduling plan for two conventional lines is generated.

[0052] S8013, execute the vehicle reduction algorithm, and first detect whether the corresponding time periods of the two regular lines meet the maximum service departure interval. The execution process is as follows:

[0053] The following two conventional lines are referred to as AB lines. When it is determined that there is a service period that is not met, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process will continue to be executed in a cycle until the period service requirements are met, otherwise the addition and subtraction operation of the period will be cancelled;

[0054] If it is judged that there is no service period that does not meet the requirements, the two lines are checked for not meeting the passenger flow full load rate requirements. If there is a period that does not meet the passenger flow requirements, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process is continued in a cycle until the passenger flow full load rate requirements of the period are met, otherwise the addition and subtraction operation of the period is cancelled;

[0055] S8014. After two rounds of rotation, if there is no time period that does not meet the service and passenger flow requirements, the optimal and preset scheduling plans are generated as follows: If you choose to generate the schedule according to the optimal method, the rotation will continue until the addition and subtraction of vehicles cannot be performed, and the optimal scheduling mixed plan will be integrated and generated. If you choose to generate the schedule according to the preset method, the predicted scheduling mixed plan will be directly integrated and generated.

[0056] Compared with the prior art, the present invention has the following beneficial effects:

[0057] 1. The present invention is based on a mixed scheduling model of two conventional buses, and realizes dynamic planning response and precise capacity matching of passenger flows of two conventional lines in the region through a model algorithm, so that the capacity resources in the region are optimally allocated, and the operation efficiency of the two conventional lines is improved, and the problem of missing parking spaces caused by a bus line being blocked due to real-time traffic conditions and insufficient capacity is solved, thereby reducing the risk of missing parking spaces;

[0058] 2. Generate the relatively optimal scheduling model and application based on the evaluation to maximize the capacity of the mixed-train plan of the two conventional lines, fundamentally solve the problems of tight bus capacity or turnover, make the capacity resources of the two conventional lines more in line with needs, and reduce the operating costs of bus companies;

[0059] 3. Based on the analysis of mixed-train benefit indicators and the comparison of line operation service indicator parameters, enhance the integration and fit between the mixed-train scheduling plan and the actual production capacity resources, improve the line operation service level, and through the effective integration of the two conventional bus lines, reduce the full load rate of the carriages and increase the effective schedule utilization rate, thereby improving passenger satisfaction and enhancing the refined competitiveness of bus services. BRIEF DESCRIPTION OF THE DRAWINGS

[0060] Figure 1 It is a logic diagram of a scheduling model based on the mixed formation of two conventional buses and a scheduling model for evaluation;

[0061] Figure 2 This is a scheduling model based on the mixed operation of two conventional buses and a flowchart of scheduling in the evaluation process. DETAILED DESCRIPTION

[0062] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0063] See also Figures 1-2 In an embodiment of the present invention, a scheduling model based on the mixed formation of two conventional buses includes a data acquisition module, a data processing module, a logic module, a preset module and an execution module:

[0064] The data collection module is used to collect multi-source data information on passenger flow of two regular bus lines;

[0065] The data processing module is used to determine line attributes and service parameters, reduce trains and rearrange routes on two conventional lines, generate mixed pre-schedule schedules and analyze data;

[0066] The logic module is used to make logical judgments on reducing vehicles and rearranging them according to the data;

[0067] The preset module is used to bring in data to generate a scheduling model;

[0068] The execution module is used to execute the data in the shift scheduling model.

[0069] The steps to create a shift planning model are as follows:

[0070] S1. Data collection: The multi-source data information of passenger flow of two conventional bus lines is collected through the data collection module. Combined with the operation service attributes of the two conventional lines, the characteristics and evolution trend of the passenger flow of the two conventional bus lines are analyzed and predicted. The bus dynamic response dispatching system of the two conventional lines under the mixed formation mode is studied. According to the complexity and change law of bus passenger flow composition, the two conventional bus lines are mixed. The mixing content of the two conventional bus lines includes: sharing the terminal and different line directions; sharing the first station and the same line direction; sharing the last station and the same line direction; adjacent terminal stations and the same line direction; the same first and last stations and the same line direction; the first and last stations of the two lines are adjacent and the line directions are different;

[0071] S2, rule limitation: In the process of mixed scheduling, the industry service standards and operation service rules must be followed, and the rule limitation in S2 includes:

[0072] Departure stations: Two regular routes support multiple departure stations. The bus types include double shifts, single shifts, morning half shifts, evening half shifts, mid-shifts, and double shifts. Each shift has different full-distance and short-distance shifts.

[0073] Driver working hours: The driver's daily working hours cannot exceed the prescribed maximum operating hours, the daily driving time cannot exceed the maximum driving time, the current shift start time is later than the previous shift end time, and the current trip start time must be later than the previous trip end time;

[0074] Driver meal time configuration: Drivers must have a break between two consecutive shifts. During the meal time, additional stop time is allocated and drivers are given meals at the set meal time. The vehicle stops do not exceed the specified time threshold.

