A method and system for generating an intercity railway bus-like train operation plan

Abstract

The application discloses an intercity railway bus-like train operation plan generation method and system, and the method comprises the following steps: determining a train operable section according to the intercity railway transport capacity resource condition, and constructing a feasible train route set; discretely processing passenger flow demand according to a time period, constructing a passenger flow period characteristic superposition relationship of each station along a line, calculating a station passenger flow density of a time period of passenger flow period characteristic superposition, and inversely deducing train operation demand in different time periods by using the passenger flow period characteristic superposition relationship and the passenger flow density; cooperatively calculating and generating multiple intercity train overtaking schemes with different stopping structures such as large station stopping, large station stopping with small station, and the like based on station passenger flow density, station interval difference, and train structure proportion; and generating multiple train operation plans according to matching analysis of train operation structure and the like and service demand. The application realizes high matching between intercity railway transport capacity supply and time period passenger flow demand, and provides a new method for quickly generating an intercity railway bus-like train operation plan.

Description

Technical Field

[0001] The present application relates to the field of railway transportation technology, and in particular to a method and system for generating an intercity railway public transportation train operation plan. Background Art

[0002] In recent years, with the formation of urban agglomerations, demand for short-distance intercity travel has grown increasingly prominent in rail passenger traffic, making it a major component of rail travel demand. Intercity rail passenger traffic is characterized by high volatility, a high rate of round-trip travel, and short advance ticket purchase times. When choosing a mode of transportation, passengers prioritize service frequency, travel time, and waiting times. This allows for flexible travel options, resulting in intense market competition between intercity rail and other transportation options.

[0003] The bus-like train operation plan is based on the characteristics of intercity railway passenger flow demand, and provides travel services to passengers at fixed points and routes according to a certain time cycle. It also flexibly adjusts the supply of transport capacity according to the changing characteristics of passenger flow to meet the travel needs of intercity passengers. The service level of this model is relatively high and it has more market competitive advantages.

[0004] However, there is still a lack of a method for quickly compiling intercity railway bus-style train operation plans. Existing technical methods cannot solve the problem of collaborative generation of intercity railway train operation plans under the bus-style organization model, or the collaborative compilation efficiency of intercity railway train operation plans is not high.

[0005] In order to solve the above-mentioned technical problems, it is urgent to propose a method and system for quickly generating intercity railway public transportation train operation plans. According to the passenger flow characteristics of intercity railway in different time periods, the train operation intervals, stop structures, undercarriage routes, marshaling types, departure frequencies and other factors in different passenger flow cycles can be reasonably determined to achieve a coordinated match between intercity railway train operation plans and passenger flow demand, which is of great significance to improving the service level and operational efficiency of intercity railways. Summary of the Invention

[0006] In order to solve the above-mentioned defects of the prior art, the present invention proposes a method and system for generating an intercity railway public transportation train operation plan.

[0007] In a first aspect, an embodiment of the present application provides a method for generating an intercity railway public transportation train operation plan, the method comprising:

[0008] Data preparation steps: Divide train operation intervals based on intercity railway capacity resources and historical passenger demand data; construct feasible train routing plans based on intercity railway EMU depot layout data and station turnaround conditions;

[0009] Passenger flow distribution characteristics analysis steps: discretize passenger flow demand, construct a superposition relationship between passenger flow cycle characteristics of each station along the line based on train operation intervals and interval operation time, calculate the passenger flow density by time period based on the superposition of station passenger flow fluctuation characteristics, and use the relationship characteristics and passenger flow density to reversely infer the minimum train operation demand at each station in different time periods;

[0010] Passing plan generation step: Based on the inter-station passenger flow density calculation and analysis of the train structure ratio, and further combined with the operation difference, collaborative calculation is performed to generate intercity train passing plans with different stop structures;

[0011] Steps for generating a train operation plan: Analyze the service demand based on the train operation structure, overtaking plan, and passenger flow demand matching in different time periods, determine the train departure interval and the undercarriage connection time, and generate multiple sets of train operation plans.

[0012] In an embodiment of the present invention, the above-mentioned method for generating an intercity railway public transportation train operation plan further includes:

[0013] Optimal train operation plan evaluation steps: Based on the preset comprehensive evaluation criteria, the optimal train operation plan is selected and generated from multiple sets of train operation plans.

[0014] In the embodiment of the present invention, the above-mentioned passenger flow distribution characteristics analysis step includes:

[0015] Passenger flow data discretization processing steps: discretize the passenger flow at intervals of given time values, and divide the peak hours into multiple passenger flow cycles;

[0016] The feature superposition relationship construction step: construct the passenger flow cycle feature superposition relationship of each station along the line, analyze the relationship between the train running time and the passenger flow cycle between any two stations, calculate the passenger flow cycle interval between the two stations, and the passenger flow cycle of the arrival station is the sum of the passenger flow cycle of the departure station and the passenger flow cycle interval between the two stations;

[0017] Steps for calculating superimposed passenger flow density: According to the superimposed passenger flow cycle, the passenger flow density of the set of stations where passenger flow can be superimposed is superimposed, and the superimposed passenger flow density of the passenger flow fluctuation characteristics of the stations in different time periods is calculated.

