A general method for determining parameters of equally spaced multi-intersection operation diagram

Abstract

The present invention discloses a general method for determining the parameters of an equally spaced multi-crossing operation diagram, comprising the following steps: step 1, obtaining the number of vehicles used in all crosses and the stop time of each one-way cross; step 2, based on the number of vehicles used in all crosses and the stop time of each one-way cross, constructing an integer linear optimization model with the goal of minimizing the total deviation between the number of vehicles and the stop time; step 3, calculating the number of vehicles of each cross and the stop time adjusted by the algorithm according to the integer linear optimization model, and then drawing an equally spaced multi-crossing operation diagram, and optimizing the departure interval as needed to compress the surplus time, so that the same number of trains can provide a smaller departure interval. The present invention automatically generates operation diagram parameters, can optimize the interval as needed, compress the surplus time, and provide a smaller departure interval for the same number of trains.

Description

Technical Field

[0001] The invention relates to the technical field of rail transit, and in particular to a general method for determining parameters of an equally spaced multi-intersection operation diagram. Background Art

[0002] Urban rail transit operation diagram compilation software needs to consider a variety of line conditions based on versatility. In terms of line form, it includes conventional large and small intersections, Y-shaped intersections, circular intersections, and various possible combinations (such as circular intersections + small intersections of circular lines). In terms of reversal conditions, it includes reversal before the station, reversal on a single reversal track after the station, reversal on a double reversal track after the station, and continuous operation of the loop line. Based on the passenger flow in different time periods, the driving interval varies greatly. In extreme cases, the interval will be very small (90 seconds). The stop time, interval operation time, reversal time of the reversal station, and the departure and arrival interval of the reversal line are very strict. In addition, the compilation of equal-interval multi-interval operation diagrams requires comprehensive consideration of factors such as passenger flow at each station, the number of available trains, travel speed, and the allocation of surplus time at different stations. It can only be obtained after rigorous calculation. A typical weekday timetable requires parameter calculations for at least five time periods of "off-peak-off-peak-off-peak", and manual calculations take a lot of time. The interval parameters calculated entirely based on passenger flow will result in too much surplus time in some cases, and the same number of trains could provide smaller intervals. These also require various manual adjustments. Summary of the invention

[0003] The purpose of the present invention is to overcome the shortcomings of the urban rail transit operation diagram drawing method in the prior art, which is difficult to cope with the complex line forms of conventional large and small intersections, Y-shaped intersections, circular intersections and their combinations, and the interval parameters based on passenger flow calculation may have too much surplus time and need manual adjustment and optimization, and to provide a general method for determining the parameters of the equally spaced multi-intersection operation diagram.

[0004] The purpose of the present invention is achieved through the following technical solutions: A general method for determining parameters of an equally spaced multi-intersection operation diagram comprises the following steps: Step 1, obtain the number of vehicles used on all routes and the stop time of each one-way route; Step 2, based on the number of vehicles used in all routes and the stop time of each one-way route, an integer linear optimization model is constructed with the goal of minimizing the total deviation between the number of vehicles and the stop time; Step 3, calculate the number of cars on each route and the stop time adjusted by the algorithm based on the integer linear optimization model, then draw an equally spaced multi-route operation diagram, and optimize the departure intervals as needed to compress the surplus time, so that the same number of trains can provide a smaller departure interval.

[0005] Preferably, the integer linear optimization model is: Among them, i is the full cross-link index, j is the one-way index of the full cross-link, C is the number of full cross-links, N(R i ) is the number of vehicles used on each route, O(R i ) is the number of one-way trips in each route-cycle, VC is the vehicle bottom usage penalty value, RU is the set of all routes of the uplink route, RD is the set of all routes of the downlink route, ST(U i，j ) is the total number of stations after the uplink reference station, PT(U i，j ) is the total number of stations before the uplink reference station, d(U i，j )(s) is the stop time adjusted by the uplink algorithm, dd(U i，j )(s) is the standard stop time or minimum return time for the up line, pp(U i，j )(s) is the penalty value for deviation from the upstream stop, ST(D i，j ) is the total number of stations after the downlink reference station, PT(D i，j ) is the total number of stations before the downlink reference station, d(D i，j )(s) is the stop time adjusted by the downlink algorithm, dd(D i，j )(s) is the standard downlink stop time or the minimum turnaround time, pp(D i，j )(s) is the downlink stop deviation penalty value, and S is the stop index of the reference station.

