Rail transit cargo combined transport path planning method, device and equipment

Abstract

The invention provides a path planning method, device and equipment for rail transit cargo combined transport, and relates to the technical field of path planning, and the method comprises the steps: determining a target rail transit network based on rail transit station data; for each station in a target rail transit network, based on passenger flow load factor data corresponding to all initial paths from the station to the target station, determining a plurality of target paths from the station to the target station from all the initial paths; the target station is any station except the station in the target rail transit network; and based on the plurality of target paths corresponding to each station, determining a target optimal path of the cargo combined transport starting point traversing each cargo combined transport distribution point. According to the technical scheme, the imbalance of the rail transit passenger flow is considered, the actual situation is better met, and therefore rail transit cargo combined transportation can be implemented according to the target optimal path under the condition that the passenger flow requirement is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of path planning, and in particular to a path planning method, device and equipment for rail transit freight intermodal transport. Background Art

[0002] Although road freight can achieve rapid transfer of goods, it is difficult to enter and exit the core area of ​​the city during peak hours due to the impact of road overload and overload transportation and urban truck restrictions. Urban rail transit is the "capillaries" of the national trunk railway. Compared with road freight, it is not affected by overload and traffic restrictions. Therefore, exploring the use of surplus capacity of high-speed railways and urban rail transit to carry out high-value-added express cargo transfer is important for further leveraging the capacity of national high-speed railways and urban rail transit.

[0003] As a new type of logistics mode, freight transport of rail transit (such as freight transport between high-speed rail and subway) has not yet formed a complete operation organization optimization system. The existing path planning methods basically do not consider the imbalance of rail transit passenger flow and fail to combine with the actual situation of rail transit intermodal transport, making it difficult to truly apply while ensuring passenger flow demand.

[0004] Therefore, there is an urgent need for a path planning method for rail transit freight intermodal transport to solve the above problems. Summary of the invention

[0005] The present invention provides a path planning method, device and equipment for rail transit freight intermodal transport, which is used to solve the defects of the prior art that the imbalance of rail transit passenger flow is not taken into account, the actual situation of rail transit intermodal transport is not combined, and it is difficult to be truly applicable while ensuring passenger flow demand. The technical solution of the present invention takes into account the imbalance of rail transit passenger flow, is more in line with the actual situation, and can obtain the target optimal path suitable for the actual situation.

[0006] The present invention provides a path planning method for rail transit freight intermodal transport, comprising the following steps.

[0007] Determine the target rail transit network based on rail transit station data; For each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths; the target station is any station in the target rail transit network except the station; Based on the multiple target paths corresponding to the respective sites, a target optimal path is determined which traverses the various intermodal delivery points from the starting point of the intermodal transport.

[0008] According to a rail transit freight intermodal route planning method provided by the present invention, the rail transit station data includes station location data, station attribute data and inter-station distance data; The determining of the target rail transit network based on the rail transit station data includes: constructing an initial rail transit network based on the station location data and the inter-station distance data; The initial rail transit network is simplified based on the station attribute data to determine the target rail transit network.

[0009] According to a method for rail transit freight intermodal transport path planning provided by the present invention, the method of simplifying the initial rail transit network based on the site attribute data and determining the target rail transit network includes: Traversing each rail line in the initial rail transit network, and based on the station attribute data, eliminating stations in each rail line whose station attributes are ordinary terminal stations and non-transfer stations, to determine the target rail transit network; Among them, the ordinary terminal station is a station that is only connected to one other station and is not a preset special station; the non-transfer station is a station that belongs to only one rail line and is not a preset special station. The preset special station at least includes the freight intermodal starting point and each of the freight intermodal distribution points.

[0010] According to a rail transit freight intermodal transport path planning method provided by the present invention, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths, including: Determine the shortest initial path from the site to the target site as the shortest path, and determine a first threshold based on the number of sites along the shortest path; Eliminate the initial paths whose corresponding number of stations is greater than the first threshold value from all the initial paths, and determine the remaining initial paths as the first paths; Eliminate the first paths whose corresponding transfer times are greater than a second threshold value from all the first paths, and determine the remaining first paths as second paths; The second paths whose corresponding passenger flow full load factor data is greater than a third threshold value are eliminated from all the second paths, and the remaining second paths are determined as the multiple target paths.

[0011] According to a rail transit freight intermodal route planning method provided by the present invention, the target optimal route of determining the freight intermodal starting point traversing each freight intermodal delivery point based on multiple target routes corresponding to each station includes: For each of the sites, determining a first target cost of each of the plurality of target paths corresponding to the site, and determining the target path with the smallest first target cost as the optimal cost path from the site to the target site; Based on the optimal cost paths from each of the stations to the target station, an improved ant colony algorithm is used to perform iterative calculations to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points; The number of ants in the improved ant colony algorithm, as well as the pheromone factor, heuristic function factor, pheromone volatilization factor and pheromone constant corresponding to the improved ant colony algorithm are all determined by the particle swarm algorithm.

[0012] According to a rail transit freight intermodal transport path planning method provided by the present invention, the determining of the first target cost of each of the multiple target paths corresponding to the station includes: For each of the target paths among the multiple target paths corresponding to the site, under preset constraints, respectively determine the fixed operating cost, transportation cost and time cost of the target path; The first target cost of the target path is determined based on the fixed operating cost, the transportation cost, and the time cost.

