Urban rail transit transportation capacity assessment method considering line microstructure

Abstract

The invention discloses an urban rail transit transportation capacity assessment method considering a line microstructure, and belongs to the technical field of urban rail transit operation organization and capacity planning, and the method comprises the steps: carrying out the modeling of a rail transit line through the obtained station equipment condition, and obtaining a rail transit line initial model; inputting the obtained current rail transit time table into the rail transit line initial model so as to obtain a rail transit line model; calculating an interval operation constraint group, a turn-back operation constraint group and a conflict relief constraint group through a current train transportation data set obtained by the rail transit line model; and by taking minimization of the departure time of all the trains at the terminal station as a target function through the urban rail transit timetable, adding an interval operation constraint group, a turn-back operation constraint group and a conflict relief constraint group to construct a current train working diagram, thereby calculating the line trafficability and realizing evaluation of the urban rail transit transportation capability.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of urban rail transit operation organization and capacity planning, and in particular to an urban rail transit transport capacity evaluation method considering line microstructure. BACKGROUND

[0002] In recent years, the passenger transport intensity of major urban rail transit gradually rises, and urban rail transit as the core of public transportation bears complex and heavy transport tasks. The imbalance between supply and demand of line transport capacity during the morning and evening peak periods and holiday travel peak periods is increasingly prominent. The central urban area is highly developed in industry, and the suburban area becomes a residential agglomeration. In addition, the superposition of commuter passenger flow and commercial entertainment passenger flow brings unprecedented pressure to urban rail transit operation. Therefore, forward-looking design and deployment of urban rail transit transport capacity to achieve supply and demand balance of urban rail transit transport is an important research problem for urban rail transit network design and operation.

[0003] The transport capacity of urban rail transit lines is subject to fixed equipment, active equipment performance, and operation organization and other factors. In urban rail transit transport, the train operation procedure at the turnaround station is relatively complex, and many influencing factors are involved. However, in the calculation method of urban rail transit line capacity, there are more methods for calculating the turnaround capacity of the turnaround station from the local perspective and effective measures for shortening the turnaround interval, and fewer methods for calculating the transport capacity of the coordination between the main line train operation and the turnaround operation of the turnaround station from the overall perspective. In addition, although the influence of the turnaround mode on the transport capacity has been concerned by scholars and applied in some capacity calculation methods, the current calculation methods considering the influence of the turnaround operation lack a certain accuracy, and the research on the influence of sequence and alternating turnaround forms on the capacity is lacking. SUMMARY

[0004] The present application provides an urban rail transit transport capacity evaluation method considering line microstructure, which takes into account the overall and local capacity, calculates the passing capacity of the line under different inter-route modes and the turnaround capacity of each turnaround station, and the influence of the use of different turnaround lines on the passing capacity, thereby providing strong support for the design of urban rail transit lines and providing scientific and reasonable deployment suggestions for urban rail transit operation.

[0005] To solve the above problems, the present application provides an urban rail transit transport capacity evaluation method considering line microstructure, which comprises:

[0006] Obtaining the station equipment condition, and modeling the rail transit line based on the station equipment condition to obtain an initial model of the rail transit line;

[0007] acquire a current rail transit timetable, acquire a rail transit line model by inputting the current rail transit timetable into the rail transit line initial model;

[0008] acquire a current train transportation data set based on the rail transit line model;

[0009] respectively calculate an interval operation constraint group, a turnaround operation constraint group and a conflict resolution constraint group based on the current train transportation data set;

[0010] construct a current train working diagram based on the current rail transit timetable, taking the departure time of all trains at a terminal station as an objective function, by adding the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group;

[0011] calculate a line passing capacity based on the train working diagram, and realize the evaluation of the urban rail transit transportation capacity.

[0012] In the above scheme, the station equipment condition is acquired, and the rail transit line modeling is performed based on the station equipment condition, so as to acquire a rail transit line initial model; the rail transit line model is acquired by inputting the current rail transit timetable into the rail transit line initial model; the line of the rail transit station is microscopically topologically modeled, so that the user is more clear about the occupation condition of resources when acquiring the train turnaround operation. The current train transportation data set is acquired based on the rail transit line model, and the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group are respectively calculated based on the current train transportation data set, so that the turnaround station local capacity accuracy and the overall capacity comprehensiveness are effectively combined by refining the constraints of the turnaround operation; the current train working diagram is constructed based on the urban rail transit timetable, taking the departure time of all trains at a terminal station as an objective function, in combination with the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group, and the line passing capacity is calculated to realize the evaluation of the urban rail transit transportation capacity. The macro-level multi-turnaround station capacity coordination and the micro-level turnaround process occupation of infrastructure are considered, which provides effective support for the design of the urban rail transit line and provides scientific and reasonable suggestions for the rail transit operation.