[0006] Preferably, the integer linear optimization model satisfies the full turnover constraint, which is: Among them, r(U i，j )(s) is the standard running time, O u (R i ) is the number of up-trips opened, I is the minimum interval in the collinear area, i∈[0,C-1], j∈[0,O(R i )-1].

[0007] Preferably, the integer linear optimization model satisfies the collinear parallel constraint, which includes the upward collinear parallel constraint and the downward collinear parallel constraint. For any i, i′∈[0, C-1], j, j′∈[0, O(R i )-1], s is the stop index range of the collinear platform; in the upward collinear parallel constraint, if q(U i，j )(s)=q(U i′，j′ )(s)=1, then d(U i，j )(s)=d(U i′，j′)(s), i′, j′ are other routes that stop at the same platform as i and j, q(U i，j )(s) is the stop type: the passing platform is represented by 0, the platform before the turnaround is represented by 1, the platform after the turnaround is represented by 2, and the turnaround track is represented by 3.

[0008] As a preference, the integer linear optimization model satisfies the non-collinear running time constraint, and the uplink non-collinear running time is denoted as NCT (U i，j ), the downlink non-collinear operation time is NCT(D i，j ), between normal routes, the uplink non-collinear operation time is: When comparing the normal route with the circular route, the uplink non-collinear operation time is: In case of circular intersection, the up non-collinear operation time is: The downlink non-collinear operation time between normal routes is: When comparing the normal route with the circular route, the downlink non-collinear operation time is: When the route is circular, the downlink non-collinear operation time is: Remember one-way U i，j The next one-way trip is ω(U i，j ), for each upstream one-way U in a cycle i，j and down one-way D i，j , Among them, BU i，j ∈Z, BD i，j ∈Z,O u (R i ) is the number of downlink one-way trips operated.

[0009] Preferably, the integer linear optimization model satisfies the time constraint of the return point, specifically: The next stop after a certain stop of the platform is θ(U i，j，k (s)), the minimum interval between the current stop and the current stop is θ I (U i，j，k (s)); The previous stop of a certain stop of the platform is δ(U i，j，k (s)), the minimum interval between the current stop and the current stop is δ I (Ui，j，k (s)); For the reversing platform, s = -PT(U i，j ) d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform after the return, s = -PT (U i，j )+1 d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform before the reversal, s = ST (U i，j )-1d(U i，j，k )(s)+H≤θ I (U i，j，k (s))*I; Among them, H is the global minimum sending interval.

[0010] Preferably, the general method for determining the parameters of the equally spaced multi-intersection operation diagram also optimizes the departure interval. For the minimum interval I in the collinear area, the interval is reduced by 5 seconds in steps, and the interval is used to recalculate the required number of vehicle bases until the number of vehicle bases is greater than the original number of vehicle bases at a certain interval.

[0011] The beneficial effects of the present invention are as follows: the present invention automatically generates operation diagram parameters, can optimize intervals as needed, compress surplus time, and provide a smaller departure interval for the same number of trains. At the same time, the automated calculation process of the present invention greatly reduces the workload of manual calculations and improves calculation efficiency. The present invention effectively solves the complex problems in the compilation of urban rail transit operation diagrams, improves the calculation efficiency and accuracy of operation diagram parameters, and provides strong support for the operation management of urban rail transit. BRIEF DESCRIPTION OF THE DRAWINGS

[0012] Figure 1 It is a flow chart of the present invention. DETAILED DESCRIPTION

[0013] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that this application will be more comprehensive and complete and fully convey the concept of the example embodiments to those skilled in the art.