[0013] According to a method for rail transit freight intermodal route planning provided by the present invention, based on the optimal cost path from each station to the target station, an improved ant colony algorithm is used for iterative calculation to determine the target optimal path of the freight intermodal starting point traversing each freight intermodal delivery point, including: In each iterative operation round, for each ant in the improved ant colony algorithm, the cargo intermodal starting point is used as the moving starting point of the ant until the ant traverses each cargo intermodal distribution point, and the second target cost corresponding to the moving path of the ant is determined based on the optimal cost path from each of the stations to the target station; the ant corresponding to the smallest second target cost is determined as the elite ant of the current iterative operation round; The moving path of the elite ant with the smallest cost corresponding to the second target in each of the iterative calculation rounds is determined as the optimal path for the target.

[0014] The present invention also provides a path planning device for rail transit freight intermodal transport, comprising the following modules: A determination module, used for determining a target rail transit network based on rail transit station data; A screening module, for determining, for each station in the target rail transit network, a plurality of target paths from the station to the target station from all the initial paths based on passenger flow full load rate data corresponding to all the initial paths from the station to the target station; the target station is any station in the target rail transit network except the station; A traversal module is used to determine the optimal target path of the cargo intermodal starting point traversing each cargo intermodal distribution point based on the multiple target paths corresponding to each of the said sites.

[0015] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the computer program, a path planning method for rail transit freight transport as described in any one of the above-mentioned methods is implemented.

[0016] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements a path planning method for rail transit freight intermodal transport as described in any one of the above.

[0017] The present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements a path planning method for rail transit freight intermodal transport as described in any one of the above.

[0018] The present invention provides a path planning method, device and equipment for rail transit freight intermodal transport. By determining the target rail transit network based on rail transit station data, combined with the actual situation of rail transit, further for each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all initial paths. The target station is any station in the target rail transit network except the station, and then the target optimal path of the freight intermodal transport starting point traversing each freight intermodal transport distribution point is determined based on the multiple target paths corresponding to each station. The technical solution of the present invention screens the initial paths between stations through the passenger flow full load rate data, and then determines the target optimal path of the freight intermodal transport starting point traversing each freight intermodal transport distribution point based on the multiple target paths corresponding to each station, taking into account the imbalance of rail transit passenger flow, and is more in line with the actual situation, so that rail transit freight intermodal transport can be implemented according to the target optimal path while ensuring passenger flow demand. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0020] Figure 1 It is a flow chart of the path planning method for rail transit freight intermodal transport provided by the present invention.

[0021] Figure 2 It is one of the schematic diagrams of the initial rail transit network provided by the present invention.

[0022] Figure 3 This is the second schematic diagram of the initial rail transit network provided by the present invention.

[0023] Figure 4 It is one of the schematic diagrams of the target rail transit network provided by the present invention.

[0024] Figure 5 This is the second schematic diagram of the target rail transit network provided by the present invention.

[0025] Figure 6 It is a schematic diagram of a target rail transit network of a certain city provided by the present invention.

[0026] Figure 7 It is a schematic diagram of the target optimal path provided by the present invention.

[0027] Figure 8 It is a schematic diagram of the iterative process of the improved ant colony algorithm provided by the present invention.

[0028] Fig. 9 It is a structural schematic diagram of a path planning device for rail transit freight intermodal transport provided by the present invention.

[0029] Fig.10 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are 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.

[0031] In view of the above problems in the prior art, the present invention provides a path planning method for rail transit freight intermodal transport. Figure 1 is a flow chart of the path planning method for rail transit freight transport provided by the present invention, such as Figure 1 As shown, the method includes the following steps 110, 120 and 130.

[0032] Step 110: Determine the target rail transit network based on the rail transit station data.

[0033] Specifically, rail transit station data may be acquired first, and then the target rail transit network may be determined based on the rail transit station data.

[0034] In one embodiment, the rail transit station data includes station location data, station attribute data and distance data between stations; The determining of the target rail transit network based on the rail transit station data includes: constructing an initial rail transit network based on the station location data and the inter-station distance data; The initial rail transit network is simplified based on the station attribute data to determine the target rail transit network.

[0035] Specifically, the obtained rail transit station data may include station location data, station attribute data, and station distance data. Among them, the station location data may represent the coordinate position of the station, for example, it may be the latitude and longitude information of station A in the subway line 1 of a certain city; the station attribute data may represent the attributes of the station, and the attributes of the station may include, for example, high-speed rail stations, ordinary railway stations, and subway stations, and may also include transfer stations and non-transfer stations, and may also include ordinary terminal stations, special terminal stations, and non-terminal stations; the station distance data may represent the connection relationship between stations and the distance between connected stations, for example, it may be the distance between station A and station B.

