Air-railway linked route optimization method based on convenience quantitative analysis

Abstract

The invention provides an air-railway linked route optimization method based on convenience quantitative analysis. In the transit process of air-railway linked transportation, the travel experience, time cost and transit implicit cost of passengers are often ignored, and even the subsequent travel cannot be finished due to the fact that the transit travel plan is inappropriate and the delay of the preorder travel is superposed. The research focuses on a transfer linkage process in air-railway linkage transportation, combines actual conditions, selects five indexes including urban traffic reachable conditions, linkage time, linkage cost, linkage carbon emission and linkage comfort, and quantifies the convenience of a linkage route travel section between an airport and a railway station based on an AHP analytic hierarchy process according to a priority level selected by a user. And meanwhile, in combination with a necessary passing time expectation and a preorder travel delay time expectation of each hub station, giving an optimal reserved transit time recommendation of the interlink travel according to the complete forming confidence selected by the user, and giving a comprehensive convenience degree of the interlink route.

Description

Technical Field

[0001] Based on the AHP analytic hierarchy process, the present invention studies a quantification and optimization system for the convenience of urban air-rail connections and connection plans. First, the AHP analytic hierarchy process is used to construct a quantitative model of the convenience of air-rail connection lines, and the convenience index of the connection lines between the airport and the railway station is calculated; then, combined with the personalized preferences of users, the AHP analytic hierarchy process is used to construct a judgment matrix, and the personalized index weights are calculated; finally, the quantification results of the convenience of the connection lines are used, combined with the expected delay time of the previous trip and the expected time of the connection line, to achieve personalized connection plan optimization and transfer reserved time recommendation. This research belongs to the field of transportation engineering, and specifically involves technologies such as system optimization, convenience quantification, and itinerary planning. Background Art

[0002] With the acceleration of urbanization and the increasing complexity of transportation networks, air-rail intermodal transportation is an important part of passenger travel, and its convenience and efficiency directly affect the travel experience of passengers. However, there are often many problems in the transfer process of air-rail intermodal transportation, such as poor passenger travel experience, high time cost, and high hidden transfer costs. These problems are often ignored, resulting in many inconveniences for passengers during the transfer process. In order to solve these problems and improve the convenience and efficiency of air-rail intermodal transportation, this study focuses on the transfer process in air-rail intermodal transportation, aiming to quantify and optimize the convenience of intermodal routes through scientific methods.

[0003] Air-rail intermodal transport involves the combination of aviation and rail. The optimization of its route combination is of great significance for reducing travel costs and improving travel efficiency. At present, when choosing air-rail intermodal travel, passengers often need to consider multiple factors, such as accessibility, time, cost, carbon emissions and comfort. The comprehensive consideration of these factors is crucial for passengers' travel decisions. However, due to the lack of effective quantification and optimization tools, it is difficult for passengers to make the best choice.

[0004] Traditional methods for quantifying connecting routes mostly rely on qualitative analysis and empirical judgment, lacking scientific and personalized considerations. However, the application of the analytic hierarchy process (AHP) in mathematical statistical analysis technology provides the possibility for quantifying the convenience of connecting routes. The AHP analytic hierarchy process is a multi-criteria decision-making method and one of the important methods often used to solve problems in transportation system engineering. The core idea of ​​the AHP analytic hierarchy process is to decompose complex decision-making problems into sub-problems that are easier to understand and analyze, and then determine the relative importance of each factor through pairwise comparison, and finally comprehensively obtain the decision results. Focusing on the quantification of air-rail connecting convenience, the AHP analytic hierarchy process can combine multiple evaluation indicators, construct a judgment matrix and calculate weights, and scientifically and rationally quantify and optimize the convenience of connecting routes.