[0075] The shifts are kept uniform and continuous: the shifts are kept uniform and continuous, that is, the difference between the start time of the current vehicle in the direction of vehicle travel and the start time of the previous shift in the direction of vehicle travel is within a specified range, the scheduling plan meets the passenger service needs, and the shifts are reasonably configured according to the passenger flow;

[0076] Regular bus service is the priority, with passenger flow full load rate as a supplement: two regular buses should avoid uneven distribution of adding or removing vehicles. Within the scope of the stop time allowed, vehicles that were previously removed should be given priority, and the number of support vehicles should be controlled as much as possible;

[0077] The departure time of the first and last buses of regular buses is fixed: The departure time of the first and last buses of two regular buses is relatively fixed. The planned number of buses is allocated according to the operating service and passenger flow, and the actual departure time varies with the turnover. The interval between the original bus and the supporting bus is uniform and meets the departure standard. The departure interval between the original bus and the supporting bus is reasonably calculated based on the front and rear vehicles, and the departure is as uniform as possible and meets the departure standard.

[0078] Realize mixed scheduling and arranging for vehicles to be collected: vehicles are collected at the terminal where they leave to prevent empty trips from being collected. Under the premise of ensuring the minimum service standard, vehicles that exceed the transport capacity are arranged to be collected;

[0079] Scheduling short-line shifts and support shift generation: If there is discontinuity in passenger flow, consider issuing short-line shifts. According to the algorithm of adding or subtracting vehicles, the short-line shifts are triggered on the premise of using support shifts to ensure service standards;

[0080] Minimum stop time setting: Regular bus schedules generate tasks of short-line and interval tasks. When the departure station is the terminal, the minimum stop time must be met. For support schedules, the departure station is the terminal, and passenger flow needs are met on the premise of giving priority to meeting service requirements.

[0081] Operation and non-operation task configuration: When two conventional lines initiate operation support requests in both directions, the departure terminal of the operating sub-line is automatically matched according to the terminal of the non-operation sub-line, and the original schedule of the conventional line and the schedule of the support vehicle are evenly arranged, and a mixed scheduling plan for the two lines in both directions is automatically generated;

[0082] Departure terminal: Based on the algorithm for adding or subtracting vehicles during the whole day, the nearest departure terminal is obtained first, and the judgment of adding or subtracting vehicles is initiated, and the two-way rearrangement of the plans of the two regular lines is executed. On the premise of meeting the service standards, the terminal is prioritized for departure according to the direction of passenger flow and a mixed scheduling plan is generated to maintain the uniformity and continuity of regular and support shifts;

[0083] Positive and negative collection of support shifts: Calculated based on the turnaround time, when the support shift operation task is completed and the terminal station is collecting vehicles in the opposite direction from the entry terminal, the planned departure time or the operation U-turn station is calculated backwards, and the rescheduling method is adopted for positive collection;

[0084] The two bus lines are of regular type: the two regular lines are mixed to support the scheduling plan, and the attributes of the mixed scheduling lines A and B are both regular lines;

[0085] Mixed bidirectional scheduling of two conventional lines: The two conventional lines support each other. It is possible that the trains of line A will be operated on line B, and the trains of line B will be operated on line A. The scheduling plans of the two conventional lines are generated at the same time.

[0086] S3, basic data construction: The data processing module is used to configure line attributes and service parameters, reduce the number of vehicles on two conventional lines and rearrange them, and generate a mixed pre-schedule schedule. The content of line attributes and service parameter configuration includes: line start and end time, line station information, line station mileage, vehicle capacity, time period full load rate, time period maximum departure interval, time period minimum and maximum stop time;

[0087] The contents of reducing trains and rearranging the two regular routes include:

[0088] If the requirement of reducing the number of vehicles is not met: On the premise of maintaining the service standards of the two conventional lines’ schedule intervals, integrate the two conventional lines’ schedules to achieve the optimal schedule for the two conventional lines;

[0089] When the requirements for adding or reducing vehicles are met: obtain the passenger flow and turnover time of the two regular time periods respectively, give priority to meeting the maximum interval operation service standards of the two lines as a prerequisite, and then meet the requirements of the passenger flow full load rate of the two lines during the time periods, respectively detect the time periods that do not meet the maximum departure interval of the two regular lines, and for the time periods that do not meet the service requirements, select the earliest time period, add vehicles in this time period, obtain the time period for adding vehicles, and reduce vehicles in the corresponding time period of the other line. After adding and reducing vehicles in the same time period, after two-way rearrangement, determine whether there is a time period that does not meet the requirements of the maximum service interval and passenger flow full load rate. If so, continue to rotate until the time period that meets the requirements is reached. Finally, integrate and generate the preset scheduling plan for the two regular lines according to the preset number of vehicles. If it is the optimal scheduling, re-check whether the two regular lines meet the requirements for reducing vehicles due to service and passenger flow. If so, continue to rotate until there is no time period for adding or reducing vehicles, reintegrate and generate the optimal scheduling plan for the two regular lines, and complete the mixed plan;

[0090] The contents of the mixed pre-scheduling schedule include: processing the plan of adding and subtracting vehicles during the periods of the day when the two conventional lines are allowed to reduce vehicles, making full use of the optimal capacity arrangement of adding and subtracting flights of the two conventional lines during the whole period, obtaining the passenger flow and turnover time of the two conventional lines during the period, generating the schedule of the two conventional lines respectively, and using the vehicle reduction algorithm model to meet the service standards of the period and the service criteria of the passenger flow full load rate during the period, executing the optimal solution of adding and subtracting wheels of the two lines and generating and integrating the mixed plan of the two conventional lines;