[0014] In addition, described feature, structure or characteristic can be combined in one or more embodiments in any suitable manner. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present application. However, those skilled in the art will appreciate that the technical scheme of the present application can be put into practice without one or more of the specific details, or other methods, components, devices, steps, etc. can be adopted. In other cases, known methods, devices, realizations or operations are not shown or described in detail to avoid blurring the various aspects of the application.

[0015] The flowcharts shown in the accompanying drawings are only exemplary and do not necessarily include all the contents and operations / steps, nor must they be executed in the order described. For example, some operations / steps can be decomposed, and some operations / steps can be combined or partially combined, so the actual execution order may change according to actual conditions.

[0016] Example: A general method for determining the parameters of an evenly spaced multi-intersection diagram, such as Figure 1 As shown, the following steps are included: Step 1, obtain the number of vehicles used on all routes and the stop time of each one-way route; Step 2, based on the number of vehicles used in all routes and the stop time of each one-way route, an integer linear optimization model is constructed with the goal of minimizing the total deviation between the number of vehicles and the stop time; Step 3, calculate the number of vehicles on each route and the stop time adjusted by the algorithm according to the integer linear optimization model, and then draw a multi-route operation diagram with equal intervals; Step 4: Optimize the departure intervals as needed to compress the surplus time so that the same number of trains can provide smaller departure intervals.

[0017] Definition of full (turnaround) intersection: For general intersections, it includes both up and down one-way intersections; for circular intersections, it includes the entire circular intersection. The full intersection is denoted by R i , i∈(0, Z + ), the number of one-way trips opened in one cycle of each route is recorded as O(R i ), the number of up-trip one-way trips opened is O u (R i ), the number of downlink one-way trips opened is O d (R i ), the number of vehicles used on each route is recorded as N(R i ), the total number of crosses is recorded as C, the total cross set including the uplink cross is recorded as RU, and the total cross set including the downlink cross is recorded as RD. For example, the opening ratio R0:R1:R2=1:2:1, where R0 is the uplink loop, R1 is the normal small cross, and R2 is the downlink loop, then O(R0)=1, O(R1)=2, O(R2)=1 O u (R0) = 1, O u (R1) = 2, O u (R2)=0 O d (R0) = 0, O d (R1) = 2, O d (R2)=1 The following restrictions are imposed on the number of lines in operation: the number of lines in operation should not have a common divisor greater than 1. If normal small routes and loops exist at the same time, the ratio of the upstream and downstream loops should be the same.

[0018] One-way route: A route that contains only one direction of travel (upward or downward). The upward one-way route is denoted as U i，j，k (When the period is not considered, it is abbreviated as U i，j ), the downlink one-way is denoted as D i，j，k (When the period is not considered, it is abbreviated as D i，j ), where i is the corresponding full-crossing index, j is the one-way index of the full-crossing, and k is the cycle index. For a circular full-crossing, there is only a one-way cross-section in one direction, and there is no one-way cross-section in the reverse direction.

[0019] For the above example, the upstream one-way is U 0，0 , U 1，0 , U 1，1 , there is no U 2，0 , down one way is D i，0 , D 1，1 , D 2，0 , there is no D 0，0 It is stipulated that all existing one-way intersections in one direction (upward or downward) must have a collinear area, otherwise this algorithm is not applicable.

[0020] For each one-way trip in one direction, a station in the middle of the collinear area is taken as the reference station, and the stop index s of the station is recorded as 0, the stop index of the next station is 1, the stop index of the previous station is -1, and so on. i，j The number of collinear platforms after this platform is SC(U i，j ), the total number of platforms after this platform is ST(U i，j ), one-way U i，j The number of co-linear platforms before this platform is PC(U i，j ) The total number of platforms before this platform is PT(U i，j ). For a circular intersection, any station can be selected in the middle of the non-collinear area to cut off the line. The platform before the station is regarded as the platform after the base platform, and the platform after the station is regarded as the platform before the base platform.