[0018] In an embodiment of the present invention, the above-mentioned passenger flow distribution characteristics analysis step further includes:

[0019] Based on the train capacity and overcrowding rate, the minimum number of trains and train formations required for each station and time period are determined; based on the train operation conditions, the train operation demand for the starting and ending stations is logarithmically calculated based on the peak hour train operation demand; based on the train operation conditions and feasible train route plans, the train operation demand for the starting and ending stations is logarithmically calculated based on the peak hour section train operation demand.

[0020] In an embodiment of the present invention, the above-mentioned crossing plan generation step includes:

[0021] Based on the number of trains stopping at major stations and ordinary trains running, the maximum number of times ordinary trains are overtaken by trains stopping at major stations is calculated. The train overtaking structure is determined based on the ratio of trains stopping at major stations to ordinary trains. Based on the train stop plan, the difference in interval operation, and the safety interval time, multiple sets of train overtaking plans are determined.

[0022] In an embodiment of the present invention, the above-mentioned crossing plan generation step includes:

[0023] When the maximum number of overtaking is 1, the overtaking stations are preferentially selected as the two end stations of the interval with the largest difference between the running time of trains stopping at major stations and ordinary trains. The number of overtaking trains is set according to the ratio of trains stopping at major stations to ordinary trains.

[0024] When the maximum number of passing times is greater than 1, stations with close distances between them will be prioritized as passing stations.

[0025] In an embodiment of the present invention, the train operation plan generating step further includes:

[0026] Based on multiple sets of passing plans, a train operation diagram structure is established, and a suitable train route plan is selected from the alternative train route plans to determine the interval time between trains departing during peak passenger flow periods and the time for the undercarriage route connection; and to determine the interval time between trains departing during off-peak passenger flow periods and the time for the undercarriage route connection, and determine the transition plan between peak and off-peak periods, and generate multiple sets of train operation plans.

[0027] In an embodiment of the present invention, the optimal train operation plan evaluation step includes:

[0028] The generalized benefits of all train operation plans are compared and analyzed, and the train operation plan with the greatest generalized benefit is selected as the optimal solution for given passenger flow characteristics.

[0029] In a second aspect, an embodiment of the present application provides a system for generating an intercity railway public transport train operation plan, which adopts the intercity railway public transport train operation plan generation method as described above, and the system includes:

[0030] Data preparation module: This module divides train operation intervals based on intercity railway transport capacity resources and historical passenger demand data; and constructs feasible train routing plans based on intercity railway train depot layout data and station turnaround conditions.

[0031] Passenger flow distribution characteristics analysis module: Based on the train operation interval and route plan, the passenger flow demand is discretized, the superposition relationship of passenger flow cycle characteristics of each station along the line is constructed, the passenger flow density of each time period is calculated by superimposing the passenger flow fluctuation characteristics of the station, and the train operation demand in different time periods is inferred by using the relationship characteristics and passenger flow density;

[0032] Overtaking plan generation module: This module calculates and analyzes the train structure ratio based on the inter-station passenger flow density, and further combines the operation difference to collaboratively calculate and generate intercity train overtaking plans with different stop structures;

[0033] Train operation plan generation module: Analyzes the service demand based on the train operation structure, overtaking plan, and time-segment passenger flow demand, determines the train departure interval and the undercarriage connection time, and generates multiple train operation plans;

[0034] Optimal train operation plan evaluation module: Based on the preset comprehensive evaluation criteria, the optimal train operation plan is selected and generated for multiple sets of train operation plans.

[0035] In a third aspect, an embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-mentioned method for generating an intercity railway bus-oriented train operation plan.

[0036] In a fourth aspect, an embodiment of the present application provides an electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the above-mentioned method for generating an intercity railway bus train operation plan are implemented.

[0037] Compared with the related existing technologies, it has the following outstanding beneficial effects:

[0038] 1) The method of the present invention proposes a method for rapidly generating an intercity railway public transportation train operation plan. The method can construct an intercity train overtaking plan and train connection relationship based on the intercity railway transportation resource conditions and passenger flow characteristics, forming a set of intercity railway public transportation train operation plans that comprehensively consider the train operation plan and undercarriage intersection, providing a key technology for formulating intercity railway operation plans.

[0039] 2) The proposed method can analyze the fluctuation characteristics of passenger travel demand in different passenger flow cycles of intercity railways, and use the spatiotemporal passenger flow density to reversely infer the train operation demand in different time periods, thereby achieving fine-grained coordinated matching between train operation structure and passenger flow demand.