[0091] S4, optimal mixed scheduling generation logic: The optimal scheduling plan is generated by obtaining the passenger flow and turnaround time of the two conventional lines during the period and the operating service standards through the logic module. According to the period service standards and period passenger flow, combined with the algorithm model of adding and removing vehicles, the optimal mixed scheduling plan of the two conventional lines is automatically generated. The steps for generating the optimal scheduling plan are as follows:

[0092] Generate the optimal scheduling plan for the two routes according to the optimal scheduling algorithm, obtain the optimal number of vehicles, reduce vehicles in both directions and reschedule, give priority to converting double-shift vehicles, convert double-shift vehicles to single-shift vehicles, and reschedule using the preset scheduling process, then reduce single-shift vehicles and reschedule using the preset scheduling process. If the scheduling plan after reducing vehicles can still meet the maximum departure interval standard of the line and meet the line full load rate requirements, the vehicle reduction is successful, and repeat the above steps to continue reducing vehicles. If the scheduling plan after reducing vehicles cannot meet the requirements, cancel the current vehicle reduction;

[0093] S5. Preset mixed scheduling generation logic: Generate preset scheduling plans for two regular lines through the preset module according to the optimal scheduling algorithm, and add or reduce vehicles according to requirements. The specific contents of adding or reducing vehicles are as follows: Prioritize checking the maximum departure interval of the two lines. If it cannot meet the maximum departure interval of the line, the terminal station that allows adding vehicles will add vehicles during this period, and the terminal station that allows reducing vehicles will reduce vehicles during the corresponding period of the other line. When there are multiple vehicles to be reduced, within the range allowed by the stop period, give priority to the vehicles that were previously reduced, and try to reduce the number of supporting vehicles. After adding or reducing vehicles, check whether the departure interval of the added line in the added period is improved, and whether the departure interval of the reduced line in the reduced period meets the maximum departure interval requirement. If both are satisfied, the support for this period is successful, and repeat the above steps. If not, the support for this period fails, and the operation of adding and subtracting vehicles is rolled back. The above steps are repeated to check the full load rate requirements of the two lines. The full load rate of the period is greater than the user configuration. The logic of adding vehicles allows the terminal to add vehicles during this period, and allows the terminal to reduce vehicles during the corresponding period of the other line. When there are multiple vehicles to be reduced, within the range allowed by the stop period, the vehicles that were previously reduced are given priority to reduce the number of supporting vehicles. After adding and subtracting vehicles, check whether the full load rate of the line that adds vehicles is improved during the period of adding vehicles, whether the departure interval of the line that reduces vehicles during the period of reducing vehicles meets the maximum departure interval requirement and whether it meets the full load rate requirement. If all are met, the support for this period is successful, and the above steps are repeated. If not, the support for this period fails, and the operation of adding and subtracting vehicles is rolled back. The above steps are repeated.

[0094] An evaluation method for a scheduling model based on two conventional buses is as follows:

[0095] S801, shift plan generation: According to the shift plan model, the mixed arrangement of the two conventional lines and the shift addition and subtraction are integrated to generate a mixed arrangement plan for the two conventional lines. The mixed arrangement plan is as follows:

[0096] S8011. Obtain the basic parameters of the two conventional lines, the first and last train times and operation service information of the two conventional lines;

[0097] S8012, determine whether the optimal shift scheduling is selected. If yes, the optimal shift scheduling plan for the conventional line is generated first. If no, the preset shift scheduling plan for two conventional lines is generated.

[0098] S8013, execute the vehicle reduction algorithm, and first detect whether the corresponding time periods of the two regular lines meet the maximum service departure interval. The execution process is as follows:

[0099] The following two conventional lines are referred to as AB lines. When it is determined that there is a service period that is not met, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process will continue to be executed in a cycle until the period service requirements are met, otherwise the addition and subtraction operation of the period will be cancelled;

[0100] If it is judged that there is no service period that does not meet the requirements, the two lines are checked for not meeting the passenger flow full load rate requirements. If there is a period that does not meet the passenger flow requirements, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process is continued in a cycle until the passenger flow full load rate requirements of the period are met, otherwise the addition and subtraction operation of the period is cancelled;

[0101] S8014. After the second round of rotation, if there is no time period that does not meet the service and passenger flow requirements, the optimal and preset shift schedules are generated as follows: if the optimal shift schedule is selected, the rotation will continue until the addition and subtraction of vehicles cannot be performed, and the optimal shift mixed plan will be integrated and generated; if the preset shift schedule is selected, the predicted shift mixed plan will be directly integrated and generated;

[0102] S802, support shift arrangement: During the mixed shift generation process of the two conventional lines, the departure plan is automatically generated according to the turnaround time of the different driving directions of the line during the start and end periods of the line operation. The up and down lines are mixed and scheduled according to the time period by adding and subtracting vehicles. For example, if the line starts operating from 6:30 to 23:00, the full-time operation service interval and passenger flow load rate requirements of the line are obtained at a granularity of half an hour. Under the condition of meeting the two-way operation service parameters, the number of shifts is increased or decreased as needed to obtain better service guarantee needs. If the The support shifts generated by mixed scheduling will be arranged in the corresponding time period for encryption processing. For example, 3 shifts will be dispatched from 07:00 to 07:30 to support 1 shift, and 2 shifts will be dispatched from 07:30 to 08:00 to support 1 shift. The departure schedule will be 07:00, 07:06, 07:12, 07:24, 07:36, 07:48, 8:00, and so on, until all the schedule positions are arranged in the support plan. According to the mixed scheduling model, the encrypted rearrangement and sparse rearrangement of the two-way addition and subtraction shifts can be realized to maximize the application and arrangement of the support shifts.