[0013] Further, the acquisition of the station equipment condition and the rail transit line modeling based on the station equipment condition to acquire the rail transit line initial model comprises:

[0014] acquire a train turnaround station equipment condition and a rail transit interval equipment condition based on the station equipment condition;

[0015] divide the rail transit line into a departure track unit, a turnaround track unit, a crossover track unit and a storage track unit based on the turnaround station device condition;

[0016] divide the rail transit line into a plurality of track sections based on the rail transit section device condition, with the station as the demarcation point;

[0017] model the rail transit line based on the departure track unit, the turnaround track unit, the crossover track unit, the storage track unit and the track section, thereby obtaining an initial model of the rail transit line.

[0018] In the above scheme, the rail transit line is divided by obtaining the train turnaround station device condition and the rail transit section device condition. The occupation condition of each track unit of the line can be considered when the train is performing turnaround operation. In subsequent evaluation of the rail transit transport capacity, the corresponding evaluation can be performed for the subdivided track units, thereby effectively improving the accuracy of the evaluation of the rail transit transport capacity.

[0019] Further, the current rail transit timetable is obtained, and the rail transit line model is obtained by inputting the current rail transit timetable into the initial model of the rail transit line, including:

[0020] obtain train service information, train turnaround station departure time and train intermediate station departure time based on the current rail transit timetable;

[0021] define train turnaround operation time based on the train service information, the train turnaround station departure time and preset train turnaround station operation regulations, thereby obtaining a rail transit turnaround line available time period;

[0022] obtain complete train section operation rules based on the train service information, the train intermediate station departure time and preset train intermediate station operation regulations;

[0023] obtain the rail transit line model by inputting the available time period of the rail transit turnaround line, the complete train section operation rules and preset track unit occupation rules into the initial model of the rail transit line.

[0024] In the above scheme, the train turnaround operation time is defined by obtaining train number information, train turnaround station departure time, train intermediate station departure time, and preset train turnaround station operation rules, which can effectively quantify the time consumption of train turnaround operation, and provide reliable data support for subsequent rail transit transport capacity evaluation; by combining the obtained rail transit turnaround line available period with train number information, train intermediate station departure time, and preset train intermediate station operation rules to obtain complete train section operation rules, and by inputting the rail transit turnaround line available period, the complete train section operation rules, and the preset rail transit unit occupation rules into the rail transit line initial model to obtain a rail transit line model, high-precision model support can be provided for subsequent rail transit transport capacity evaluation, thereby effectively improving the scientificity and efficiency of rail transit transport capacity calculation.

[0025] Further, the current train transport data set is used to calculate the section operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group, including:

[0026] Based on the current train transport data set obtained from the rail transit line model, train traction calculation is performed, and the section operation time standard is obtained by combining the train energy saving demand.

[0027] By constraining the arrival time of the same train at the same station minus the departure time to be not less than the section operation time standard, the departure time of the same train at the same station minus the arrival time to be not less than the preset train minimum stop time standard, and the interval time of different trains arriving at the same station to be not less than the preset train arrival-departure interval time standard, the section operation constraint group is obtained.

[0028] Further, the current train transport data set is used to calculate the section operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group, including:

[0029] Based on the current train transport data set, the train stable stopping time on the turnaround line, the train selectable route set at the terminal station, the train selectable route set at the starting station, the train selectable parking track set at the terminal station, and the train selectable parking track set at the starting station are obtained.

[0030] Based on the train selectable route set at the terminal station and the train selectable route set at the starting station, the route selection constraints of the train during the arrival operation at the terminal station and the starting station are obtained by 0-1 variable expression.

[0031] Based on the train selectable parking track set at the terminal station and the train selectable parking track set at the starting station, the selectable parking line selection constraints of the train at the terminal station and the starting station are obtained by 0-1 variable expression.

[0032] The train entry route constraint group is obtained by combining the entry route selection constraint with the locking time and unlocking time of the train when the train is stopped on the turnaround line, the difference between the departure time and the locking time of the train on the entry route, and the difference between the departure time and the unlocking time of the train on the entry route.