[0040] 3) The method of the present invention can collaboratively calculate and generate intercity train crossing plans with different stop structures, enabling rapid compilation and adjustment of intercity railway train operation plans;

[0041] 4) The present invention discretizes passenger flow demand and analyzes its superposition characteristics, and further compiles a time-segmented train operation plan that takes into account the route plan and the overtaking plan, thereby achieving a high degree of matching between the intercity railway capacity supply and the time-segmented passenger flow demand, and provides a new method for quickly generating an intercity railway bus-like train operation plan. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0043] Figure 1 This is a flow chart of a method for generating an intercity railway public transport train operation plan according to the present invention;

[0044] Figure 2 This is a flow chart of a method for generating a train operation plan according to an embodiment of the present invention;

[0045] Figure 3 This is a schematic diagram of the design principle for matching the intercity railway train operation plan with the passenger flow demand in different time periods according to an embodiment of the present invention;

[0046] Figure 4 This is a design diagram of a single overtaking scheme for various types of intercity trains according to an embodiment of the present invention;

[0047] Figure 5 This is a design diagram of a two-pass scheme for various types of intercity trains according to an embodiment of the present invention;

[0048] Figure 6 This is a schematic diagram of the intercity railway public transportation train operation plan generation system of the present invention;

[0049] Figure 7 Schematic diagram of computer hardware of the present invention. DETAILED DESCRIPTION

[0050] It should be noted that the processor described in the present invention is the control center of an electronic device and can be a single processor or a collective term for multiple processing elements. For example, it can be one or more central processing units (CPUs), an application-specific integrated circuit (ASIC), or one or more integrated circuits configured to implement embodiments of the present invention, such as one or more digital signal processors (DSPs) or one or more field programmable gate arrays (FPGAs).

[0051] Optionally, the processor can perform various functions of the electronic device by running or executing a software program stored in the memory, and calling data stored in the memory.

[0052] In a specific implementation, as an embodiment, the processor may include one or more CPUs. Each of these processors may be a single-core processor or a multi-core processor. The processor here may refer to one or more devices, circuits, and / or processing cores for processing data (e.g., computer program instructions). Electronic devices may include: servers, desktop computers, laptop computers, smartphones, tablet computers, embedded computers, etc., wherein the embedded computers include vehicles and robots, etc.

[0053] The memory is used to store the software program for executing the solution of the present invention, and the execution is controlled by the processor. The specific implementation method can refer to the above method embodiment and will not be repeated here.

[0054] It should be noted that the structure of the electronic device shown in the drawings of the present invention does not constitute a limitation thereto, and the actual knowledge structure recognition device may include more or fewer components than shown in the drawings, or a combination of certain components, or a different arrangement of components.

[0055] The above embodiments can be implemented in whole or in part through software, hardware (such as circuits), firmware, or any other combination. When implemented using software, the above embodiments can be implemented in whole or in part in the form of a computer program product. The computer program product includes one or more computer instructions or computer programs. When the computer instructions or computer program are loaded or executed on a computer, the processes or functions described in accordance with the embodiments of the present invention are generated in whole or in part. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired method (such as infrared, wireless, microwave, etc.). The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that contains a collection of one or more available media. The available medium can be a magnetic medium (such as a floppy disk, hard disk, or magnetic tape), an optical medium (such as a DVD), or a semiconductor medium. The semiconductor medium can be a solid-state drive.

[0056] It should also be understood that the term "and / or" in this document simply describes an association between related objects, indicating that three possible relationships exist. For example, "A and / or B" can represent: A alone, A and B together, or B alone. A and B can be singular or plural. Furthermore, the character " / " in this document generally indicates an "or" relationship between the related objects, but it may also indicate an "and / or" relationship. For specific understanding, please refer to the context.

[0057] In this disclosure, "at least one" means one or more, and "plurality" means two or more. "At least one of the following" or similar expressions refers to any combination of these items, including any combination of single or plural items. For example, "at least one of a, b, or c" can mean: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or plural.

[0058] It should also be understood that in various embodiments of the present invention, the size of the serial numbers of the above-mentioned processes does not mean the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of the present invention.

[0059] In the several embodiments provided by the present invention, it should be understood that the disclosed devices, apparatuses, and methods can be implemented in other ways. For example, the device embodiments described above are merely illustrative. For example, the division of the units is merely a logical function division. In actual implementation, there may be other division methods, such as multiple units or components can be combined or integrated into another device, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some interface, indirect coupling or communication connection of the device or unit, which can be electrical, mechanical or other forms.

[0060] The units described as separate components may or may not be physically separate, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed across multiple network units. Some or all of these units may be selected to achieve the purpose of this embodiment according to actual needs.

[0061] In addition, each functional unit in each embodiment of the present invention may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit.

[0062] If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, 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. The computer software product is stored in a storage medium and includes several instructions for enabling a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes various media that can store program codes, such as a USB flash drive, a mobile hard disk, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0063] To illustrate the above-mentioned features and effects of the present invention more clearly and easily, the following embodiments are specifically described below with reference to the accompanying drawings. This specification discloses one or more embodiments incorporating the features of the present invention. The disclosed embodiments are for illustrative purposes only. The scope of protection of the present invention is not limited to the disclosed embodiments; the present invention is defined by the appended claims.