[0103] S803, mixed vehicle arrangement: according to the generated mixed vehicle scheduling plan, priority is given to using the support shifts to insert and reschedule, and the opposite arrival plan is to reduce vehicles and reschedule. For the first round of opposite arrival vehicles, if the opposite vehicles cannot depart on time, priority is given to arranging the support vehicles to execute the shifts. For example: the A vehicle departs at 06:00 for the upbound trip, takes 55 minutes for the whole trip, and the minimum stop time is 5 minutes. Then the earliest departure time of the A vehicle for the downbound trip is 07:00. The B vehicle departs at 06:10 for the upbound trip, takes 55 minutes for the whole trip, and the minimum stop time is 5 minutes. Then the earliest departure time of the B vehicle for the downbound trip is 07:10. If the downbound departure schedule is 07:05, 07:12, and 07:19, the 07:05 downbound trip is executed by the A vehicle, the 07:12 trip is executed by the B vehicle, and the 07:19 trip needs to be executed by the support vehicle C.

[0104] S804, short-line U-turn point arrangement: When multiple U-turn points are selected, that is, there are multiple U-turn points, the station with a full load rate of less than 30% for 5 consecutive stations behind the high-section station can be searched, and the nearest U-turn point can be searched from the front to the back after the first station L with a full load rate less than 30%. If no U-turn point can be found, the nearest U-turn point is searched from the back to the front at the L station. If the full load rate of less than 30% for 5 consecutive stations cannot be found after the high section, the farthest U-turn point is selected;

[0105] S805, mixed scheduling screening: It can be seen from the mixed scheduling model of the two conventional lines that some parameters are dynamic parameters. Different configurations of operation service parameters will have different impacts on the mixed scheduling results. According to the actual production and operation needs of the conventional lines, through optimization and adjustment of parameter combinations, bidirectional rearrangement, screening, shift addition and subtraction, and uniform integration, a mixed scheduling plan evaluation that meets the requirements of the two conventional lines can be generated. Based on the evaluation, a relatively optimal scheduling model and application can be generated to maximize the capacity of the mixed scheduling plan of the two conventional lines.

[0106] S806, mixed scheduling evaluation: In view of the calculation results of the mixed scheduling model of the above two conventional lines, the rationality and executability of the mixed scheduling model are evaluated before and after the mixed scheduling plan, and the degree of consistency between service and passenger flow demand is considered, and evaluated from various operating indicators. If the full load rate of the departure schedule is too high and the carriage is crowded, the passenger service experience will be poor. If the departure speed is slow, the passenger service quality will be poor and the passenger flow loss will be large. Therefore, the mixed scheduling goal of the two conventional lines is: Under the condition of meeting passenger needs, the service and passenger flow of the two lines are used as the criterion as much as possible, and the algorithm of adding and subtracting vehicles is deeply integrated into the two related conventional lines, so as to reasonably meet the service standards and full load rate of the time period as much as possible. , make full use of the two-way capacity demand of the two conventional lines, so that under specific service and passenger flow conditions, the optimal mixed scheduling plan can be generated, and the optimal capacity resources can be used to meet the two-way operation fit of the two conventional lines. The quality of bus operation services can be improved through supporting flights, so that the capacity of the two conventional lines can be effectively and deeply integrated. In the current bus passenger flow situation, in view of the small number of daily off-peak passenger flows and low full load rates, through mutual support of vehicle resources, the capacity investment can be reduced to the greatest extent, and the effective flight utilization during peak hours can be met, which fundamentally solves the problems of tight bus capacity or turnover, making the capacity resources of the two conventional lines more in line with production needs, thereby further reducing the operating costs of bus companies;

[0107] To evaluate the rationality of mixed-shift scheduling, we must first consider the social benefits and the economic benefits of the enterprise. The social benefits mainly refer to the quality of passenger service, such as the waiting time of passengers, the passenger load rate of the carriage, that is, the comfort of riding, the bus turnover efficiency, the frequency of departure, and the line capacity. In addition, this evaluation is mainly reflected in the benefit income. The enterprise income includes the card swiping income and the financial subsidy income. In addition to the social and economic benefits, the line service standards need to be considered to further evaluate the rationality and feasibility of its scheduling. For example, the vehicle cannot be disconnected, the departure should be as even as possible, and the stop rate should not be too high. The evaluation of mixed-shift scheduling mainly considers three aspects:

[0108] S8061. Passenger service quality: The evaluation of passenger service indicators before and after mixed support includes: the number of supporting flights, the number of supported flights, the number of passengers on supporting flights, the number of passengers on non-supporting flights, the total number of passengers on flights throughout the day, the passenger flow on high-section flights throughout the day, the average stop time, the average one-way time, the average departure interval, and the average vehicle load factor;