[0033] The train connection constraint set is obtained based on the fact that the train must handle the out-turnaround-line operation at the starting station and must handle the in-turnaround-line operation at the terminal station.

[0034] The turnaround operation constraint group is constructed based on the train entry route constraint group and the train connection constraint set.

[0035] Further, the interval operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group are calculated based on the current train transportation data set, including:

[0036] The locking time and the unlocking time of the track unit during the train turnaround operation are obtained based on the train entry route constraint group.

[0037] The order of occupying the track by different trains is determined according to the locking time and the unlocking time of the track unit during the train turnaround operation.

[0038] The possible conflicting train pairs at the turnaround station are obtained based on the order of occupying the track by different trains, and the conflict resolution constraint group is constructed by presetting that there is only one order of occupying the track.

[0039] In the above scheme, the interval operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group calculated based on the current train transportation data set can comprehensively cover key links such as interval operation, turnaround operation, and train conflict avoidance in rail transit transportation, and effectively improve the comprehensiveness and accuracy of rail transit transportation capacity evaluation by quantifying the influence boundary of each constraint on transportation capacity.

[0040] Further, the current train diagram is constructed by adding the interval operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group to the objective function, with the objective function being to minimize the departure time of all trains at the terminal station based on the urban rail transit timetable.

[0041] The departure time of different trains at the terminal station is obtained based on the current train transportation data set.

[0042] The current train diagram is obtained by adding the interval operation constraint group, the turnaround operation constraint group, and the conflict resolution constraint group to the objective function, with the objective function being to minimize the departure time of different trains at the terminal station.

[0043] Further, the train diagram is used to calculate the line passing capacity, so as to evaluate the transport capacity of urban rail transit, including:

[0044] The departure time of the first train at the starting station and the departure time of the last train at the starting station are obtained based on the train diagram, and the line occupation time is calculated based on the departure time of the first train at the starting station and the departure time of the last train at the starting station.

[0045] The occupation time ratio is calculated based on the line occupation time and the time range selected by the user, and the line passing capacity is calculated by dividing the current number of trains by the occupation time ratio, so as to evaluate the transport capacity of urban rail transit.

[0046] In the above scheme, the departure time of all trains at the terminal station is taken as the objective function, and the current train diagram constructed by adding the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group is used to refine the model description of the turnaround operation in the existing research, and the constraint of the turnaround on the overall capacity is more accurately added to the method in the form of a mathematical model. The train diagram is used to calculate the line passing capacity, so as to evaluate the transport capacity of urban rail transit, and effectively realize the calculation of the transport capacity of the train operation and the turnaround operation of the turnaround station from the overall perspective.

[0047] Another embodiment of the present application also provides a terminal device, including a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, when the processor executes the computer program, the steps of the method for evaluating the transport capacity of urban rail transit considering the microstructure of the line are realized.

[0048] Another embodiment of the present application also provides a computer readable storage medium item, including a stored computer program, when the computer program runs, the device where the computer readable storage medium is located is controlled to execute the steps of the method for evaluating the transport capacity of urban rail transit considering the microstructure of the line.

[0049] By implementing the present application, the following beneficial effects are achieved:

[0050] The station equipment is acquired, and track traffic line modeling is performed based on the station equipment, so as to acquire a track traffic line initial model; the current track traffic timetable is input into the track traffic line initial model, so as to acquire a track traffic line model; the line of a track traffic station is microscopically topologically modeled, so that a user is more clear about the occupation of resources when acquiring train turnaround operation. The current train transportation data set is acquired through the track traffic line model, and interval operation constraint groups, turnaround operation constraint groups and conflict resolution constraint groups are respectively calculated based on the current train transportation data set, the constraints of the turnaround operation are refined, the accuracy of the local capacity of the turnaround station and the comprehensiveness of the overall capacity are effectively combined, the city track traffic timetable is used to minimize the departure time of all trains at the terminal station as an objective function, the interval operation constraint groups, the turnaround operation constraint groups and the conflict resolution constraint groups are combined to construct a current train working diagram, and the line passing capacity is calculated to realize the evaluation of the city track traffic transportation capacity. By taking into account the macro level multi-turnaround station capacity coordination and the micro level turnaround process occupation of the infrastructure, effective support is provided for the design of the city track traffic line, and scientific and reasonable suggestions are provided for the operation of the track traffic. BRIEF DESCRIPTION OF DRAWINGS

[0051] In order to more clearly illustrate the technical solutions of the present application, the drawings needed in the embodiments will be briefly introduced below. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor.