[0064] The following is a system embodiment corresponding to the above method embodiment. This embodiment can be implemented in conjunction with the above embodiment. The relevant technical details mentioned in the above embodiment are still valid in this embodiment and will not be repeated here to reduce repetition. Accordingly, the relevant technical details mentioned in this embodiment can also be applied to the above embodiment.

[0065] The present invention aims to propose a method for quickly generating an intercity railway public transportation train operation plan. By combining the characteristics of passenger flow patterns, a method for generating an intercity railway public transportation train operation plan is proposed from the perspectives of train operation intervals, train stop structure, undercarriage crossings, and marshaling types. Combined with the passenger flow demand in different time periods, the transportation capacity in different time periods is matched and designed, so that the intercity railway train operation plan is highly adapted to the passenger flow demand, providing a new method for quickly generating an intercity railway public transportation train operation plan.

[0066] The present invention comprehensively considers the superimposed characteristics of the fluctuating passenger flow demand of intercity railways at various stations in different time periods, constructs the spatiotemporal service relationship between capacity supply and passenger flow demand during train operation, calculates the passing relationship of intercity trains with different stop structures under public transportation conditions, and determines the intercity railway train operation plan elements such as intercity train operation intervals, stop structures, undercarriage routes, marshaling types, and departure frequencies through scheme comparison, thereby solving the problem of generating intercity railway train operation plans under the public transportation organization model.

[0067] The following is a detailed description with reference to specific embodiments.

[0068] Example 1

[0069] like Figure 1 As shown, Figure 1 This is a flow chart of a method for generating an intercity railway public transport train operation plan disclosed in an embodiment of the present invention. Figure 1 The method for generating a plan for a public transport-oriented intercity railway train can be applied to a system or device for generating a plan for a public transport-oriented intercity railway train, and the embodiment of the present invention does not limit this. Figure 1 As shown, the method includes:

[0070] Data preparation step 101: Divide train operation intervals based on intercity railway capacity resources and historical passenger demand data; construct feasible train routing plans based on intercity railway depot layout and station turnaround conditions;

[0071] Passenger flow distribution characteristic analysis step 102: discretize the passenger flow demand, construct a superposition relationship of passenger flow cycle characteristics of each station along the line based on the train operation interval and feasible train route plan, calculate the passenger flow density of each time period superimposed with the passenger flow fluctuation characteristics of the station, and use the relationship characteristics and passenger flow density to reversely infer the train operation demand in different time periods;

[0072] Step 103 of generating a passing plan: based on the passenger flow density between stations, the train structure ratio, and the interval operation difference, collaboratively calculating and generating intercity train passing plans with different stop structures;

[0073] Train operation plan generation step 104: Analyze the connection service demand based on the train operation structure, overtaking plan, and passenger flow demand matching in different time periods, determine the train departure interval and the car bottom handover connection time, and generate multiple sets of train operation plans.

[0074] Example 2

[0075] like Figure 2 As shown, Figure 2 The method for generating an intercity railway public transportation train operation plan shown can be applied to an intercity railway public transportation train operation plan generation system or device, and the embodiment of the present invention does not limit this.

[0076] like Figure 2 As shown, the method includes:

[0077] Data preparation step 201: Based on intercity railway transport capacity resources and historical passenger demand data, train operation intervals are divided; based on intercity railway train depot layout data and station turnaround conditions, a feasible train routing plan is constructed;

[0078] In a specific embodiment of the present invention, an alternative set of intercity train operating intervals and vehicle bottom turnover plans is constructed, and stations along the intercity railway are graded and classified according to historical passenger flow, and the stations are divided into starting and ending stations, mandatory stations, and optional stations; based on the intercity railway EMU layout, line conditions, and train return conditions, an alternative set of train operating intervals and vehicle bottom turnover plans is constructed, and all feasible train operating intervals and vehicle bottom turnover plans for the intercity railway are enumerated.

[0079] Passenger flow distribution characteristic analysis step 202: discretize the passenger flow demand, construct the superposition relationship of passenger flow cycle characteristics of each station along the line based on the train operation interval and the train interval operation time, calculate the time period passenger flow density superimposed with the passenger flow fluctuation characteristics of the station, and use the characteristic superposition relationship and passenger flow density to reversely infer the train operation demand in different time periods.

[0080] In the embodiment of the present invention, the passenger flow distribution characteristics analysis step 202 includes:

[0081] Passenger flow data discretization processing steps: discretize the passenger flow at intervals of given time values, and divide the peak hours into multiple passenger flow cycles;

[0082] In the embodiment of the present invention, Figure 3 The figure shows the discretization process for passenger flow demand at four stations, with each gray column representing a passenger flow cycle. The inter-station passenger flow distribution characteristics are analyzed by time period. Passenger flow is discretized using a given time interval H (e.g., 1 minute, 2 minutes, 3 minutes, 4 minutes, 5 minutes, 6 minutes, etc.), dividing the peak hour into n passenger flow cycles (corresponding to 60, 30, 20, 15, 10, etc.). The granularity of the passenger flow cycle division is determined based on the passenger flow scale and its variation characteristics. Figure 3 The passenger flow cycle interval in the case shown is 5 minutes, and the number of passenger flow cycles in one hour is 12.