[0021] The parameters for recording the stops and running time in each single trip are as follows: dd(U i，j )(s) Standard stop time (as a transit station) or minimum return time (as a return track) d(U i，j )(s) Algorithm-adjusted stop time (based on standard stop time, only increases, not decreases) r(U i，j )(s) Standard running time, stopping from s to s+1 p(U i，j )(s)Site ID q(U i，j )(s) Stop type (through platform 0, platform 1 before reversing, platform 2 after reversing, reversing track 3) pp(U i，j )(s) Stop deviation penalty value s is the stop index, s∈[-PT(U i，j ), ST(U i，j ) Define the vehicle bottom operation penalty value VC and the stop deviation penalty value as follows: if the stop type is 0 (passing platform), the user-defined platform (passing) stop deviation penalty value is taken, otherwise, it is taken as 0. Other schemes can also be used as needed. Obviously, the value of VC should be significantly greater than the stop penalty value.

[0022] The minimum interval in the collinear area is I, and the global minimum interval is H.

[0023] The integer linear optimization model is: Target = Min (the sum of the number of vehicles used in the whole route * the penalty value of the vehicle + the deviation of the stop time of each one-way route * the penalty value of the stop deviation of each platform; Among them, i is the full cross-link index, j is the one-way index of the full cross-link, C is the number of full cross-links, N(R i ) is the number of vehicles used on each route, O(R i ) is the number of one-way trips opened in one cycle of each intersection, VC is the vehicle bottom usage penalty value, RU is the set of all intersections of the uplink intersection, RD is the set of all intersections of the downlink intersection, ST(U i，j ) is the total number of stations after the uplink reference station, PT(U i，j ) is the total number of stations before the uplink reference station, d(U i，j )(s) is the stop time adjusted by the uplink algorithm, dd(U i，j )(s) is the standard stop time or minimum return time for the up line, pp(U i，j)(s) is the penalty value for deviation from the upstream stop, ST(D i，j ) is the total number of stations after the downlink reference station, PT(D i，j ) is the total number of stations before the downlink reference station, d(D i，j )(s) is the stop time adjusted by the downlink algorithm, dd(D i，j )(s) is the standard downlink stop time or the minimum turnaround time, pp(D i，j )(s) is the downlink stop deviation penalty value, and S is the stop index of the reference station.

[0024] The integer linear optimization model satisfies the full turnaround constraint, which is: Among them, r(U i，j )(s) is the standard running time, O u (R i ) is the number of up-trips opened, I is the minimum interval in the collinear area, i∈[0,C-1], j∈[0,O(R i )-1].

[0025] The integer linear optimization model satisfies the collinear parallel constraint, which includes the upward collinear parallel constraint and the downward collinear parallel constraint. For any i, i′∈[0, C-1], j, j′∈[0, O(R i )-1], s is the stop index range of the collinear platform; in the upward collinear parallel constraint, if q(U i，j )(s)=q(U i′，j′ )(s)=1, then d(U i，j )(s)=d(U i′，j′ )(s), i′, j′ are other routes that stop at the same platform as i and j, q(U i，j )(s) is the stop type: the passing platform is represented by 0, the platform before the turnaround is represented by 1, the platform after the turnaround is represented by 2, and the turnaround track is represented by 3.

[0026] The integer linear optimization model satisfies the non-collinear running time constraint, and the uplink non-collinear running time is denoted as NCT (U i，j ), the downlink non-collinear operation time is NCT(D i，j ), between normal routes, the uplink non-collinear operation time is: When comparing the normal route with the circular route, the uplink non-collinear operation time is: In case of circular intersection, the up non-collinear operation time is: The downlink non-collinear operation time between normal routes is: When comparing the normal route with the circular route, the downlink non-collinear operation time is: When the route is circular, the downlink non-collinear operation time is: Remember one-way U i，j The next one-way trip is ω(U i，j ), for each upstream one-way U in a cycle i，j and down one-way D i，j , Among them, BU i，j ∈Z, BD i，j ∈Z,O u (R i ) is the number of downlink one-way trips operated.