[0052] Figure 1 It is a kind of city track traffic transportation capacity evaluation method flow chart provided by an embodiment of the present application considering line microstructure;

[0053] Figure 2 It is a kind of track traffic station rear turnaround station track unit schematic diagram provided by an embodiment of the present application;

[0054] Figure 3 It is a kind of track traffic station front turnaround route map provided by an embodiment of the present application;

[0055] Figure 4 It is a kind of track traffic train operation interval schematic diagram provided by an embodiment of the present application;

[0056] Figure 5 It is a kind of track traffic occupation time ratio schematic diagram provided by an embodiment of the present application. DETAILED DESCRIPTION

[0057] In order to make the purposes, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are only some of the embodiments of the present application, rather than all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present application.

[0058] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the present application belongs; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the present application; the terms "include" and "have" and any variations thereof used in the specification and the claims and the above description of drawings are intended to cover the inclusion not the exclusion of one or more elements.

[0059] Reference herein to "an embodiment" means that a particular feature, structure, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are they necessarily mutually exclusive of one another. It is expressly understood that the embodiments described herein are merely examples from a multitude of embodiments that are of a potential use to one of ordinary skill in the art. It is further expressly understood that the use of relative terms are intended only to illustrate a particular feature, structure, or characteristic of one or more embodiments.

[0060] See Figure 1 An embodiment of the present application provides a kind of urban rail transit transport capacity evaluation method considering line microstructure, comprising:

[0061] S1: obtaining station equipment condition, and track traffic line modeling is carried out based on the station equipment condition, to obtain track traffic line initial model;

[0062] S2: obtaining current rail transit timetable, by inputting the current rail transit timetable to the track traffic line initial model, to obtain track traffic line model;

[0063] S3: based on the track traffic line model, obtain current train transport data set;

[0064] S4: based on the current train transport data set, interval operation constraint group, turnaround operation constraint group and conflict resolution constraint group are calculated respectively;

[0065] S5: based on the current rail transit timetable, with the minimum departure time of all trains in terminal station as objective function, by joining the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group, current train working diagram is constructed;

[0066] S6: calculating line passing capacity based on the train diagram, to realize evaluation of the transport capacity of the urban rail transit.

[0067] In the embodiment, the station equipment condition is acquired, and the urban rail transit line is modeled based on the station equipment condition, so as to acquire an initial model of the urban rail transit line; the current urban rail transit timetable is input into the initial model of the urban rail transit line, so as to acquire an urban rail transit line model; the line of the urban rail transit station is microscopically topologically modeled, so that the user is more clear about the occupation condition of resources when acquiring the train turnaround operation. The current train transport data set is acquired based on the urban rail transit line model, and the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group are respectively calculated based on the current train transport data set. The constraints of the turnaround operation are refined, so as to effectively combine the accuracy of the local capacity of the turnaround station and the comprehensiveness of the overall capacity. The urban rail transit timetable is used to minimize the departure time of all trains at the terminal station as the objective function, the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group are combined to construct a current train diagram, and the line passing capacity is calculated to realize evaluation of the transport capacity of the urban rail transit. The macro-level multi-turnaround station capacity coordination and the micro-level occupation of the turnaround process to the infrastructure are considered, so as to provide effective support for the design of the urban rail transit line and provide scientific and reasonable suggestions for the operation of the urban rail transit.

[0068] In an embodiment, the station equipment condition is acquired, and the urban rail transit line is modeled based on the station equipment condition, so as to acquire an initial model of the urban rail transit line, including:

[0069] The train turnaround station equipment condition and the urban rail transit interval equipment condition are acquired based on the station equipment condition;

[0070] The urban rail transit line is divided into a departure track unit, a turnaround track unit, a crossover track unit and a storage track unit based on the turnaround station equipment condition;

[0071] The urban rail transit line is divided into a plurality of track sections based on the urban rail transit interval equipment condition, with the up and down stations as the boundary points;

[0072] The urban rail transit line is modeled based on the departure track unit, the turnaround track unit, the crossover track unit, the storage track unit and the track sections, so as to acquire an initial model of the urban rail transit line.