[0083] The feature superposition relationship construction step: construct the passenger flow cycle feature superposition relationship of each station along the line, analyze the relationship between the train running time and the passenger flow cycle between any two stations, calculate the passenger flow cycle interval between the two stations, and the passenger flow cycle of the arrival station is the sum of the passenger flow cycle of the departure station and the passenger flow cycle interval between the two stations;

[0084] In the embodiment of the present invention, Figure 3 As shown in the figure, the passenger flow of each station on the intercity railway is set at a passenger flow cycle with a 5-minute interval. The passenger flow volume in each passenger flow cycle is counted. Combined with the interval operation time, the superposition relationship of the passenger flow cycle characteristics of each station along the line is constructed. The superposition relationship of the passenger flow cycle from station s1 to station s2 is: Among them, t s1 represents the passenger flow cycle number of station 1, t s2represents the passenger flow cycle number of station 1 superimposed on station 2, r represents the running time from station s1 to station s2, r is divided by the time cycle interval H and rounded down to get the passenger flow cycle interval number of station 1 and station 2. For example, the result of dividing the two is 4.5, and the result of rounding down is 4, which determines that the passenger flow superposition relationship between station 1 and station 2 is 4 passenger flow cycles;

[0085] Steps for calculating the superimposed passenger flow density: According to the superposition relationship of passenger flow cycles, the passenger flow density of the set of stations where passenger flow can be superimposed is accumulated, and the superimposed passenger flow density of the passenger flow fluctuation characteristics of the stations in different time periods is calculated.

[0086] In the embodiment of the present invention, Figure 3 As shown in Figure 2, the superimposed passenger flow demand of station D in the 9th passenger flow cycle is composed of the passenger flow of station A in the 2nd passenger flow cycle, station B in the 4th passenger flow cycle, and station C in the 7th passenger flow cycle, that is, Calculate the passenger flow fluctuation characteristics and superimpose passenger flow density q at the station in different time periods s According to the formula Calculate, where represents the superimposed passenger flow demand of station s in the nth passenger flow cycle, S is the set of stations where the passenger flow of station s can be superimposed, n' is the passenger flow cycle that station s' can be superimposed, and the superposition relationship between the passenger flow cycles of stations s and s' is based on the formula calculate.

[0087] In an embodiment of the present invention, the above-mentioned passenger flow distribution characteristics analysis step further includes:

[0088] Based on the train capacity and overcrowding rate, the minimum number of train operations and train formations required for each station and time period are determined; based on the train operation conditions, the train operation demand at the starting and ending stations is logarithmically calculated based on the train operation demand at the station during peak hours; based on the train operation conditions and feasible route plans, the train operation demand at the starting and ending stations is logarithmically calculated based on the train operation demand during peak hours.

[0089] Combined with the train capacity and overcrowding rate, the minimum number of trains required and the train formations at each station and time period are determined. During peak passenger flow periods, multiple trains or long train formations are organized according to passenger flow density, and short train formations are organized during off-peak passenger flow periods. The train operation frequency calculation formula is: Where D is the train capacity.

[0090] Combined with train operation conditions, train demand for originating and terminating stations is inferred from the logarithm of peak-hour station train demand. When passenger density within a section is uneven, the train demand between the station with the highest passenger density and the adjacent turnaround station, or between the originating and terminating stations, is calculated based on the distance to the station with the highest passenger density. Train demand for the line's terminus is calculated based on the highest passenger density between the turnaround station and the terminus.

[0091] The demand for trains running in sections during off-peak hours is reversed based on the logarithm of the demand for trains running at the originating and terminating stations. The number of trains running across off-peak and peak hours is estimated based on the superposition of passenger flow cycle characteristics between stations.

[0092] Step 203 of generating a passing plan: based on the passenger flow density between stations, collaboratively calculating and generating intercity train passing plans with different stop structures;

[0093] Based on the passenger flow density between stations, design the structure and ratio of train operations during peak hours, determine the number of trains to be operated, and the frequency of stops at mandatory and optional stations;

[0094] The frequency of trains stopping at major stations is calculated based on the minimum passenger flow density between major stations. The calculation formula is: q mi is the minimum passenger flow density between major stations, D is the train capacity, and the calculated result is rounded up to get the frequency of trains stopping at major stations. Combining the frequency of trains stopping at major stations with the demand for interval train operation density, the frequency of ordinary trains f is calculated. p , the calculation formula is: where q i is the passenger flow density between stations. The total train running frequency is determined based on the frequency of trains stopping at major stations and ordinary trains: f = f p +f z .

[0095] According to the train stop plan, the interval running difference and safety interval time, the overtaking relationship between trains is determined, the train stop plan is adjusted based on feedback, the necessary slow running time is determined, and the peak hour train operation diagram structure is coordinated and established.