[0027] For each non-loop line single trip, the arrival time constraints are established for the return rail position, the platform after the return, and the platform before the return. The integer linear optimization model satisfies the arrival time constraints at the return point, specifically: The next stop after a certain stop of the platform is θ(U i，j，k (s)), the minimum interval between the current stop and the current stop is θ I (U i，j，k (s)); The previous stop of a certain stop of the platform is δ(U i，j，k (s)), the minimum interval between the current stop and the current stop is δ I (U i，j，k (s)); For the reversing platform, s = -PT(U i，j ) d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform after the return, s = -PT (U i，j )+1d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform before the reversal, s = ST (U i，j )-1d(U i，j，k )(s)+H≤θ I (U i，j，k (s))*I; Among them, H is the global minimum sending interval.

[0028] The general method for determining the parameters of the operation diagram of equal-interval multi-intersections also optimizes the departure interval. For the minimum interval I in the collinear area, the interval is reduced by 5 seconds and the required number of vehicle bases is calculated again using the interval until the number of vehicle bases at a certain interval is greater than the original number of vehicle bases. The previous interval is used as the optimized interval to lay out the operation diagram.

[0029] The following is a specific embodiment of the general method for determining parameters of an equally spaced multi-intersection operation diagram of the present invention: 1. Set basic parameters: Line conditions: It is assumed that there is an urban rail transit system consisting of regular large and small routes, in which the large routes operate on the entire line and the small routes operate in some sections.

[0030] Turn-around conditions: Double turn-around track after the station is used.

[0031] Time parameters: Standard stop time: 30 seconds (as a passing platform) Minimum return time: 120 seconds (as return rail) Section running time: depends on the specific section length and train speed, the specific value is omitted here.

[0032] 2. Determine the route combination and operation ratio: Route combination: large route + small route The operation ratio: large route: small route = 1:2, that is, the large route is operated once and the small route is operated twice in each cycle.

[0033] 3. Enter other necessary parameters: Number of trains available: 10 Slack time allocation preference: Minimize the slack time at intermediate stations to provide smaller departure intervals.

[0034] 4. Apply integer linear optimization method: Based on the above parameters, the run diagram parameters are calculated using an integer linear optimization algorithm.

[0035] The algorithm will take into account factors such as passenger flow at each station, number of available trains, travel speed, preference for allocating surplus time, etc., and automatically calculate the number of trains on each route, stop time (which may be adjusted based on standard stop time), section running time, etc.

[0036] 5. Optimize the interval and draw the operation diagram: The initial parameters calculated by the algorithm may include a certain amount of slack time.

[0037] Use the interval optimization method to gradually reduce the interval in steps of 5 seconds and recalculate the required number of vehicle bases.

[0038] When it is reduced to a certain interval, the required number of vehicle bases exceeds the original number of vehicle bases (10 columns), and the optimization is stopped.

[0039] Take the previous interval as the optimized interval and draw the operation diagram.

[0040] 6. Output results: The number of trains used in the entire route is calculated based on the algorithm and may be less than or equal to the 10 available trains.

[0041] The stop time of each one-way route: including the stop time adjusted by the algorithm, may be greater than or equal to the standard stop time.

[0042] Optimized departure interval: the minimum departure interval obtained after interval optimization.

[0043] Operation diagram: The train operation diagram drawn up according to the above parameters shows the operation status and stop time of each train on the entire line and small routes.

[0044] Those skilled in the art will readily appreciate other embodiments of the present application after considering the specification and practicing the embodiments disclosed herein. The present application is intended to cover any variations, uses or adaptations of the present application, which follow the general principles of the present application and include common knowledge or customary technical means in the art that are not disclosed in the present application.

[0045] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A general method for determining parameters of an equally spaced multi-intersection operation diagram, characterized in that: The following steps are involved: Step 1, obtain the number of vehicles used on all routes and the stop time of each one-way route; Step 2, based on the number of vehicles used in all routes and the stop time of each one-way route, an integer linear optimization model is constructed with the goal of minimizing the total deviation between the number of vehicles and the stop time; Step 3: Calculate the number of cars on each route and the stop time adjusted by the algorithm based on the integer linear optimization model, then draw an equally spaced multi-route operation diagram, and optimize the departure intervals as needed to compress the surplus time, so that the same number of trains can provide a smaller departure interval.