[0036] Furthermore, the initial rail transit network can be constructed based on the station location data and the distance data between stations. Figure 2 is one of the schematic diagrams of the initial rail transit network provided by the present invention. The constructed initial rail transit network can be as follows Figure 2 As shown, Figure 2 The circle in the figure represents a site, the number in the circle represents the site number, and the line between the circles represents the connection relationship between the sites, that is, Figure 2 Sites 1 to 7 are included. Figure 3 This is the second schematic diagram of the initial rail transit network provided by the present invention. The initial rail transit network constructed can also be as follows Figure 3 As shown, Figure 3 The circle in the figure represents a site, the number in the circle represents the site number, and the line between the circles represents the connection relationship between the sites, that is, Figure 3It includes sites 1 to 6. It should be noted that, in order to facilitate the description of the technical solution of the present invention, Figure 2 and Figure 3 The corresponding initial rail transit networks include a small number of stations, but in the actual implementation process, the number of stations in the initial rail transit network may be dozens or hundreds.

[0037] Furthermore, when there are too many stations, it will increase the difficulty of subsequently solving the target optimal path. Therefore, the initial rail transit network can be simplified based on the station attribute data to determine the target rail transit network.

[0038] In the above embodiment, an initial rail transit network can be constructed based on the station location data and the distance data between stations. The initial rail transit network can reflect the actual situation of rail transit. The initial rail transit network can be further simplified based on the station attribute data to determine the target rail transit network. The target rail transit network is more streamlined and can ensure that while retaining important rail transit information, the target optimal path rate for subsequent freight transport can be improved.

[0039] In one embodiment, simplifying the initial rail transit network based on the station attribute data to determine the target rail transit network includes: Traversing each rail line in the initial rail transit network, and based on the station attribute data, eliminating stations in each rail line whose station attributes are ordinary terminal stations and non-transfer stations, to determine the target rail transit network; Among them, the ordinary terminal station is a station that is only connected to one other station and is not a preset special station; the non-transfer station is a station that belongs to only one rail line and is not a preset special station. The preset special station at least includes the freight intermodal starting point and each of the freight intermodal distribution points.

[0040] Specifically, the initial rail transit network includes multiple rail lines. For example, the rail transit network corresponding to a certain city includes four rail lines, namely, Subway Line 1, Subway Line 2, Subway Line 3 and Subway Line 4. After determining the initial rail transit network, each rail line in the initial rail transit network can be traversed, and based on the station attribute data, the stations with station attributes of ordinary terminal stations and non-transfer stations in each rail line can be eliminated, and the target rail transit network can be determined based on the remaining stations. Among them, the ordinary terminal station is a station that is only connected to one other station and is not a preset special station. The non-transfer station is a station that belongs to only one rail line and is not a preset special station. The preset special station at least includes the starting point of the freight intermodal transport and each freight intermodal transport distribution point. In order to facilitate the intermodal transport between the high-speed rail or train and the subway, the preset special station can also include the station corresponding to the high-speed rail station and the station corresponding to the railway station. Which stations are specifically included in the preset special station can be determined in advance as needed, and the embodiment of the present invention does not make specific restrictions here.

[0041] For example, the following Figure 2 The initial rail transit network shown is simplified due to Figure 2 Site 4, Site 5, Site 6 and Site 7 in the figure are all common endpoint sites, so they can be eliminated. Figure 4 is one of the schematic diagrams of the target rail transit network provided by the present invention, Figure 2 The target rail transit network obtained by removing the common terminal stations from the corresponding initial rail transit network can be as follows: Figure 4 As shown in Figure 1, only Site 1, Site 2, and Site 3 remain. Figure 3 The initial rail transit network shown is simplified due to Figure 3 Station 5 and Station 6 in are both non-transfer stations, so the above stations can be eliminated. Figure 5 This is the second schematic diagram of the target rail transit network provided by the present invention. Figure 3 The target rail transit network obtained by removing non-transfer stations from the corresponding initial rail transit network can be as follows: Figure 5 As shown, only Site 1, Site 2, Site 3 and Site 4 remain.

[0042] In the above embodiment, each rail line in the initial rail transit network is traversed, and based on the station attribute data, the stations in each rail line with the station attributes of ordinary terminal stations and non-transfer stations are eliminated to determine the target rail transit network, wherein the elimination of ordinary terminal stations and non-transfer stations does not actually affect the solution of the target optimal path, and can also reduce the amount of calculation in the subsequent solution process.

[0043] Step 120: For each station in the target rail transit network, based on the passenger load rate data corresponding to all initial paths from the station to the target station, determine multiple target paths from the station to the target station from all the initial paths; the target station is any station in the target rail transit network except the station.

[0044] Specifically, for each station in the target rail transit network, there are multiple initial paths from the station to the target station. Based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station can be determined from all initial paths. Since the target station is any station other than the station in the target rail transit network, multiple target paths from each station to each station will actually be calculated.

[0045] Exemplarily, the target rail transit network includes station A, station B, station C and station D, and there are multiple initial paths between station A and station B, station C and station D, respectively, and there are multiple initial paths between station B and station C and station D, respectively, and there are multiple initial paths between station C and station D. After screening based on the passenger flow full load rate data, it is possible to determine multiple target paths from station A to station B, station C and station D, multiple target paths from station B to station C and station D, and multiple target paths from station C to station D. It is easy to understand that the multiple target paths from station A to station B are the same as the multiple target paths from station B to station A.