[0073] In the specific implementation process of the embodiment, the rail transit line is divided by acquiring the train turnaround station equipment condition and the rail transit section equipment condition, the occupation condition of each rail unit of the line can be considered when the train is performing the turnaround operation, the corresponding evaluation can be performed on the subdivided rail units in the subsequent evaluation of the rail transit transport capacity, and the accuracy of the evaluation of the rail transit transport capacity is effectively improved.

[0074] In an embodiment, the acquiring the current rail transit timetable comprises:

[0075] acquiring train service information, train turnaround station arrival and departure time, and train intermediate station arrival and departure time based on the current rail transit timetable;

[0076] defining train turnaround operation time based on the train service information, the train turnaround station arrival and departure time, and preset train turnaround station operation regulations, so as to acquire a rail transit turnaround line available time period;

[0077] acquiring complete train section operation rules based on the train service information, the train intermediate station arrival and departure time, and preset train intermediate station operation regulations;

[0078] acquiring a rail transit line model by inputting the rail transit turnaround line available time period, the complete train section operation rules, and preset rail unit occupation rules into the rail transit line initial model.

[0079] In the specific implementation process of the embodiment, the train turnaround operation time is defined by acquiring the train service information, the train turnaround station arrival and departure time, the train intermediate station arrival and departure time, and the preset train turnaround station operation regulations, so that the time consumption of the train turnaround operation can be effectively quantified, and reliable data support is provided for subsequent evaluation of the rail transit transport capacity; the complete train section operation rules are acquired by combining the rail transit turnaround line available time period, the train service information, the train intermediate station arrival and departure time, and the preset train intermediate station operation regulations, and the rail transit line model is acquired by inputting the rail transit turnaround line available time period, the complete train section operation rules, and the preset rail unit occupation rules into the rail transit line initial model, so that high-precision model support is provided for subsequent evaluation of the rail transit transport capacity, and the scientificity and efficiency of the calculation of the rail transit transport capacity are effectively improved.

[0080] In an embodiment, the acquiring the current rail transit timetable comprises:

[0081] perform train traction calculation based on the current train transportation data set obtained from the rail transit line model, and obtain interval running time standards by combining train energy-saving requirements;

[0082] By constraining the arrival time minus the departure time of the same train at the same station to be no less than the interval running time standards, the departure time minus the arrival time of the same train at the same station to be no less than a preset train minimum stop time standard, and the interval time of different trains arriving at the same station to be no less than a preset train arrival-departure interval time standard, the interval running constraint group is obtained.

[0083] In an embodiment, the interval running constraint group, the turnaround operation constraint group and the conflict resolution constraint group are calculated based on the current train transportation data set, respectively, including:

[0084] Based on the current train transportation data set, the train stable stop time on the turnaround line, the train selectable route set at the terminal station, the train selectable route set at the starting station, the train selectable parking track set at the terminal station, and the train selectable parking track set at the starting station are obtained;

[0085] Based on the train selectable route set at the terminal station and the train selectable route set at the starting station, the route selection constraints of the train at the terminal station and the starting station are obtained by 0-1 variable expression, respectively;

[0086] Based on the train selectable parking track set at the terminal station and the train selectable parking track set at the starting station, the parking line selection constraints of the train at the terminal station and the starting station are obtained by 0-1 variable expression, respectively;

[0087] By combining the route selection constraints and the train stable stop time on the turnaround line, the train locking time, the train unlocking time, the difference between the train departure time and the locking time on the route line, and the difference between the train departure time and the unlocking time on the route line are constrained, respectively, to obtain the train entry line constraint group;

[0088] By presetting that the train must handle the out-turnaround line operation at the starting station and the in-turnaround line operation at the terminal station, the train connection constraint set is obtained based on the parking line selection constraints;

[0089] The turnaround operation constraint group is constructed based on the train entry line constraint group and the train connection constraint set.

[0090] In an embodiment, the interval running constraint group, the turnaround operation constraint group and the conflict resolution constraint group are calculated based on the current train transportation data set, respectively, including:

[0091] acquire a locking time and an unlocking time of a track unit during a train turn-back operation based on the train incoming line constraint set;

[0092] confirm an order of occupying the track by different trains based on the locking time and the unlocking time of the track unit during the train turn-back operation;

[0093] acquire a possible conflicting train pair at a turn-back station based on the order of occupying the track by the different trains, and constrain the order of occupying the track by the trains by a preset only one order of occupying the track exists so as to form a conflict resolution constraint set.