[0109] S8062. Enterprise economic benefits: The economic benefit indicators before and after mixed support include: number of vehicles, number of drivers, total passenger volume, total number of shifts, total income, daily income of working vehicles, daily income of operating vehicles, total passenger mileage, daily passenger mileage of vehicles, passenger volume of vehicle shifts, passenger volume of vehicles per kilometer, income per thousand kilometers, and income per thousand vehicle passenger kilometers;

[0110] S8063. Dispatching feasibility: The evaluation of operational service indicators before and after mixed support includes: number of assigned vehicles, high-section passenger flow, driving time, operating time, labor productivity, punctuality, number of departures, number of short-line departures, departure interval, peak train ratio, full load rate, terminal stop time, passenger volume, average passenger flow per vehicle, station passenger flow, average driver working hours, vehicle with the longest total driving time and its time, vehicle with the shortest total driving time and its time, maximum departure interval, shortest departure interval, maximum terminal stop time, shortest terminal stop time, peak operating mileage, operating mileage, empty trip at the exit and collection, and driving mileage. For example, if the full load rate of the departure is too high and the carriage is crowded, the passenger service experience will be poor; if the departure speed is slow, the passenger service quality will be poor and passenger loss will be large. Through service The comparison of service indicator parameter evaluation can reflect to a greater extent that the two-way mixed integration of two conventional bus lines can more accurately invest in planned capacity and improve the effective frequency. According to the passenger flow of conventional bus lines and the driving plans of the two conventional lines, the departure interval, the minimum number of departures and the vehicle load rate per unit time in each peak period will be determined. The departure interval and the vehicle load rate will be used as the line service attributes, and according to the departure constraints and parameter standards, a mixed scheduling plan that meets the actual needs of the bus company will be formulated, which will not only ensure the service system standards of the bus company, but also maximize the operating efficiency of the bus company. Through the two-way support plan of the two conventional lines, the comfort of the passenger compartment can be greatly improved, thereby increasing the operating efficiency and departure speed of the time period, and at the same time, effectively improving the quality of operational services.

[0111] In order to facilitate the evaluation of the operation effect of the mixed line, the passenger service quality is converted into the line operation cost. Therefore, we can evaluate whether the scheduling before and after the mixed is reasonable by comparing the line operation service indicators. This paper constructs the mixed line evaluation method based on the three dimensions of passenger service cost, enterprise income cost and operation production cost; Passenger cost: refers to the economic loss caused by passengers waiting for the bus, including: customer service complaints, passenger return visits, and production guidance; Enterprise income: includes enterprise card swiping income and financial subsidy income; In summary, the total benefit of the line before and after the mixed = enterprise income - passenger cost;

[0112] Total cost = passenger cost + enterprise cost

[0113] Passenger cost calculation method

[0114] Upward passenger costs:

[0115]

[0116] Downstream passenger costs:

[0117]

[0118] Enterprise operating costs include operating costs, financial investment costs, and ticket revenue. Since empty mileage is not included in the subsidy scope, operating costs include passenger operating costs and empty mileage operating costs.

[0119] Upstream enterprise operating costs:

[0120]

[0121] Downside enterprise operating costs:

[0122]

[0123] Empty trips need to include empty trip costs. Empty trips cannot obtain financial operating subsidies. Empty trip costs are vehicle operating costs:

[0124]

[0125] Total enterprise cost = upstream enterprise operating cost + downstream enterprise operating cost + idle cost, that is:

[0126]

[0127] Integrating the model constraints and objective function, the final model is as follows:

[0128]

[0129]

[0130] T min <t i -t i-1 <T max (i=2,3,4……,n)

[0131] α and β are weight coefficients, α+β=1, generally α=0.5, β=0.5, T min Minimum departure interval, T max Maximum departure interval, u represents uplink, d represents downlink, t uirepresents the departure time of the i-th train in the upward direction; t di Indicates the departure time t' of the i-th train in the downlink direction; t' indicates the length of the time period, such as 30 minutes, then 12 indicates 6:00 and 13 indicates 6:30; Indicates the upstream s ui Passenger flow during the period; ui Table: The time period number of the departure time of the i-th bus in the upper row, s = {0, 1, 2, 3, 4, 5....., 47}, Indicates that the waiting time is half of the departure interval, n indicates the number of all trips in one direction per day, m indicates the number of stops in one direction; o indicates the maximum capacity of the vehicle, represents the passenger flow of station j during period s, L ui represents the mileage of the i-th upward trip, u e Unit cost of enterprise operation, u s Subsidy income of enterprise units, unit: yuan / km, p represents the route fare, generally two yuan; q us represents the passenger flow during the uplink period, L h represents the mileage of the kth empty trip.

[0132] It will be apparent to those skilled in the art that the invention is not limited to the details of the exemplary embodiments described above and that the invention can be implemented in other specific forms without departing from the spirit or essential features of the invention. Therefore, the embodiments should be considered exemplary and non-limiting in all respects, and the scope of the invention is defined by the appended claims rather than the foregoing description, and it is intended that all variations falling within the meaning and scope of the equivalent elements of the claims be included in the invention. Any reference numeral in a claim should not be considered as limiting the claim to which it relates.