[0046] In one embodiment, the determining of multiple target paths from the site to the target site from all the initial paths based on the passenger flow full load rate data corresponding to all the initial paths from the site to the target site includes: Determine the shortest initial path from the site to the target site as the shortest path, and determine a first threshold based on the number of sites along the shortest path; Eliminate the initial paths whose corresponding number of stations is greater than the first threshold value from all the initial paths, and determine the remaining initial paths as the first paths; Eliminate the first paths whose corresponding transfer times are greater than a second threshold value from all the first paths, and determine the remaining first paths as second paths; The second paths whose corresponding passenger flow full load factor data is greater than a third threshold value are eliminated from all the second paths, and the remaining second paths are determined as the multiple target paths.

[0047] Specifically, in order to determine multiple target paths from each station to the target station, for each station in the target rail transit network, the shortest initial path from the station to the target station can be determined as the shortest path, and then the first threshold is determined based on the number of stations along the shortest path. The first threshold can be a preset multiple of the number of stations along the shortest path, and the preset multiple can be set as needed, and the embodiment of the present invention does not make specific limitations here. For example, if the number of stations along the shortest path is 5, the first threshold can be determined as twice the number of stations along the shortest path, that is, the first threshold is determined to be 10.

[0048] Furthermore, for all initial paths from the site to the target site, the initial paths whose corresponding number of sites is greater than the first threshold value among all initial paths can be eliminated, and the remaining initial paths can be determined as the first paths. Since transfers will increase the cost of freight transport, paths with too many transfers can be eliminated, and further, the first paths whose corresponding number of transfers is greater than the second threshold value among all first paths can be eliminated, and the remaining first paths can be determined as the second paths. The second threshold value can be set as needed, and the embodiment of the present invention does not make a specific limitation here. The second threshold value can be 5, for example.

[0049] In addition, in order to ensure that as much freight intermodal transport as possible is carried out while meeting passenger flow demand so as to maximize the utilization of rail transit resources, after determining multiple second paths, the second paths whose corresponding passenger flow load rate data is greater than the third threshold can be eliminated from all second paths, and the remaining second paths can be determined as multiple target paths from the site to the target site. It is easy to understand that the second path whose passenger flow load rate data is greater than the third threshold can be considered to be a path with a high passenger flow load rate and is not suitable for freight intermodal transport. The third threshold can be set as needed. The lower the third threshold is, the more it can meet passenger flow demand. The higher the third threshold is, the more idle rail transit resources can be utilized. The third threshold can be determined as a more reasonable value based on the actual rail transit situation.

[0050] In the above embodiment, all initial paths whose corresponding number of stations is greater than the first threshold are eliminated, and the remaining initial paths are determined as the first path, and then all first paths whose corresponding number of transfers is greater than the second threshold are eliminated, and the remaining first paths are determined as the second path, eliminating the paths with more transfers, thereby reducing the cost. Further, all second paths whose corresponding passenger flow full load rate data is greater than the third threshold are eliminated, and the remaining second paths are determined as multiple target paths, ensuring that the passenger flow demand can be met, laying the foundation for the subsequent faster and more convenient determination of the target optimal path.

[0051] Step 130: Determine the target optimal path from the freight intermodal starting point through each freight intermodal distribution point based on the multiple target paths corresponding to each of the sites.

[0052] Specifically, a target optimized path for the freight intermodal starting point to traverse each freight intermodal delivery point can be determined based on multiple target paths corresponding to each station. The freight intermodal starting point and the freight intermodal delivery point are determined in advance according to the demand for freight intermodal transport. For example, if a batch of goods needs to be delivered from city X to city Y, the freight intermodal starting point can be a high-speed rail station in city X, and the freight intermodal delivery points can include subway station A, subway station B, and subway station C in city Y.

[0053] In one embodiment, the determining of the target optimal path of the cargo intermodal starting point traversing each cargo intermodal delivery point based on the multiple target paths corresponding to each of the sites includes: For each of the sites, determining a first target cost of each of the plurality of target paths corresponding to the site, and determining the target path with the smallest first target cost as the optimal cost path from the site to the target site; Based on the optimal cost paths from each of the stations to the target station, an improved ant colony algorithm is used to perform iterative calculations to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points; The number of ants in the improved ant colony algorithm, as well as the pheromone factor, heuristic function factor, pheromone volatilization factor and pheromone constant corresponding to the improved ant colony algorithm are all determined by the particle swarm algorithm.

[0054] Specifically, for each site, the first target cost of each target path among the multiple target paths corresponding to the site may be determined, and the target path with the smallest first target cost may be determined as the optimal cost path from the site to the target site.

[0055] Furthermore, based on the optimal cost path from each station to the target station, the improved ant colony algorithm can be used for iterative calculation to determine the target optimal path of the freight intermodal starting point traversing each freight intermodal distribution point. It is easy to understand that in the target optimal path, the freight intermodal starting point is the starting point of the target optimal path, and the target optimal path must pass through all freight intermodal distribution points.

[0056] Among them, the number of ants in the improved ant colony algorithm, as well as the pheromone factor ALPHA, heuristic function factor BETA, pheromone volatility factor RHO and pheromone constant Q corresponding to the improved ant colony algorithm can all be determined by the particle swarm algorithm. The particle swarm algorithm has memory during the iteration process, and the optimal position and direction during the iteration process can be recorded to update the state of the particles. During the iteration process, the position and speed of each particle will be randomly distributed in the multi-dimensional solution space. The particles will determine the next moving speed and direction of the particles based on their own historical optimal solution and the overall optimal solution in the entire population, and then find the overall optimal solution in the multi-dimensional solution space.