[0096] In an embodiment of the present invention, the above-mentioned crossing plan generation step includes:

[0097] Based on the number of trains stopping at major stations and ordinary trains running, the maximum number of times ordinary trains are overtaken by trains stopping at major stations is calculated. The train overtaking structure is determined based on the ratio of trains stopping at major stations to ordinary trains. Based on the train stop plan, the difference in interval operation, and the safety interval time, multiple sets of overtaking plans between trains are determined.

[0098] Based on the difference in the number of trains stopping at major stations, the number of ordinary trains running, and the train running time, the maximum number of times an ordinary train is overtaken by a train stopping at a major station is calculated. The calculation formula is: Where Δt is the difference between a train stopping at a major station and an ordinary train running throughout the entire journey, h is the train tracking interval, and n s is the number of intermediate stations.

[0099] In an embodiment of the present invention, the above-mentioned crossing plan generation step includes:

[0100] When the maximum number of overtaking is 1, the overtaking station is preferentially selected in the section with the largest difference in running time between trains stopping at major stations and ordinary trains, and the number of overtaking trains is set according to the ratio of trains stopping at major stations to ordinary trains;

[0101] When the maximum number of passing times is greater than 1, stations with close distances between them will be prioritized as passing stations.

[0102] In the embodiment of the present invention, Figure 4 The figure shows the passing relationships of six trains during peak passenger flow periods. The blue lines represent trains stopping at major stations, and the black lines represent ordinary trains. The maximum number of times an ordinary train is passed is 1, and the ratio of trains stopping at major stations to ordinary trains is 1:5. Passing stations are prioritized at the ends of the section with the largest difference in running time between trains stopping at major stations and ordinary trains. Trains stopping at major stations are assigned to pass, while ordinary trains are assigned to pass. Figure 4 The middle section 34 is the longest, and the difference in running time between trains stopping at major stations and ordinary trains is the largest. Trains are given priority to overtaking at stations 3 and 4. The number of overtaking trains is set according to the ratio of trains stopping at major stations to ordinary trains and the number of intermediate stations. Figure 4 The number of ordinary trains that were passed was 2, and the number of ordinary trains that were not passed was 3.

[0103] In the embodiment of the present invention, Figure 5 The figure shows the passing relationship of three trains during peak passenger flow. The blue line represents trains that stop at major stations, and the black line represents ordinary trains. The maximum number of times an ordinary train is passed is 2, and the ratio of trains that stop at major stations to ordinary trains is 1:2. When the number of times an ordinary train is passed is 2, the passing station is prioritized to be a station with a close distance and running time. Figure 5 Train 3 was passed twice by trains stopping at major stations, at Stations 2 and 4, with two sections between each station. Various passing modes are set up based on the ratio of trains stopping at major stations to ordinary trains. These modes can be categorized as tracking passing with trains stopping at major stations and balanced passing with trains stopping at major stations. Tracking passing with trains stopping at major stations provides higher line capacity utilization, while balanced passing with trains stopping at major stations provides better service quality.

[0104] When trains stop at major stations for balanced overtaking, the train overtaking structure is determined based on the ratio of trains stopping at major stations to ordinary trains. Based on the ratio of ordinary trains and the locations of overtaking stations, the cumulative running time difference between trains stopping at major stations and ordinary trains is calculated. The timetable period is calculated by selecting the consecutive interval with the maximum cumulative running time difference, which is T = 2h + Δt. Δt is the running time difference between trains stopping at major stations, T is the timetable period, and h is the train tracking interval.

[0105] In order to avoid the impact of trains stopping at major stations on the travel speed of ordinary trains, it is not recommended to arrange for ordinary trains to be overtaken more than twice. The number of overtaking times can be reduced by adjusting the frequency of trains stopping at major stations.

[0106] According to the passenger flow structure during off-peak hours, the train operation structure is adjusted and some trains during peak hours are cancelled; according to the train stop plan and the interval operation difference and safety interval time, the passing relationship between trains is determined, the train stop plan is adjusted based on feedback, and the off-peak hour train operation diagram structure is coordinated and established.

[0107] Train operation plan generation step 204: Analyze the connection service demand based on the train operation structure, overtaking plan, and passenger flow demand matching in different time periods, determine the train departure interval and the car bottom handover connection time, and generate multiple sets of train operation plans.

[0108] In the embodiment of the present invention, the train operation plan generating step 204 further includes:

[0109] Based on multiple sets of passing plans, a train operation diagram structure is established, and a suitable train route plan is selected from the alternative train route plans to determine the departure interval time and the undercarriage route connection time during peak passenger flow periods; and the departure interval time and undercarriage route connection time during off-peak passenger flow periods are determined, and the connection and transition plan between peak and off-peak periods is determined to generate multiple sets of train operation plans.

[0110] Combined with the train timetable structure, an intercity railway space-time service network is constructed, and the matching relationship between the train operation structure and the subsequent passenger flow is analyzed. The train service passenger flow includes the newly generated passenger flow during the passenger flow cycle and the stranded passenger flow that has not been transported in time. By accumulating the passenger flow demand in different time periods, the passenger flow that can be served during the train departure time period and the passenger flow density between stations are evaluated.