[0005] This study combines the AHP analytic hierarchy process with passengers' personalized needs, as well as the expectations of previous trip delay time and connecting route time, to build a convenient quantification and optimization system for air-rail connecting routes. The system can quantify the convenience of connecting route segments between airports and railway stations based on the priority of passengers' choices of various factors affecting the connecting process, through the analysis and quantification of indicators such as connecting time, connecting cost, connecting carbon emissions and connecting comfort, and give the best transfer plan recommendation and comprehensive convenience evaluation, providing passengers with personalized optimization suggestions for connecting plans, thereby improving passengers' travel efficiency and experience. Summary of the invention

[0006] The present invention is different from the existing air-rail intermodal transport quantification method. It uses the AHP hierarchical analysis method to propose a convenient air-rail intermodal route quantification and optimization system based on the personalized priority of users. First, the transfer and intermodal process in air-rail intermodal transport is focused on, and five key indicators, namely, urban traffic accessibility, intermodal time, intermodal cost, intermodal carbon emissions, and intermodal comfort, are selected to construct a multi-level evaluation system. Then, according to the priority level selected by the user, the convenience of the intermodal route segment between the airport and the railway station is quantified using the AHP hierarchical analysis method. By constructing a judgment matrix and calculating weights, the convenience of the intermodal route is scientifically quantified. Secondly, combined with the necessary travel time expectations of each hub station and the delay time expectations of the previous trip, the optimal reserved transfer time recommendation for the intermodal trip is given according to the complete trip confidence selected by the user, and the comprehensive convenience of the intermodal route is calculated.

[0007] The main process of this method is as follows Figure 2 As shown in the figure, it can be divided into the following two steps: construction of a quantitative model for the convenience of connecting routes based on the AHP hierarchical analysis method and optimization of connecting schemes.

[0008] (1) Construction of a quantitative model for the convenience of connecting routes based on the AHP analytic hierarchy process

[0009] The quantitative model is as follows Figure 1 As shown below, there are four sub-steps: defining the convenience factor, defining and valuing the indicators of the connecting line segments, calculating the weight of the personalized indicators based on the AHP hierarchical analysis method, and defining and valuing the indicators of the internal travel segments of the station.

[0010] (2) Optimization of interline solutions

[0011] The following includes three sub-steps: transfer city recommendation, connecting route recommendation, and transfer reserved time recommendation.

[0012] Compared with the prior art, the present invention has the following obvious advantages and beneficial effects:

[0013] First, compared with the traditional research methods of transportation transfer, this invention has achieved expansion and supplement in the research scope, expanding the research field from the same-station or different-station transfer between railways and airport transfer in aviation to the interweaving transfer between aviation and railway, filling the research gap in this field. This expansion not only increases the breadth of research, but also provides new theoretical support and practical guidance for interweaving transfer between aviation and railway.

[0014] Secondly, in terms of research content, the present invention fully considers the time delay and transfer price factors of interlaced transfers between aviation and railways, which are rarely involved in previous studies. By collecting, counting and analyzing cities at the prefecture level in China that have both airports and high-speed railway platforms, the present invention provides passengers with the most suitable transfer cities and travel modes for themselves, which helps to solve or reduce the time and money losses caused to passengers by delays during travel.

[0015] Finally, the present invention adopts the AHP hierarchical analysis method to weight the travel modes chosen by individuals according to their own preferences, which is relatively rare in previous studies. The application of the AHP hierarchical analysis method makes the research results clearer and more scientific, which can fully reflect the personalized needs of passengers and improve the practicality and pertinence of the research.

[0016] Experiments have confirmed that the present invention has significant innovation and advantages in research scope, research content and methods, and is expected to provide useful theoretical support and practical guidance for the field of air-rail intermodal transportation, promote the development of my country's transportation technology, and enhance the travel experience of passengers. Through this method, the present invention not only improves the scientificity and practicality of transportation transfer research, but also provides passengers with a more personalized and economical travel option. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] Figure 1 A quantitative model of the convenience of connecting routes based on AHP

[0018] Figure 2 Schematic diagram of the convenience of connecting routes and the process of route optimization

[0019] Figure 3 The process of calculating personalized index weights using AHP analysis DETAILED DESCRIPTION

[0020] According to the above description, the following is a specific implementation process, but the scope of protection of this patent is not limited to this implementation process.