[0133] In addition, it should be understood that although the present specification is described according to implementation modes, not every implementation mode contains only one independent technical solution. This description of the specification is only for the sake of clarity. Those skilled in the art should regard the specification as a whole. The technical solutions in each embodiment may also be appropriately combined to form other implementation modes that can be understood by those skilled in the art.

Claims

1. A scheduling model based on the mixed formation of two conventional buses, comprising a data acquisition module, a data processing module, a logic module, a preset module and an execution module, characterized in that: The data collection module is used to collect multi-source data information on passenger flow of two regular bus lines; The data processing module is used to determine line attributes and service parameters, reduce trains and rearrange routes on two conventional lines, generate mixed pre-schedule schedules and analyze data; The logic module is used to make logical judgments on reducing vehicles and rearranging them according to the data; The preset module is used to bring in data to generate a scheduling model; The execution module is used to execute the data in the shift scheduling model.

2. A scheduling model based on the mixed formation of two conventional buses according to claim 1, characterized in that: The steps for making the shift scheduling model are as follows: S1. Data collection: The data collection module collects multi-source data information on passenger flow of the two conventional bus lines, and analyzes and predicts the characteristics and evolution trend of passenger flow of the two conventional bus lines in combination with the operation service attributes of the two conventional lines. The dynamic response dispatching system of the bus under the mixed formation mode of the two conventional lines is studied. In view of the complexity and change law of bus passenger flow composition, the mixed formation of the two conventional bus lines is carried out; S2. Rule limitation: The mixed-shift generation process must comply with industry service standards and operational service rules, and rule limitation is performed; S3, basic data construction: configure route attributes and service parameters through the data processing module, reduce trains and rearrange the two conventional routes, and generate a mixed pre-schedule schedule; S4, optimal mixed-shift scheduling generation logic: The optimal scheduling plan is generated by obtaining the passenger flow and turnaround time of the two conventional lines during each period and the operating service standards through the logic module. Based on the service standards and passenger flow during each period, combined with the algorithm model of adding and removing vehicles, the optimal mixed-shift schedule for the two conventional lines is automatically generated respectively; S5. Preset mixed shift generation logic: Generate preset shift plans for two regular routes through the preset module according to the optimal scheduling algorithm, and add or reduce vehicles as required.

3. A scheduling model based on the mixed formation of two conventional buses according to claim 2, characterized in that: The mixed contents of the two regular bus lines in S1 include: sharing a common terminal and different line directions; sharing a common first station and the same line direction; sharing a common last station and the same line direction; adjacent terminals and the same line direction; the same first and last stations and the same line direction; the first and last stations of the two lines are adjacent and the line directions are different.

4. A scheduling model based on the mixed formation of two conventional buses according to claim 2, characterized in that: The rules in S2 include: Departure stations: Two regular routes support multiple departure stations. The bus types include double shifts, single shifts, morning half shifts, evening half shifts, mid-shifts, and double shifts. Each shift has different full-distance and short-distance shifts. Driver working hours: The driver's daily working hours cannot exceed the prescribed maximum operating hours, the daily driving time cannot exceed the maximum driving time, the current shift start time is later than the previous shift end time, and the current trip start time must be later than the previous trip end time; Driver meal time configuration: Drivers must have a break between two consecutive shifts. During the meal time, additional stop time is allocated and drivers are given meals at the set meal time. The vehicle stops do not exceed the specified time threshold. The shifts are kept uniform and continuous: the shifts are kept uniform and continuous, that is, the difference between the start time of the current vehicle in the direction of vehicle travel and the start time of the previous shift in the direction of vehicle travel is within a specified range, the scheduling plan meets the passenger service needs, and the shifts are reasonably configured according to the passenger flow; Regular bus service is the priority, with passenger flow full load rate as a supplement: two regular buses should avoid uneven distribution of adding or removing vehicles. Within the scope of the stop time allowed, vehicles that were previously removed should be given priority, and the number of support vehicles should be controlled as much as possible; The departure time of the first and last buses of regular buses is fixed: The departure time of the first and last buses of two regular buses is relatively fixed. The planned number of buses is allocated according to the operating service and passenger flow, and the actual departure time varies with the turnover. The interval between the original bus and the supporting bus is uniform and meets the departure standard. The departure interval between the original bus and the supporting bus is reasonably calculated based on the front and rear vehicles, and the departure is as uniform as possible and meets the departure standard. Realize mixed scheduling and arranging for vehicles to be collected: vehicles are collected at the terminal where they leave to prevent empty trips from being collected. Under the premise of ensuring the minimum service standard, vehicles that exceed the transport capacity are arranged to be collected; Scheduling short-line shifts and support shift generation: If there is discontinuity in passenger flow, consider issuing short-line shifts. According to the algorithm of adding or subtracting vehicles, the short-line shifts are triggered on the premise of using support shifts to ensure service standards; Minimum stop time setting: Regular bus schedules generate tasks of short-line and interval tasks. When the departure station is the terminal, the minimum stop time must be met. For support schedules, the departure station is the terminal, and passenger flow needs are met on the premise of giving priority to meeting service requirements. Operation and non-operation task configuration: When two conventional lines initiate operation support requests in both directions, the departure terminal of the operating sub-line is automatically matched according to the terminal of the non-operation sub-line, and the original schedule of the conventional line and the schedule of the support vehicle are evenly arranged, and a mixed scheduling plan for the two lines in both directions is automatically generated; Departure terminal: Based on the algorithm for adding or subtracting vehicles during the whole day, the nearest departure terminal is obtained first, and the judgment of adding or subtracting vehicles is initiated, and the two-way rearrangement of the plans of the two regular lines is executed. On the premise of meeting the service standards, the terminal is prioritized for departure according to the direction of passenger flow and a mixed scheduling plan is generated to maintain the uniformity and continuity of regular and support shifts; Positive and negative collection of support shifts: Calculated based on the turnaround time, when the support shift operation task is completed and the terminal station is collecting vehicles in the opposite direction from the entry terminal, the planned departure time or the operation U-turn station is calculated backwards, and the rescheduling method is adopted for positive collection; The two bus lines are of regular type: the two regular lines are mixed to support the scheduling plan, and the attributes of the mixed scheduling lines A and B are both regular lines; Mixed bidirectional scheduling of two conventional lines: The two conventional lines are in a mutually supportive relationship. It is possible that the trains of Line A will be operated on Line B, and the trains of Line B will be operated on Line A. Scheduling plans are generated for the two conventional lines at the same time.