[0057] In the above embodiment, for each station, the first target cost of each target path among the multiple target paths corresponding to the station is determined, and the target path with the smallest first target cost is determined as the optimal cost path from the station to the target station, so that the comprehensive cost of the optimal cost path is minimized. Further, based on the optimal cost paths from each station to the target station, the improved ant colony algorithm can be used for iterative calculation to determine the target optimal path from the starting point of the intermodal transport to each intermodal transport distribution point. The improved ant colony algorithm can help the ants in the ant colony quickly establish the search direction in the early stage of the algorithm search, and improve the search speed in the early stage of the algorithm operation, so that the improved ant colony algorithm can improve the convergence speed of determining the target optimal path. The number of ants in the improved ant colony algorithm, as well as the pheromone factor, heuristic function factor, pheromone volatilization factor and pheromone constant corresponding to the improved ant colony algorithm are determined by the particle swarm algorithm. The above parameters can be determined by the particle swarm algorithm to further accelerate the convergence speed of the ant colony algorithm.

[0058] In one embodiment, determining a first target cost of each of the plurality of target paths corresponding to the site includes: For each of the target paths among the multiple target paths corresponding to the site, under preset constraints, respectively determine the fixed operating cost, transportation cost and time cost of the target path; The first target cost of the target path is determined based on the fixed operating cost, the transportation cost, and the time cost.

[0059] Specifically, for each target path among the multiple target paths corresponding to the site, under preset constraints, the fixed operation cost, transportation cost and time cost of the target path are determined respectively.

[0060] The preset constraint condition can be expressed by the following formula:

[0061] in, Indicates Do the stations need separate delivery? If so, 1, if not required is 0, Indicates the total number of sites in the target path, Indicates The delivery end time of each station, that is, the delivery time, Indicates the delivery start time. represents the average delivery speed, Indicates the adjacent site in the target path , The distance between Indicates The target path corresponding to each site, Indicates the target path Upper period The maximum passenger load factor, , Indicates Sites in The cross-sectional passenger flow during the period, Indicates the train passenger capacity of the station during this period. represents the transport full load rate threshold. The three formulas of the above preset constraints respectively indicate that the number of stations that need to be delivered separately does not exceed the total number of stations, and the cargo transport arrives at the The time of each station must meet its latest allowed harvest time, and the passenger load rate during the freight intermodal transport period on the target path must be less than the transport load rate threshold.

[0062] Fixed operating costs of the target path It can be determined by the following formula:

[0063] in, Represents the fixed operating cost of a delivery.

[0064] The transportation cost of the target route It can be determined by the following formula:

[0065] in, represents the unit transportation cost of rail transit logistics, Indicates the path from the starting point to the The distance between sites, represents the cost of transferring at a transfer station, Indicates the path from the starting point to the target The number of transfers at each station.

[0066] Time cost of the target path It can be determined by the following formula:

[0067] in, Indicates The travel time from one station to the next station, Indicates the time required for a transfer. Represents the time cost weight.

[0068] Furthermore, the sum of fixed operating cost, transportation cost and time cost can be determined as the first target cost of the target path, that is, the first target cost It can be expressed by the following formula:

[0069] In the above embodiment, for each target path among the multiple target paths corresponding to the site, under preset constraints, the fixed operating cost, transportation cost and time cost of the target path are respectively determined, and then the first target cost of the target path is determined based on the fixed operating cost, transportation cost and time cost. The first target cost considers the three dimensions of fixed operation, transportation and time, which can more accurately reflect the actual cost of the target path.

[0070] In one embodiment, based on the optimal cost path from each of the stations to the target station, an improved ant colony algorithm is used for iterative calculation to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points, including: In each iterative operation round, for each ant in the improved ant colony algorithm, the cargo intermodal starting point is used as the moving starting point of the ant until the ant traverses each cargo intermodal distribution point, and the second target cost corresponding to the moving path of the ant is determined based on the optimal cost path from each of the stations to the target station; the ant corresponding to the smallest second target cost is determined as the elite ant of the current iterative operation round; The moving path of the elite ant with the smallest cost corresponding to the second target in each of the iterative calculation rounds is determined as the optimal path for the target.

[0071] Specifically, in each iterative operation round, for each ant in the improved ant colony algorithm, the cargo intermodal transport starting point can be used as the moving starting point of the ant, and then the ant Will move according to the movement probability, which It can be determined by the following formula:

[0072] in, Represents ants Current site, Indicates the current iteration round. Represents ants From the site To site The pheromone concentration, , Indicates pheromone volatility factor, Indicates the last iteration round. represents the number of ants in the colony, represents the preset weight parameter, It represents the length of the path corresponding to the elite ant in the previous iteration round. It is easy to understand that in the first round of iterative calculation, is the default value, Indicates that ants are from the site To site visibility, , Indicates the site To site distance.