[0021] Step 1: In the air-rail transit itinerary, the aviation and railway stations within the transit city are used as nodes for topology, the edges between nodes are defined as the connecting routes from one station to another, and the route features are extracted;

[0022] Step 2: Select quantitative indicators based on route characteristics, and build a convenient quantification model for interline routes based on AHP, and give the convenience quantification results for each route;

[0023] Step 3: During the air-rail connection itinerary planning stage, compare the convenience of air-rail connections in various cities and recommend transfer cities as the first part of the connection optimization plan;

[0024] Step 4: In the itinerary planning stage with confirmed transit cities, compare the convenience of various connecting routes and make connecting route recommendations as the second part of the connecting route optimization plan;

[0025] Step 5: In the itinerary planning stage of the determined connecting route, the required time is estimated and the transfer reserved time is recommended as the third part of the connecting route optimization plan;

[0026] The above steps 1-2 "Quantitative model of the convenience of connecting routes based on AHP" have the following specific steps: Define the convenience factor: The convenience factor F is the quantitative symbol of the convenience degree of each indicator of the feedback route, and the initial value F 0 =10;

[0027] F=F 1 ×F 2

[0028]

[0029] In the formula, F 1 is the convenience factor of the connecting route segment, which is derived from the urban traffic accessibility index D 1 and free indicator D 2 Common feedback; F 2 is the convenience factor of the internal passage section of the station, which is determined by the station guidance index E 1 and necessary travel time index E 2 Joint feedback;

[0030] Classification and value of connecting route segment indicators: Based on the actual domestic transportation situation, six main connecting route segment transportation modes are listed; the accessibility of transportation within the city gives priority to public transportation and walking methods, and then considers the transfer situation; the urban transportation accessibility indicator D 1 The calculation is as follows:

[0031]

[0032] Where: D 10 is the basic value of the city's traffic accessibility index (see Table 1); D 11 , D 12 and D 13is the adjustment coefficient (see Tables 2 to 4); the basic value and the adjustment coefficients are derived from the questionnaire survey results and are fixed values. When using this method, there is no need to conduct repeated surveys and it can be directly applied;

[0033] Table 1 Index values ​​for public transportation and direct walking access

[0034]

[0035] In Table 1, PZ means that the next station can be reached directly by public transportation (excluding small cars), and WZ means that the next station can be reached directly by walking only. The latter is only applicable to some comprehensive transportation hubs.

[0036] Table 2 Assignment of adjustment coefficients for transportation mode selection in transfer situations of connecting routes

[0037]

[0038] The first row of numbers in Table 2 indicates the number of transportation options available to passengers when transferring from the first-leg destination station to the next station, including high-speed rail, intercity shuttle bus, subway, city bus, and small car;

[0039] Table 3 Assignment of transfer adjustment coefficients for different types of urban transportation required for transfers on connecting routes

[0040]

[0041] The “Number of necessary transfers of different types” in Table 3 indicates the number of transfers required when passengers travel from one station to the next station by public transportation (excluding small cars) during air-rail connections.

[0042] Table 4: Necessary transfer adjustment coefficients for the same type of transfers in connecting routes

[0043]

[0044] The “number of transfers of the same type” in Table 4 indicates the number of necessary transfers of the same type of transportation when passengers travel from one station to the next station by air-rail connection and only take a single public transportation mode (excluding small cars);

[0045] Personalized indicator D 2 The calculation is as follows:

[0046] D 2 =D 20 ×(D 21 ×C 1 +D 22 ×C 2 +D 23 ×C 3+D 24 ×C 4 )

[0047] Where D 21 D is the connecting time indicator; 22 D is the interline cost indicator; 23 D is the inter-process carbon emission index; 24 is the comfort index of the connecting line; C 1 To C 4 The weight ratio of each indicator is obtained using the AHP hierarchical analysis method:

[0048] For personalized indicators, the AHP hierarchy analysis method is used to construct a judgment matrix according to the priority ranking selected by the user; after completing the vector normalization in the judgment matrix, the personalized indicator weight value C corresponding to the passenger is obtained; the scale table used is shown in Table 5, the weight value calculation results are shown in Table 6, and the calculation process is shown in Appendix Figure 3 ;

[0049] Table 5 Judgment matrix scale table

[0050]

[0051] Table 6 Normalized weight values ​​of judgment matrix vectors

[0052]

[0053] Since the factors and the scale table remain unchanged, when the order of the judgment matrix remains unchanged, if only the priority order of the factors is changed, the weight value will not change, only the correspondence between different factors and weight values ​​will change;