5. The scheduling model based on the mixed formation of two conventional buses according to claim 2 is characterized in that: The content of the route attributes and service parameter configuration in S3 includes: route start and end time, route station information, route station mileage, vehicle capacity, time period full load rate, time period maximum departure interval, time period minimum and maximum stop time; The contents of reducing trains and rearranging the two conventional routes include: If the requirement of reducing the number of vehicles is not met: On the premise of maintaining the service standards of the two conventional lines’ schedule intervals, integrate the two conventional lines’ schedules to achieve the optimal schedule for the two conventional lines; When the requirements for adding or reducing vehicles are met: obtain the passenger flow and turnover time of the two regular time periods respectively, give priority to meeting the maximum interval operation service standards of the two lines as a prerequisite, and then meet the requirements of the passenger flow full load rate of the two lines during the time periods, respectively detect the time periods that do not meet the maximum departure interval of the two regular lines, and for the time periods that do not meet the service requirements, select the earliest time period, add vehicles in this time period, obtain the time period for adding vehicles, and reduce vehicles in the corresponding time period of the other line. After adding and reducing vehicles in the same time period, after two-way rearrangement, determine whether there is a time period that does not meet the requirements of the maximum service interval and passenger flow full load rate. If so, continue to rotate until the time period that meets the requirements is reached. Finally, integrate and generate the preset scheduling plan for the two regular lines according to the preset number of vehicles. If it is the optimal scheduling, re-check whether the two regular lines meet the requirements for reducing vehicles due to service and passenger flow. If so, continue to rotate until there is no time period for adding or reducing vehicles, reintegrate and generate the optimal scheduling plan for the two regular lines, and complete the mixed plan; The contents of the mixed pre-scheduling plan include: adding and subtracting vehicles and rearranging the plan for the two conventional lines during the whole day when vehicle reduction is allowed, making full use of the optimal capacity scheduling of adding and subtracting shifts of the two conventional lines during the whole period, obtaining the passenger flow and turnover time of the two conventional lines during the period, generating the scheduling timetables for the two conventional lines respectively, and using the vehicle reduction algorithm model to meet the service standards of the period and the passenger load rate of the period as the service criteria, executing the optimal solution of adding and subtracting wheels on both lines and in both directions, and generating and integrating the mixed plan of the two conventional lines.

6. A scheduling model based on the mixed formation of two conventional buses according to claim 2, characterized in that: The specific contents of adding and removing vehicles in S5 are as follows: first check the maximum departure interval of the two lines. If the maximum departure interval of the lines cannot be met, add vehicles at the terminal that is allowed to add vehicles during this period, and remove vehicles at the terminal that is allowed to remove vehicles during the corresponding period of the other line. When there are multiple vehicles to be removed, give priority to the vehicles that were previously removed within the range allowed by the stop period, and try to reduce the number of supporting vehicles. After adding and removing vehicles, check whether the departure interval of the added line in the added period is improved, and whether the departure interval of the removed line in the removed period meets the maximum departure interval requirement. If both are met, the support for this period is successful, and the above steps are repeated. If not, the support for this period fails, and the operation of adding and removing vehicles is rolled back, and the above steps are repeated. In the above steps, the full load rate requirements of the two lines are checked. If the full load rate of the time period is greater than the user configuration, the logic of adding vehicles allows the terminal to add vehicles in this time period, and allows the terminal to reduce vehicles in the corresponding time period of the other line. When there are multiple vehicles to be reduced, within the range allowed by the stop period, the vehicles that were previously reduced are given priority to reduce the number of supporting vehicles. After adding and reducing vehicles, check whether the full load rate of the added line in the added period is improved, whether the departure interval of the reduced line in the reduced period meets the maximum departure interval requirement and whether it meets the full load rate requirement. If all are met, the support for this period is successful, and the above steps are repeated. If not, the support for this period fails, the operation of adding and reducing vehicles is rolled back, and the above steps are repeated.