[0073] Until the ant traverses all the intermodal distribution points, the second target cost corresponding to the ant's moving path is determined based on the optimal cost path from each station to the target station. The second target cost can be determined by summing the first target cost of at least one optimal cost path corresponding to the ant's moving path, and then the ant corresponding to the smallest second target cost can be determined as the elite ant of the current iterative calculation round. Finally, the moving path of the elite ant with the smallest second target cost in each iterative calculation round can be determined as the target optimal path.

[0074] In the above embodiment, for each ant in the improved ant colony algorithm, the starting point of the intermodal transport is used as the starting point of the ant's movement, until the ant traverses each intermodal transport distribution point, it can ensure that it passes through each intermodal transport distribution point, and then the second target cost corresponding to the ant's movement path is determined based on the optimal cost path from each station to the target station, and the ant corresponding to the smallest second target cost is determined as the elite ant of the current iterative calculation round, and then the movement path of the elite ant with the smallest second target cost in each iterative calculation round is determined as the target optimal path. The target optimal path takes into account both the minimum cost and the shortest distance. Using this target optimal path for intermodal transport of goods can greatly reduce the cost of rail transit intermodal transport and speed up the intermodal transport rate.

[0075] For example, a megacity has a permanent population of about 20 million and a huge rail transit network. There are more than 300 stations (including 4 high-speed rail stations) in the rail transit network, with a total mileage of more than 1,000 kilometers. The average daily passenger flow in the rail transit network is more than 8 million. The rail transit network in this city is very complex. At the same time, the passenger flow on the rail transit network has obvious temporal and spatial imbalance. The short-term passenger flow during peak hours is several times that of the off-peak period. Even after considering the capacity gap between the rail transit network during peak and off-peak periods, the rail transit network during off-peak periods still has a large surplus capacity. Figure 6 is a schematic diagram of a target rail transit network of a city provided by the present invention. The target rail transit network determined according to the rail transit data of the city can be as follows Figure 6 As shown in the figure, the simplified target rail transit network contains 58 nodes and 78 edges. Figure 7 is a schematic diagram of the target optimal path provided by the present invention. A certain high-speed railway station of the target rail transit network is used as the starting point of the freight transport. Figure 7 The optimal path of the target is shown in Figure 1. In the process of determining the optimal path of the target, the improved ant colony algorithm converges faster. Figure 8 It is a schematic diagram of the iterative process of the improved ant colony algorithm provided by the present invention, such as Figure 8 As shown in the figure, in the early stage of the improved ant colony algorithm, the second target cost corresponding to the elite ants dropped rapidly, and reached the vicinity of the optimal solution after the 15th iteration, and did not fall into the local optimal solution for a long time. The improved ant colony algorithm provided by the present invention has been able to solve the existing problems quickly and efficiently, and has proved the effectiveness of the algorithm.

[0076] The comparison results of the number of iterations to reach the optimal solution and the algorithm running time using the traditional ant colony algorithm (based on the initial rail transit network) and the method of the present invention are shown in Table 1 below.

[0077] Table 1 Comparison results example table

[0078] Referring to Table 1 above, the traditional ant colony algorithm determines the optimal target path on the initial rail transit network, and the ant colony algorithm reaches convergence in the 46th generation, and the running time of the complete algorithm is 11849 seconds. However, by adopting the method of the present invention, after simplifying the rail transit network, determining multiple target paths, and eliminating the shortcomings of the optimal cost path, the running time of the improved ant colony algorithm in the present invention is reduced to 1613 seconds, accounting for only 13.6% of the original running time. In addition, the elite ant strategy is adopted in the present invention, and the hyperparameters of the improved ant colony algorithm are optimized by using the particle swarm algorithm to accelerate the convergence speed of the improved ant colony algorithm. The improved ant colony algorithm has converged only in the 15th generation, and the effectiveness and superiority of the method of the present invention have been verified.

[0079] The path planning method for rail transit freight intermodal transport provided by the present invention determines the target rail transit network based on rail transit station data, combines the actual situation of rail transit, and further targets each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, determines multiple target paths from the station to the target station from all initial paths, and the target station is any station in the target rail transit network except the station, and then determines the target optimal path for the freight intermodal transport starting point to traverse each freight intermodal transport distribution point based on the multiple target paths corresponding to each station. The technical solution of the present invention screens the initial paths between stations through the passenger flow full load rate data, and then determines the target optimal path for the freight intermodal transport starting point to traverse each freight intermodal transport distribution point based on the multiple target paths corresponding to each station, taking into account the imbalance of rail transit passenger flow, and is more in line with the actual situation, so that rail transit freight intermodal transport can be implemented according to the target optimal path while ensuring passenger flow demand.

[0080] The path planning device for rail transit freight intermodal transport provided by the present invention is described below. The path planning device for rail transit freight intermodal transport described below and the path planning method for rail transit freight intermodal transport described above can be referenced to each other.

[0081] Fig. 9 Schematic diagram of the structure of the path planning device for rail transit freight transport provided by the present invention. Fig. 9 As shown, the path planning device 900 for rail transit freight transport includes the following modules: A determination module 910 is used to determine a target rail transit network based on rail transit station data; A screening module 920 is used to determine, for each station in the target rail transit network, a plurality of target paths from the station to the target station from all the initial paths based on the passenger flow full load rate data corresponding to all the initial paths from the station to the target station; the target station is any station in the target rail transit network except the station; The traversal module 930 is used to determine the target optimal path from the freight intermodal starting point to traverse each freight intermodal delivery point based on the multiple target paths corresponding to each of the sites.