[0054] Except for the connecting comfort, the above index assignment results all rely on the sampling data of the current status of urban air-rail connecting in the whole country. The data statistics have been completed and no re-sampling is required when using this method. The sampled data are all normalized. The processing results are shown in Table 7. The normalization method is as follows:

[0055]

[0056] Where W l is the normalized data result, T l is the data before normalization, T max and T min They are the maximum and minimum values ​​of the sample indicators of connecting time, connecting cost and connecting carbon emission respectively;

[0057] After normalization calculation, the index levels are divided into 20%, 50%, and 80% to distinguish the index assignment conditions, see Table 7 for details;

[0058] Table 7 Value assignment of connecting time, connecting cost and connecting carbon emission index

[0059]

[0060]

[0061] Table 8 Assignment of connecting trip comfort index

[0062]

[0063] The comfort of connecting routes is also closely related to the choice of transportation options between stations. To simplify the algorithm, the comprehensive transportation selection ratio of each city is used here to replace the selection ratio P between stations.

[0064] D 24 =P S ×D 24-S +P B ×D 24-B +P M ×D 24-M +P T ×D 24-T +P R ×D 24-R

[0065] The classification and value of the internal traffic section indicators of the station: For different stations, the guidance conditions within the station are different. The guidance conditions of the arrival (departure) station are different. 11 (E 12 ) has values ​​of 1.25, 1.0 and 0.75 in dense, general and sparse respectively; "dense" means that the number of guidance signal signs for the prompt information of taking transportation means per 10,000 square meters in the station is greater than 30; "general" means that the number of guidance signal signs for the prompt information of taking transportation means per 10,000 square meters in the station is greater than 15 and less than 30; "sparse" means that the number of guidance signal signs for the prompt information of taking transportation means per 10,000 square meters in the station is less than 15;

[0066]

[0067] The necessary travel time is the sum of the necessary travel time from the arrival of the previous transport to the departure of the arrival station and the necessary travel time from the entry of the departure station to the departure of the subsequent transport, calculated at a walking speed of 6m / s. During the journey, if the mode of transportation in the previous stage is aviation and the necessary travel time is less than 0.5h, 0.5-1.0h or more than 1.0h, E 2 If the previous mode of transport is railway and the necessary travel time is less than 0.8h, 0.8-1.2h and more than 1.2h, the index E 2Take 1.25, 1.0 and 0.75 respectively;

[0068] The above steps 3-5 "Inter-trip solution optimization method" have the following specific steps:

[0069] Recommended transfer cities: Based on the convenience of each connecting route fed back by the convenience factor, the connecting route planning within the transfer city is carried out directly; then the convenience of each route is averaged to calculate the convenience of the city's air-rail connection; when the average value of the corresponding scores of the convenience of all connecting routes in the city is within a certain numerical range, it is determined that the city has high air-rail connection transfer convenience from the perspective of air-rail connection transfer convenience; when the user plans and selects the overall itinerary, the transfer city with high air-rail connection transfer convenience is recommended;

[0070] Recommended connecting routes: When a transit city has been determined, compare the convenience of various connecting routes in the city, select the route with the highest convenience factor, and recommend the connecting route;

[0071] Transfer reservation time recommendation: When a passenger enters confirmed flight information, and the information is for a previous civil flight, the delay expectation M can be calculated based on the flight delay related information. D , combined with the expected travel time of the connecting line M P , giving the appropriate departure time for the subsequent trip, the reserved transfer interval M is: M = M D +M P ; When the information is the preceding railway, the transfer reserved interval time M is: M = M P ; When the information is for subsequent civil aviation, the transfer reserved interval time M is: M = M P ; When the information is for subsequent railways, passengers are required to provide the departure city information and calculate the expected flight delay M from the incident location to the previous arrival airport within the appropriate time window D , and the expected travel time of the connecting line M P , given all the suitable flights arriving in the previous order, the reserved transfer interval M is: M = M D +M P ;

[0072] The flight delay time here refers to the difference between the actual flight arrival time (landing time) ATA and the scheduled flight arrival time ETA at the time when the passenger purchased the ticket, not the generally used departure on-time rate (on-time rate determined by COBT off-block time); only delay situations are considered, and the difference is included in the data when it is positive, and ignored when it is negative; the delay expectation M D The relationship between the on-time arrival rate O and the average delay time A is as follows:

[0073] M D =O×A

[0074] Delays on the combined routes include:

[0075] M P =L×G

[0076] Where G is the ideal travel time under unimpeded traffic conditions, and L is the expected delay coefficient. The expected delay coefficients during off-peak hours (10:00-17:00), peak hours (6:00-10:00, 17:00-21:00) and night hours (21:00-6:00 the next day) are 1.332, 2.073 and 1.000, respectively. The calibration of the above expected delay coefficients is derived from the survey results and is a fixed value. When using this method, there is no need to conduct repeated surveys and it can be directly applied.