2. The general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 1, characterized in that: The integer linear optimization model is: Among them, i is the full cross-link index, j is the one-way index of the full cross-link, C is the number of full cross-links, N(R i ) is the number of vehicles used on each route, O(R i ) is the number of one-way trips opened in one cycle of each intersection, VC is the vehicle bottom usage penalty value, RU is the set of all intersections of the uplink intersection, RD is the set of all intersections of the downlink intersection, ST(U i,j ) is the total number of stations after the uplink reference station, PT(U i，j ) is the total number of stations before the uplink reference station, d(U i，j )(s) is the stop time adjusted by the uplink algorithm, dd(U i，j )(s) is the standard stop time or minimum return time for the up line, pp(U i，j )(s) is the penalty value for deviation from the upstream stop, ST(D i,j ) is the total number of stations after the downlink reference station, PT(D i，j ) is the total number of stations before the downlink reference station, d(D i，j )(s) is the stop time adjusted by the downlink algorithm, dd(D i，j )(s) is the standard downlink stop time or the minimum turnaround time, PP(D i，j )(s) is the downlink stop deviation penalty value, and S is the stop index of the reference station.

3. A general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 2, characterized in that: The integer linear optimization model satisfies the full turnaround constraint, which is: Among them, r(U i，j )(s) is the standard running time, O u (R i ) is the number of up-trips opened, I is the minimum interval in the collinear area, i∈[0,C-1], j∈[0,O(R i )-1].

4. A general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 2, characterized in that: The integer linear optimization model satisfies the collinear parallel constraint, which includes the upward collinear parallel constraint and the downward collinear parallel constraint. For any i, i′∈[0, C-1], j, j′∈[0, O(R i )-1], s is the stop index range of the collinear platform; in the upward collinear parallel constraint, if q(U i，j )(s)=q(U i′，j′ )(s)=1, then d(U i，j )(s)=d(U i′，j′ )(s), i′, j′ are other routes that stop at the same platform as i and j, q(U i，j )(s) is the stop type: the passing platform is represented by 0, the platform before the turnaround is represented by 1, the platform after the turnaround is represented by 2, and the turnaround track is represented by 3.

5. The general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 2, characterized in that: The integer linear optimization model satisfies the non-collinear running time constraint, and the uplink non-collinear running time is denoted as NCT (U i，j ), the downlink non-collinear operation time is NCT(D i，j ), between normal routes, the uplink non-collinear operation time is: When comparing the normal route with the circular route, the uplink non-collinear operation time is: In case of circular intersection, the up non-collinear operation time is: The downlink non-collinear operation time between normal routes is: When comparing the normal route with the circular route, the downlink non-collinear operation time is: When the route is circular, the downlink non-collinear operation time is: Remember one-way U i，j The next one-way trip is ω(U i，j ), for each upstream one-way U in a cycle i，j and down one-way D i，j , Among them, BU i，j ∈Z, BD i，j ∈Z,O u (R i ) is the number of downlink one-way trips operated.

6. A general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 2, characterized in that: The integer linear optimization model meets the time constraint of the return point, specifically: The next stop after a certain stop of the platform is θ(U i，j，k (s)), the minimum interval between the current stop and the current stop is θ I (U i，j，k (s)); the previous stop of a certain stop on the platform is δ(U i，j，k (s)), the minimum interval between the current stop and the current stop is δ I (U i，j，k (s)); for the return station, s = -PT(U i，j ) d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform after the return, s = -PT (U i，j )+1 d(U i，j，k )(s)+H≤δ I (U i，j，k (s))*I For the platform before the reversal, s = ST (U i，j )-1 d(U i，j，k )(s)+H≤θ I (U i，j，k (s))*I; Among them, H is the global minimum sending interval.

7. A general method for determining parameters of an equally spaced multi-intersection operation diagram according to claim 1, characterized in that: The departure interval is also optimized. For the minimum interval I in the collinear area, the interval is reduced by 5 seconds and the required number of vehicles is recalculated using this interval until the number of vehicles is greater than the original number at a certain interval.

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