[0094] In the implementation process of the embodiment, the interval operation constraint set, the turn-back operation constraint set and the conflict resolution constraint set calculated by the current train transportation data set can comprehensively cover key links such as interval operation, turn-back operation and train conflict avoidance in rail transit transportation, and effectively improve the comprehensiveness and accuracy of rail transit transportation capacity evaluation by quantifying the influence boundary of each constraint on transportation capacity.

[0095] In an embodiment, the current train diagram is constructed by adding the interval operation constraint set, the turn-back operation constraint set and the conflict resolution constraint set based on the urban rail transit timetable with a target function of minimizing the departure time of all trains at a terminal station, including:

[0096] acquire the departure time of different trains at a terminal station based on the current train transportation data set;

[0097] add the interval operation constraint set, the turn-back operation constraint set and the conflict resolution constraint set to the target function by minimizing the departure time of the different trains at the terminal station as the target function, and acquire the current train diagram.

[0098] In an embodiment, the line passing capacity is calculated based on the train diagram to realize the evaluation of the urban rail transit transportation capacity, including:

[0099] acquire the departure time of a first train at a starting station and the departure time of a last train at the starting station based on the train diagram, and calculate the line occupancy time based on the departure time of the first train at the starting station and the departure time of the last train at the starting station;

[0100] calculate an occupancy time ratio based on the line occupancy time and a time range selected by a user, and calculate the line passing capacity by dividing the current number of trains by the occupancy time ratio to realize the evaluation of the urban rail transit transportation capacity.

[0101] In the specific implementation process of the embodiment, the departure time of all trains at the terminal station is taken as the objective function, the model description of the turnaround operation in the existing research is refined by adding the current train operation diagram constructed by the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group, and the constraint of the turnaround on the overall capacity is more accurately added to the method in the form of a mathematical model. The line passing capacity is calculated through the train operation diagram, the urban rail transit transport capacity is evaluated, and the transport capacity coordinated with the train operation and turnaround operation at the turnaround station is calculated from the overall perspective.

[0102] In order to more clearly illustrate the urban rail transit transport capacity evaluation method considering the microstructure of the line provided by the above scheme and highlight its technical advantages, the following describes an actual urban rail transit transport capacity evaluation process.

[0103] Firstly, the urban rail transit line information is obtained, in addition to the station name and station mileage set on the rail transit line, the station equipment information of each intermediate station and turnaround station should also be included. Preferably, the station equipment information further includes the station platform form (such as island type, side type, island-side type) and the corresponding number thereof, the station lines (such as turnaround line, arrival-departure line, storage line) and the corresponding number thereof, etc.; in addition, the working state of each line needs to be clarified. Based on the above information, the urban rail transit line topology modeling considering the microstructure of the station line is performed. The urban rail transit line topology modeling considering the microstructure of the station line includes two parts of device modeling and train operation modeling.

[0104] The device modeling is mainly device modeling for the rail transit turnaround station equipment and the interval equipment. Among them: the turnaround station equipment modeling obtains the train turnaround station equipment condition and the rail transit interval equipment condition through the station equipment condition, the main lines in the turnaround station of the rail transit line include: arrival-departure line, turnaround line, crossover, storage line, etc., and the occupation condition of each line needs to be considered when performing the turnaround operation.

[0105] Since the use of the lines in the turnaround station is relatively simple, the arrival-departure line, the turnaround line, the crossover and other lines can be regarded as basic units with different functions and can be occupied by trains. In the embodiment, the rail transit line is divided into the arrival-departure line track unit, the turnaround line track unit, the crossover track unit and the storage line track unit through the turnaround station equipment condition.

[0106] The interval device modeling divides the rail transit line into several track sections by taking the up and down stations as the boundary points. Since the urban rail transit interval device is relatively simple, the up and down lines of the urban rail transit are divided into sections by taking the stations as the boundary points in the embodiment, and the train operation in the section is simplified as point-to-point operation, only considering the constraint on the macro operation time. The main line in the station is defined as the line that can receive and send trains since the intermediate station does not involve the turning operation, and its function is the same as the receiving and sending line unit. Since the station sending-sending interval and sending-arrival interval are set, the occupation of the main line in the station is not considered.