Claims

1. A method for optimizing air-rail intermodal routes based on convenient quantitative analysis, characterized in that: Step 1: In the air-rail transit itinerary, the aviation and railway stations within the transit city are used as nodes for topology, the edges between nodes are defined as the connecting routes from one station to another, and the route features are extracted; Step 2: Select quantitative indicators based on route characteristics, and build a convenient quantification model for interline routes based on AHP, and give the convenience quantification results for each route; Step 3: During the air-rail connection itinerary planning stage, compare the convenience of air-rail connections in various cities and recommend transfer cities as the first part of the connection optimization plan; Step 4: In the itinerary planning stage with confirmed transit cities, compare the convenience of various connecting routes and make connecting route recommendations as the second part of the connecting route optimization plan; Step 5: During the itinerary planning phase for the determined connecting routes, make an estimate of the time required and provide a recommendation for the reserved transfer time as the third part of the connecting route optimization plan.

2. The method for optimizing air-rail intermodal routes based on convenient quantitative analysis according to claim 1 is characterized in that: Definition of convenience factor: The convenience factor F is the quantitative symbol of the convenience degree of each indicator of the feedback line, and the initial value is F0 = 10; F=F1×F2 In the formula, F1 is the convenience factor of the connecting line segment, which is jointly fed back by the urban traffic accessibility index D1 and the freedom index D2; F2 is the convenience factor of the internal passage section of the station, which is jointly fed back by the station guidance index E1 and the necessary travel time index E2; Classification and value of connecting route segment indicators: Based on the actual domestic transportation situation, six main modes of transportation for connecting route segments are listed; the accessibility of transportation within the city gives priority to whether public transportation and walking methods are directly accessible, and then considers the transfer situation; the urban transportation accessibility indicator D1 is calculated as follows: Where: D 10 The basic value of the city traffic accessibility indicator is shown in Table 1); D 11 , D 12 and D 13 See Tables 2 to 4 for adjustment factors; Table 1 Index values ​​for public transportation and direct walking access In Table 1, PZ means that the next station can be reached directly by public transportation, and WZ means that the next station can be reached directly by walking only. The latter is only applicable to some comprehensive transportation hubs. Table 2 Assignment of adjustment coefficients for transportation mode selection in transfer situations of connecting routes The first row of numbers in Table 2 indicates the number of transportation options available to passengers when transferring from the first-leg destination station to the next station, including high-speed rail, intercity shuttle bus, subway, city bus, and small car; Table 3 Assignment of transfer adjustment coefficients for different types of urban transportation required for transfers on connecting routes The "Number of necessary transfers of different types" in Table 3 indicates the number of transfers required when passengers travel from one station to the next station by public transportation during air-rail connections. Table 4: Necessary transfer adjustment coefficients for the same type of transfers in connecting routes The "number of transfers of the same type" in Table 4 indicates the number of necessary transfers of the same type of transportation when passengers travel from one station to the next station in the process of air-rail connection and only take a single public transportation mode; The calculation method of personalized indicator D2 is as follows: D2=D 20 ×(D 21 ×C1+D 22 ×C2+D 23 ×C3+D 24 ×C4) Where D 21 D is the connecting time indicator; 22 D is the interline cost indicator; 23 D is the inter-trip carbon emission index; 24 is the comfort index of the connecting line; C1 to C4 are the weight ratios of each index, obtained using the AHP hierarchical analysis method: For personalized indicators, the AHP hierarchical analysis method is used to construct a judgment matrix according to the priority ranking selected by the user; after completing the vector normalization in the judgment matrix, the personalized indicator weight value C corresponding to the passenger is obtained; the scale table used is shown in Table 5, and the weight value calculation results are shown in Table 6; Table 5 Judgment matrix scale table Table 6 Normalized weight values ​​of judgment matrix vectors The normalization method is as follows: Where W l is the normalized data result, T l is the data before normalization, T max and T min They are the maximum and minimum values ​​of the sample indicators of connecting time, connecting cost and connecting carbon emission respectively; After normalization calculation, the index levels are divided into 20%, 50%, and 80% to distinguish the index assignment conditions, see Table 7 for details; Table 7 Value assignment of connecting time, connecting cost and connecting carbon emission index Table 8 Assignment of connecting trip comfort index Use the comprehensive transportation selection ratio of each city to replace the inter-station selection ratio P; D 24 =P S ×D 24-S +P B ×D 24-B +P M ×D 24-M +P T ×D 24-T +P R ×D 24-R The classification and value of station internal traffic section indicators: For different stations, the guidance situation in the station is not the same. The values ​​of the arrival or departure station guidance situation () are 1.25, 1.0 and 0.75 in the dense, general and sparse respectively; "dense" means that the number of guidance signal signs for the prompt information of the means of transportation per 10,000 square meters in the station is greater than 30; "general" means that the number of guidance signal signs for the prompt information of the means of transportation per 10,000 square meters in the station is greater than 15 and less than 30; "sparse" means that the number of guidance signal signs for the prompt information of the means of transportation per 10,000 square meters in the station is less than 15; The necessary travel time is the sum of the necessary travel time from the arrival of the previous transport service to the departure of the arrival station and the necessary travel time from the entry of the passenger into the departure station to the departure of the subsequent transport service, calculated at a walking speed of 6 m / s. During the journey, if the mode of transportation in the previous stage is aviation and the necessary travel time is less than 0.5h, 0.5-1.0h and greater than 1.0h, E2 is 1.25, 1.0 and 0.75 respectively. If the mode of transportation in the previous stage is railway and the necessary travel time is less than 0.8h, 0.8-1.2h and greater than 1.2h, the indicator E2 is 1.25, 1.0 and 0.75 respectively.