[0111] Select a suitable route plan from the alternative train routes, and determine the departure interval time of the starting train and the connection time of the undercarriage route during the peak passenger flow period.

[0112] Select a suitable route plan from the alternative train routes, determine the departure interval time of the starting train during the off-peak passenger flow period, the connection time of the undercarriage route, and determine the transition plan between the peak period and the off-peak period.

[0113] Optimal train operation plan evaluation step 205: Based on the preset comprehensive evaluation criteria, the optimal train operation plan is selected and generated for multiple sets of train operation plans.

[0114] In an embodiment of the present invention, the optimal train operation plan evaluation step includes:

[0115] The generalized benefits of all train operation plans are compared and analyzed, and the train operation plan with the greatest generalized benefit is selected as the optimal plan for a given passenger flow.

[0116] In this embodiment of the present invention, the comprehensive benefits of different train operation plans are compared and analyzed from the perspective of operating costs and passenger benefits to determine an intercity railway train operation plan. Operating costs include train operation costs, station stop costs, and vehicle turnover costs, while passenger benefits include waiting time costs and travel time costs. The generalized benefits of all train operation plans are compared and analyzed, and the train operation plan with the greatest generalized benefit is selected as the optimal plan for given passenger flow characteristics.

[0117] Example 3

[0118] like Figure 6 As shown, Figure 6 The embodiment of the present application provides a system for generating an intercity railway public transportation train operation plan, which adopts the above intercity railway public transportation train operation plan generation method. The system includes:

[0119] Data preparation module 301: divides train operation intervals based on intercity railway transport capacity resources and historical passenger demand data; constructs feasible train routing plans based on intercity railway train depot layout and station turnaround conditions;

[0120] Passenger flow distribution characteristic analysis module 302: Based on the train operation interval and route plan, the passenger flow demand is discretized, and the superposition relationship of passenger flow cycle characteristics of each station along the line is constructed. The passenger flow density of each time period is calculated by superimposing the passenger flow fluctuation characteristics of the station. The train operation demand in different time periods is inferred by using the relationship characteristics and passenger flow density.

[0121] Overtaking plan generation module 303: Analyzes the train structure ratio based on the inter-station passenger flow density calculation, and collaboratively calculates and generates intercity train overtaking plans with different stop structures;

[0122] Train operation plan generation module 304: analyzes the service demand according to the train operation structure, overtaking plan, and time-segment passenger flow demand matching, determines the train departure interval and the undercarriage connection time, and generates multiple sets of train operation plans;

[0123] The optimal train operation plan evaluation module 305 is configured to select and generate the optimal train operation plan for the plurality of train operation plans according to a preset comprehensive evaluation standard.

[0124] Example 4

[0125] An embodiment of the present application provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the above-mentioned method for generating an intercity railway bus-oriented train operation plan.

[0126] Example 5

[0127] An embodiment of the present application provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, the steps of the method for generating an intercity railway bus train operation plan as described above are implemented.

[0128] In addition, combined Figure 1 The method for generating an intercity railway public transportation train operation plan described in the embodiment of the present application can be implemented by an electronic device, such as a computer device. Figure 7 Schematic diagram of the hardware structure of a computer device according to an embodiment of the present application.

[0129] In some embodiments, the computer device may further include a communication interface 83 and a bus 80. Figure 7 As shown, the processor 81, the memory 82, and the communication interface 83 are connected via a bus 80 and communicate with each other.

[0130] Specifically, the processor 81 may include a central processing unit (CPU), or an application specific integrated circuit (ASIC), or may be configured to implement one or more integrated circuits of the embodiments of the present application.

[0131] The memory 82 may be used to store or cache various data files required for processing and / or communication, as well as possible computer program instructions executed by the processor 81 .

[0132] The processor 81 reads and executes computer program instructions stored in the memory 82 to implement any one of the methods for generating an intercity railway public transportation train operation plan in the above-mentioned embodiments.

[0133] The technical features of the above-mentioned embodiments can be combined arbitrarily. In order to make the description concise, not all possible combinations of the technical features in the above-mentioned embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this specification.

[0134] The above-described embodiments merely represent several implementation methods of the present application. While the descriptions are relatively specific and detailed, they should not be construed as limiting the scope of the present invention. It should be noted that a person skilled in the art could make various modifications and improvements without departing from the spirit of the present application, all of which fall within the scope of protection of the present application. Therefore, the scope of protection of the present patent application shall be determined by the appended claims.