[0107] Please refer to Figure 2 In the embodiment, one track unit is a collection of several lines segmented by the rail insulating joints as the boundary, and each receiving and sending line or turning line corresponds to a track unit. The crossover is separated by the rail insulating joint and forms a track unit with the line beside the crossover. The track unit is divided into several track units by the rail insulating joint as the boundary. Figure 2 It can be seen that the rail transit turning station track unit provided in the embodiment has two turning line units c5 and c6, crossover units c3 and c4, and receiving and sending line units c1 and c2, which include four routes c1-c3-c6, c3-c6-c5 for the train to enter the turning line for turning operation, and c5-c4-c2, c6-c4-c2 for the train to leave the turning line to the platform for passenger handling operation. The rail transit turning station track unit provided in the embodiment belongs to the dead-end turning station, and has two kinds of turning line entering and leaving operation for the station operation. For the intermediate turning station, there are passing operation and turning line entering and leaving operation. The passenger boarding and alighting operation of the station is preferably stored in the form of variable parameters in the model.

[0108] By the above track unit division, taking a typical post-station turning station as an example, the track unit can be divided into up and down receiving and sending line units (i.e. receiving and sending line unit 1, receiving and sending line unit 2), up and down turning line units (i.e. turning line unit 1, turning line unit 2), and up and down crossover units (i.e. crossover unit 1, crossover unit 2). Among them, the track unit is represented by c. At the same time, the route track unit set Cr is defined to represent the track units passed by the train operation route. Preferably, different track units also include corresponding electrical elements, and the train forms a closed loop with the track circuit when passing through the track unit, so as to detect the occupation of the track unit by the locomotive and vehicle.

[0109] The train operation modeling includes modeling train operation at a turnaround station and in a section. In this embodiment, a train is regarded as running along a track, turning over at a turnaround station, and thus must be turned over at a starting station or a terminal station and continue running with a changed train number. The turnaround station operation modeling includes, in a pre-station turnaround, the train must select a turnaround track and a corresponding route in the turnaround operation; in a post-station turnaround, the train must first stop at a receiving and dispatching track to meet the constraint requirements of the receiving and dispatching track, and then select a turnaround track and a corresponding route. The route of the train operation refers to a train running path composed of multiple sections of tracks connected end to end, which is preferably represented by in this embodiment, and is divided into an in-turnaround track route and an out-turnaround track route. After the train selects a route, all track units in the route are occupied.

[0110] When a route includes a track in a track unit, the entire track unit is regarded as being occupied. For a crossover unit, although the train operation only occupies a part of the crossover unit, the entire unit is regarded as being occupied. For a pre-station turnaround, the start point of the in-turnaround track route is a crossover track unit occupied by an incoming train, and the end point is a receiving and dispatching track (turnaround track); the start point of the out-turnaround track route is the receiving and dispatching track (turnaround track), and the end point is a crossover track unit occupied by an outgoing train.

[0111] Referring to Figure 2 , the in-turnaround track route is c1-c3-c5, and the out-turnaround track route is c6-c4-c2. Referring to Figure 3 , the in-turnaround track route is c3-c1, and the out-turnaround track route is c1-c3-c4. For a post-station turnaround, the start point of the in-turnaround track route is a receiving and dispatching track, and the end point is a turnaround track; the start point of the out-turnaround track route is the turnaround track, and the end point is the receiving and dispatching track. The section operation modeling includes establishing a connection between trains at intermediate stations by using the arrival and departure times of the trains at the intermediate stations. The running time of a train in a section is equal to the running time specified in the operation, and the train needs to stop at an intermediate station for passenger boarding and alighting operation. The time for the train to stop at the intermediate station needs to meet the minimum stop time, and the receiving and dispatching of trains at a station needs to meet the dispatch-dispatch interval and the dispatch-arrival interval.

[0112] Secondly, train number information, arrival and departure times of trains at turnaround stations, and arrival and departure times of trains at intermediate stations are obtained according to a current rail transit timetable. In this embodiment, a set of train numbers, a set of train numbers having a connection relationship, and a set of station information are determined by combining different selection modes of a line route, basic information of a station (including a station center mileage, a length of a station main line parking area, positions and numbers of receiving and dispatching tracks, and station operation time standards), and other train information.