3. The optimization method according to claim 1, characterized in that: Recommended transit cities: Based on the convenience of each connecting route fed back by the convenience factor, the connecting route planning in the transit city is carried out directly; then the convenience of each route is averaged to obtain the convenience of air-rail connecting in the city; when the average value of the corresponding scores of the convenience of all connecting routes in the city is within a certain numerical range, it is determined that the city has high convenience of air-rail connecting transfer from the perspective of air-rail connecting transfer convenience; When users plan their overall itinerary, we recommend transit cities with high air-rail connections. Recommended connecting routes: When a transit city has been determined, compare the convenience of various connecting routes in the city, select the route with the highest convenience factor, and recommend the connecting route; Transfer reservation time recommendation: When the passenger enters the confirmed flight information, and the information is the previous civil flight, the delay expectation M is calculated based on the flight delay related information. D , combined with the expected travel time of the connecting line M P , giving the appropriate departure time for the subsequent trip, the reserved transfer interval M is: M = M D +M P ; When the information is the preceding railway, the transfer reserved interval time M is: M = M P ; When the information is for subsequent civil aviation, the transfer reserved interval time M is: M = M P ; When the information is for subsequent railways, passengers are required to provide the departure city information and calculate the expected flight delay M from the incident location to the previous arrival airport within the appropriate time window D , and the expected travel time of the connecting line M P , given all the suitable flights arriving in the previous order, the reserved transfer interval M is: M = M D +M P ; The flight delay time here refers to the difference between the actual flight arrival time ATA and the scheduled flight arrival time ETA when the passenger buys the ticket. It is not the generally used departure on-time rate. If the difference is positive, it is included in the data, and if the difference is negative, it is ignored. The expected delay M D The relationship between the on-time arrival rate O and the average delay time A is as follows: M D =O×A Delays on the combined routes include: M P =L×G In the formula, G is the ideal travel time under unimpeded traffic conditions, and L is the expected delay coefficient; the expected delay coefficients during off-peak hours (10:00-17:00), peak hours (6:00-10:00, 17:00-21:00) and night hours (21:00-6:00 the next day) are 1.332, 2.073 and 1.000, respectively.

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