7. An evaluation method for a scheduling model based on a mixed formation of two conventional buses according to any one of claims 1 to 6, characterized in that: Here are the steps: S801, shift scheduling generation: according to the shift scheduling model, the mixed scheduling of the two conventional lines and the shift addition and subtraction are integrated to generate a mixed scheduling plan for the two conventional lines; S802, support shift arrangement: During the generation of mixed shifts for the two conventional lines, the departure plan is automatically generated according to the turnaround time of different travel directions during the line operation start and end periods, and the mixed shifts for the up and down directions are arranged according to the time periods using the algorithm of adding and subtracting vehicles; S803, mixed vehicle arrangement: according to the generated mixed shift trailer plan, priority is given to using the support shift to insert and reschedule, and the opposite arrival plan is to reduce vehicles and reschedule. For the first round of opposite arrival vehicles, if the opposite vehicles cannot be dispatched on time, priority is given to arranging the support vehicles to execute this shift; S804, short-line U-turn point arrangement: When multiple U-turn points are selected, that is, there are multiple U-turn points, the station with a full load rate of less than 30% for 5 consecutive stations behind the high-section station can be searched, and the nearest U-turn point can be searched from the front to the back after the first station L with a full load rate less than 30%. If no U-turn point can be found, the nearest U-turn point is searched from the back to the front at the L station. If the full load rate of less than 30% for 5 consecutive stations cannot be found after the high section, the farthest U-turn point is selected; S805, mixed scheduling screening: It can be seen from the mixed scheduling model of the two conventional lines that some parameters are dynamic parameters. Different configurations of operation service parameters will have different impacts on the mixed scheduling results. According to the actual production and operation needs of the conventional lines, through optimization and adjustment of parameter combinations, bidirectional rearrangement, screening, shift addition and subtraction, and uniform integration, a mixed scheduling plan evaluation that meets the requirements of the two conventional lines can be generated. Based on the evaluation, a relatively optimal scheduling model and application can be generated to maximize the capacity of the mixed scheduling plan of the two conventional lines. S806, Mixed scheduling evaluation: Based on the calculation results of the mixed scheduling model of the above two conventional lines, the rationality and feasibility of the mixed scheduling model are evaluated before and after the mixed scheduling plan, and the consistency between service and passenger flow demand is considered, and the evaluation is conducted based on various operating indicators. The evaluation of mixed scheduling is mainly considered from three aspects: S8061. Passenger service quality: The evaluation of passenger service indicators before and after mixed support includes: the number of supporting flights, the number of supported flights, the number of passengers on supporting flights, the number of passengers on non-supporting flights, the total number of passengers on flights throughout the day, the passenger flow on high-section flights throughout the day, the average stop time, the average one-way time, the average departure interval, and the average vehicle load factor; S8062. Enterprise economic benefits: The economic benefit indicators before and after mixed support include: number of vehicles, number of drivers, total passenger volume, total number of shifts, total income, daily income of working vehicles, daily income of operating vehicles, total passenger mileage, daily passenger mileage of vehicles, passenger volume of vehicle shifts, passenger volume of vehicles per kilometer, income per thousand kilometers, and income per thousand vehicle passenger kilometers; S8063. Dispatching feasibility: The evaluation of operational service indicators before and after mixed support includes: number of assigned vehicles, high-section passenger flow, driving time, operating time, labor productivity, punctuality rate, number of departures, number of short-line departures, departure intervals, peak vehicle ratio, full load rate, terminal stop time, passenger volume, average passenger flow per vehicle, station passenger flow, average driver working hours, vehicle with the longest total driving time and its time, vehicle with the shortest total driving time and its time, maximum departure interval, shortest departure interval, maximum terminal stop time, shortest terminal stop time, peak operating mileage, operating mileage, empty trip for exiting and collecting vehicles, and driving mileage.

8. The evaluation method of the scheduling model based on the mixed formation of two conventional buses according to claim 7 is characterized in that: The method of the mixed plan in S801 is as follows: S8011. Obtain the basic parameters of the two conventional lines, the first and last train times of the two conventional lines, and the operation service information; S8012, determine whether the optimal shift scheduling is selected. If yes, the optimal shift scheduling plan for the conventional line is generated first. If no, the preset shift scheduling plan for two conventional lines is generated. S8013, execute the vehicle reduction algorithm, and first detect whether the corresponding time periods of the two regular lines meet the maximum service departure interval. The execution process is as follows: The following two conventional lines are referred to as AB lines. When it is determined that there is a service period that is not met, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process will continue to be executed in a cycle until the period service requirements are met, otherwise the addition and subtraction operation of the period will be cancelled; If it is judged that there is no service period that does not meet the requirements, the two lines are checked for not meeting the passenger flow full load rate requirements. If there is a period that does not meet the passenger flow requirements, the AB line addition and subtraction operation rescheduling plan is executed. If the rescheduling meets the period requirements after adding and subtracting vehicles, the addition and subtraction execution process is continued in a cycle until the passenger flow full load rate requirements of the period are met, otherwise the addition and subtraction operation of the period is cancelled; S8014. After two rounds of rotation, if there is no time period that does not meet the service and passenger flow requirements, the optimal and preset scheduling plans are generated as follows: If you choose to generate the schedule according to the optimal method, the rotation will continue until the addition and subtraction of vehicles cannot be performed, and the optimal scheduling mixed plan will be integrated and generated. If you choose to generate the schedule according to the preset method, the predicted scheduling mixed plan will be directly integrated and generated.

Images