[0082] In one embodiment, the rail transit station data includes station location data, station attribute data and station distance data; the determination module 910 is specifically used to: constructing an initial rail transit network based on the station location data and the inter-station distance data; The initial rail transit network is simplified based on the station attribute data to determine the target rail transit network.

[0083] In one embodiment, the determination module 910 is further configured to: Traversing each rail line in the initial rail transit network, and based on the station attribute data, eliminating stations in each rail line whose station attributes are ordinary terminal stations and non-transfer stations, to determine the target rail transit network; Among them, the ordinary terminal station is a station that is only connected to one other station and is not a preset special station; the non-transfer station is a station that belongs to only one rail line and is not a preset special station. The preset special station at least includes the freight intermodal starting point and each of the freight intermodal distribution points.

[0084] In one embodiment, the screening module 920 is specifically used to: Determine the shortest initial path from the site to the target site as the shortest path, and determine a first threshold based on the number of sites along the shortest path; Eliminate the initial paths whose corresponding number of stations is greater than the first threshold value from all the initial paths, and determine the remaining initial paths as the first paths; Eliminate the first paths whose corresponding transfer times are greater than a second threshold value from all the first paths, and determine the remaining first paths as second paths; The second paths whose corresponding passenger flow full load factor data is greater than a third threshold value are eliminated from all the second paths, and the remaining second paths are determined as the multiple target paths.

[0085] In one embodiment, the traversal module 930 is specifically used for: For each of the sites, determining a first target cost of each of the plurality of target paths corresponding to the site, and determining the target path with the smallest first target cost as the optimal cost path from the site to the target site; Based on the optimal cost paths from each of the stations to the target station, an improved ant colony algorithm is used to perform iterative calculations to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points; The number of ants in the improved ant colony algorithm, as well as the pheromone factor, heuristic function factor, pheromone volatilization factor and pheromone constant corresponding to the improved ant colony algorithm are all determined by the particle swarm algorithm.

[0086] In one embodiment, the traversal module 930 is further configured to: For each of the target paths among the multiple target paths corresponding to the site, under preset constraints, respectively determine the fixed operating cost, transportation cost and time cost of the target path; The first target cost of the target path is determined based on the fixed operating cost, the transportation cost, and the time cost.

[0087] In one embodiment, the traversal module 930 is further configured to: In each iterative operation round, for each ant in the improved ant colony algorithm, the cargo intermodal starting point is used as the moving starting point of the ant until the ant traverses each cargo intermodal distribution point, and the second target cost corresponding to the moving path of the ant is determined based on the optimal cost path from each of the stations to the target station; the ant corresponding to the smallest second target cost is determined as the elite ant of the current iterative operation round; The moving path of the elite ant with the smallest cost corresponding to the second target in each of the iterative calculation rounds is determined as the optimal path for the target.

[0088] The path planning device for rail transit freight intermodal transport provided by the present invention determines the target rail transit network based on rail transit station data, combines the actual situation of rail transit, and further determines multiple target paths from the station to the target station from all initial paths for each station in the target rail transit network based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station. The target station is any station in the target rail transit network except the station, and then determines the target optimal path for the freight intermodal transport starting point to traverse each freight intermodal transport distribution point based on the multiple target paths corresponding to each station. The technical solution of the present invention screens the initial paths between stations through the passenger flow full load rate data, and then determines the target optimal path for the freight intermodal transport starting point to traverse each freight intermodal transport distribution point based on the multiple target paths corresponding to each station, taking into account the imbalance of rail transit passenger flow and being more in line with the actual situation, so that rail transit freight intermodal transport can be implemented according to the target optimal path while ensuring passenger flow demand.

[0089] Fig.10 An example of a physical structure diagram of an electronic device is shown in FIG. Fig.10 As shown, the electronic device may include: a processor 1010, a communications interface 1020, a memory 1030 and a communication bus 1040, wherein the processor 1010, the communications interface 1020, and the memory 1030 communicate with each other through the communication bus 1040. The processor 1010 may call the logic instructions in the memory 1030 to execute the path planning method for rail transit freight intermodal transport, and the method includes: Determine the target rail transit network based on rail transit station data; For each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths; the target station is any station in the target rail transit network except the station; Based on the multiple target paths corresponding to the respective sites, a target optimal path is determined which traverses the various intermodal delivery points from the starting point of the intermodal transport.

[0090] In addition, the logic instructions in the above-mentioned memory 1030 can be implemented in the form of a software functional unit and can be stored in a computer-readable storage medium when it is sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0091] On the other hand, the present invention further provides a computer program product, the computer program product includes a computer program, the computer program can be stored in a non-transitory computer-readable storage medium, when the computer program is executed by a processor, the computer can execute the path planning method for rail transit freight intermodal transport provided by the above methods, the method comprising: Determine the target rail transit network based on rail transit station data; For each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths; the target station is any station in the target rail transit network except the station; Based on the multiple target paths corresponding to the respective sites, a target optimal path is determined which traverses the various intermodal delivery points from the starting point of the intermodal transport.