Claims

1. A method for generating an intercity railway public transport train operation plan, characterized in that: The method comprises: Data preparation steps: Determine the train operation interval based on intercity railway capacity resources and historical passenger demand data; construct a feasible train routing plan based on the intercity railway EMU depot layout and station turnaround conditions; Passenger flow distribution characteristic analysis steps: discretize the passenger flow demand to determine the minimum granularity of the passenger flow cycle. Based on the train operation intervals and interval operation time, construct the superposition relationship of the passenger flow cycle characteristics of each station along the line, calculate the passenger flow density in different time periods after superposition of the station passenger flow fluctuation characteristics, and use the characteristic relationship and passenger flow density to reversely infer the minimum train operation demand at each station in different time periods; Passing plan generation step: based on the passenger flow density calculation and analysis of the train structure ratio, further combined with the interval operation difference, collaboratively calculate and generate intercity train passing plans with different stop structures; Train operation plan generation steps: Analyze the connection service demand based on the train operation structure, overtaking plan, and time-segment passenger flow demand matching, determine the train departure interval and undercarriage connection time, and generate multiple sets of train operation plans; The crossing plan generating step comprises: Based on the number of trains stopping at major stations and the number of ordinary trains running, the maximum number of times ordinary trains are overtaken by trains stopping at major stations is calculated. The train overtaking structure is determined based on the ratio of trains stopping at major stations to ordinary trains. Multiple sets of train overtaking plans are determined based on the train stop plan, the interval running difference, and the safety interval time. The train operation plan generating step further comprises: Based on the multiple sets of passing plans, a train operation diagram structure is established, and a suitable train route plan is selected from the alternative train route plans to determine the departure interval time and the undercarriage route connection time of the starting train during the peak passenger flow period; determine the departure interval time and the undercarriage route connection time of the starting train during the off-peak passenger flow period, determine the connection and transition plan between the peak period and the off-peak period, and generate multiple sets of train operation plans.

2. The method for generating an intercity railway public transport train operation plan according to claim 1, characterized in that: The method further comprises: The optimal train operation plan evaluation step is as follows: based on the preset comprehensive evaluation criteria, the optimal train operation plan is selected and generated for the multiple sets of train operation plans.

3. The method for generating an intercity railway public transport train operation plan according to claim 1 or 2, characterized in that: The passenger flow distribution characteristics analysis step includes: Passenger flow data discretization processing steps: discretize the passenger flow at intervals of given time values, and divide the peak hours into multiple passenger flow cycles; The feature superposition relationship construction step: construct the passenger flow cycle feature superposition relationship of each station along the line, analyze the relationship between the train running time and the passenger flow cycle between any two stations, calculate the passenger flow cycle interval between the two stations, and the passenger flow cycle of the arrival station is the sum of the passenger flow cycle of the departure station and the passenger flow cycle interval between the two stations; Steps for calculating superimposed passenger flow density: According to the superposition relationship of passenger flow cycles, the sending passenger flow density of the set of stations where passenger flow can be superimposed is superimposed, and the passenger flow density in different time periods after the superposition of the passenger flow fluctuation characteristics of the stations is calculated.

4. The method for generating an intercity railway public transport train operation plan according to claim 3, characterized in that: The passenger flow distribution characteristics analysis step further includes: Based on the train capacity and overcrowding rate, the minimum number of train operations and train formations required for each station and time period are determined; based on the train operation conditions, the train operation demand at the departure station is logarithmically calculated based on the peak hour train operation demand; based on the train operation conditions and feasible train route plans, the train operation demand at the departure and arrival stations is logarithmically calculated based on the peak hour train operation demand.

5. The method for generating an intercity railway public transport train operation plan according to claim 4, characterized in that: The crossing plan generating step comprises: When the maximum number of overtaking trains is 1, the overtaking stations are preferentially selected as the stations at the two ends of the interval with the largest difference in running time between trains stopping at major stations and ordinary trains. The number of overtaking trains is set in combination with the ratio of trains stopping at major stations to ordinary trains. When the maximum number of passing times is greater than 1, the passing stations are preferentially arranged as passing stations with close distances between them.

6. A system for generating an intercity railway public transport train operation plan, using the intercity railway public transport train operation plan generation method according to any one of claims 1 to 5, characterized in that: The system comprises: Data preparation module: This module divides train operation intervals based on intercity railway transport capacity resources and historical passenger demand data; and constructs feasible train routing plans based on intercity railway train depot layout data and station turnaround conditions. Passenger flow distribution characteristics analysis module: Based on the train operation interval and route plan, the passenger flow demand is discretized, the superposition relationship of passenger flow cycle characteristics of each station along the line is constructed, the passenger flow density of each time period is calculated based on the superposition of passenger flow fluctuation characteristics of the station, and the train operation demand in different time periods is inferred using the relationship characteristics and passenger flow density; Overtaking plan generation module: This module calculates and analyzes the train structure ratio based on the inter-station passenger flow density, and further combines the interval operation difference to collaboratively calculate and generate intercity train overtaking plans with different stop structures; Train operation plan generation module: Analyzes the service demand based on the train operation structure, overtaking plan, and time-segment passenger flow demand, determines the train departure interval and the undercarriage connection time, and generates multiple train operation plans; Optimal train operation plan evaluation module: based on the preset comprehensive evaluation criteria, the optimal train operation plan is selected and generated for the multiple sets of train operation plans.

7. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the steps of the method for generating an intercity railway public transportation train operation plan according to any one of claims 1 to 5 are implemented.

8. 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 program, the steps of the method for generating an intercity railway public transportation train operation plan according to any one of claims 1 to 5 are implemented.

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