[0092] In another aspect, the present invention further provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the computer program is executed by a processor to execute the path planning method for rail transit freight intermodal transport provided by the above methods, the method comprising: Determine the target rail transit network based on rail transit station data; For each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths; the target station is any station in the target rail transit network except the station; Based on the multiple target paths corresponding to the respective sites, a target optimal path is determined which traverses the various intermodal delivery points from the starting point of the intermodal transport.

[0093] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0094] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for path planning for rail transit freight transport, characterized in that: include: Determine the target rail transit network based on rail transit station data; For each station in the target rail transit network, based on the passenger flow full load rate data corresponding to all initial paths from the station to the target station, multiple target paths from the station to the target station are determined from all the initial paths; the target station is any station in the target rail transit network except the station; Based on the multiple target paths corresponding to the respective sites, a target optimal path is determined which traverses the various intermodal delivery points from the starting point of the intermodal transport.

2. The method for rail transit freight transport path planning according to claim 1, characterized in that: The rail transit station data includes station location data, station attribute data and distance data between stations; The determining of the target rail transit network based on the rail transit station data includes: constructing an initial rail transit network based on the station location data and the inter-station distance data; The initial rail transit network is simplified based on the station attribute data to determine the target rail transit network.

3. The method for rail transit freight transport path planning according to claim 2, characterized in that: The simplifying the initial rail transit network based on the station attribute data to determine the target rail transit network includes: Traversing each rail line in the initial rail transit network, and based on the station attribute data, eliminating stations in each rail line whose station attributes are ordinary terminal stations and non-transfer stations, to determine the target rail transit network; Among them, the ordinary terminal station is a station that is only connected to one other station and is not a preset special station; the non-transfer station is a station that belongs to only one rail line and is not a preset special station. The preset special station at least includes the freight intermodal starting point and each of the freight intermodal distribution points.

4. The method for rail transit freight transport path planning according to claim 1, characterized in that: The step of determining a plurality of target paths from the site to the target site from all the initial paths based on the passenger flow full load rate data corresponding to all the initial paths from the site to the target site comprises: Determine the shortest initial path from the site to the target site as the shortest path, and determine a first threshold based on the number of sites along the shortest path; Eliminate the initial paths whose corresponding number of stations is greater than the first threshold value from all the initial paths, and determine the remaining initial paths as the first paths; Eliminate the first paths whose corresponding transfer times are greater than a second threshold value from all the first paths, and determine the remaining first paths as second paths; The second paths whose corresponding passenger flow full load factor data is greater than the third threshold value are eliminated from all the second paths, and the remaining second paths are determined as the multiple target paths.

5. The method for rail transit freight transport path planning according to claim 4, characterized in that: The method of determining the target optimal path of the cargo intermodal starting point traversing each cargo intermodal distribution point based on the multiple target paths corresponding to each of the sites includes: For each of the sites, determining a first target cost of each of the plurality of target paths corresponding to the site, and determining the target path with the smallest first target cost as the optimal cost path from the site to the target site; Based on the optimal cost paths from each of the stations to the target station, an improved ant colony algorithm is used to perform iterative calculations to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points; The number of ants in the improved ant colony algorithm, as well as the pheromone factor, heuristic function factor, pheromone volatilization factor and pheromone constant corresponding to the improved ant colony algorithm are all determined by the particle swarm algorithm.

6. The method for rail transit freight transport path planning according to claim 5, characterized in that: The determining a first target cost of each of the target paths in the plurality of target paths corresponding to the site includes: For each of the target paths among the multiple target paths corresponding to the site, under preset constraints, respectively determine the fixed operating cost, transportation cost and time cost of the target path; The first target cost of the target path is determined based on the fixed operating cost, the transportation cost, and the time cost.

7. The method for rail transit freight transport path planning according to claim 5, characterized in that: The method of performing iterative calculation based on the optimal cost path from each of the stations to the target station using an improved ant colony algorithm to determine the target optimal path of the cargo intermodal starting point traversing each of the cargo intermodal distribution points includes: In each iterative operation round, for each ant in the improved ant colony algorithm, the cargo intermodal starting point is used as the moving starting point of the ant until the ant traverses each cargo intermodal distribution point, and the second target cost corresponding to the moving path of the ant is determined based on the optimal cost path from each of the stations to the target station; the ant corresponding to the smallest second target cost is determined as the elite ant of the current iterative operation round; The moving path of the elite ant with the smallest cost corresponding to the second target in each of the iterative calculation rounds is determined as the optimal path for the target.

8. A path planning device for rail transit freight transport, characterized in that: include: A determination module, used for determining a target rail transit network based on rail transit station data; A screening module, for determining, for each station in the target rail transit network, a plurality of target paths from the station to the target station from all the initial paths based on passenger flow full load rate data corresponding to all the initial paths from the station to the target station; The target site is any site in the target rail transit network except the site; The traversal module is used to determine the target optimal path from the freight intermodal starting point to traverse each freight intermodal distribution point based on the multiple target paths corresponding to each of the sites.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the path planning method for rail transit freight transport as described in any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the path planning method for rail transit freight transport as described in any one of claims 1 to 7 is implemented.

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