[0113] Preferably, the embodiment generates a set of all trains by train operation plan, and divides into two subsets of uplink trains and downlink trains; according to the current operation line timetable, the order of train entering the section is judged, and the trains in the uplink and downlink subsets are sorted. According to the timetable and the train stop station, a set of train connection relationship is generated, and the equipment information of the station is input to the rail transit line model. The arrival-departure line, the turning-back line and the crossover area are abstracted as track units, and the occupation of the station equipment by the train is judged based on the track unit. The section information is input into the system, including the pure running time of the train, the start-stop additional time, and the information set of the station and the section is formed.

[0114] Again, the embodiment is to realize the urban rail transit capacity calculation model considering the microstructure of the line to calculate, the model takes minimizing the departure time of all trains at the terminal station as the objective function, adds the interval running constraint, the turning-back operation constraint and the conflict resolution constraint, and generates the most compact train working diagram under the current condition.

[0115] The objective function formula of the urban rail transit capacity calculation model considering the microstructure of the line is as follows:

[0116]

[0117] Among them, indicates the departure time of train f at the terminal station s D , and the objective function is to minimize the sum of the departure times of all trains at the terminal station.

[0118] The interval running constraint is obtained according to the current train transportation data set obtained by the rail transit line model, and the interval running time standard is obtained by combining the train energy saving demand;

[0119] By constraining the arrival time of the same train at the same station minus the departure time to be not less than the interval running time standard, the departure time of the same train at the same station minus the arrival time to be not less than the preset train minimum stop time standard, and the interval time of different trains arriving at the same station to be not less than the preset train arrival-departure interval time standard, the interval running constraint group is obtained; wherein the specific expression formula is as follows:

[0120]

[0121] Among them, indicates the arrival time of train f at station s, indicates the departure time of train f at station s, indicates the running time standard of section e, which can be denoted as e(s1,s2), indicates the minimum stop time standard of train f at station s, Ef F is a set of all trains.

[0122] The two formulas respectively represent that the actual running time of the train in the section cannot be less than the specified section running time standard and the actual stopping time of the train at the station cannot be less than the minimum stopping time standard. The section running time is the sum of the pure running time and the start-stop additional time. In actual application, for a fixed train type, the start-stop additional time is a fixed parameter, and for a line that has been built, the speed limit is also a fixed parameter, and based on the above parameters, the section running time of the train can be obtained. The running time standard of the train in the section is formulated according to the results of train traction calculation and traction test, combined with the demand for energy saving; the minimum stopping time standard is determined by the operation organization form and is a variable parameter. In order to ensure the balance of the arrival and departure times of each train at the station, the constraint can also fix the train stopping time to an equation.

[0123]

[0124] wherein, denotes the head-to-head interval time of the train, denotes the head-to-arrival interval time of the train, and (f1, f2) denotes a train pair entering the section e in sequence. e denotes a train pair set entering the section e in sequence.

[0125] Please refer to Figure 4 The embodiment assumes that train 1 and train 2 are two trains entering station 1 in sequence for stopping, the left running line is the running line of train 1, and the right running line is the running line of train 2. The head-to-head interval time is the difference between the departure time of train 2 and the departure time of train 1 at station 1. The head-to-arrival interval is the difference between the arrival time of train 2 at station 1 and the departure time of train 1 from station 1.

[0126] The turnaround operation constraint group obtains, through the current train transportation data set, the train stopping time on the turnaround line, the selectable route set of the train at the terminal station, the selectable route set of the train at the starting station, the selectable parking track set of the train at the terminal station, and the selectable parking track set of the train at the starting station;

[0127] According to the selectable route set of the train at the terminal station and the selectable route set of the train at the starting station, the route selection constraints of the train during the arrival operation at the terminal station and the starting station are obtained through a 0-1 variable expression method. The specific expression formula is as follows:

[0128]

[0129] wherein, denotes the arrival time of train f at terminal station s DThe selected route, where i represents the relevant operations for entering the turnaround station. This represents the set of routes that train f can choose at the terminal station; This indicates the route chosen by train f at the starting station sO, where j represents the relevant operations at the departure and turnaround station. Let F represent the set of routes that train f can choose at the starting station, and let F represent the set of all trains. It is a 0-1 variable, indicating whether train f chooses a route. or The value is 1 for selection and 0 for non-selection. When a train is performing an entry operation, it must choose a route to enter the station. If the turnaround station is a station after the station, a route to the turnaround track must also be chosen when performing the entry operation. As shown in Formula 6, when a train is performing an exit operation, it must also choose an exit route. If the turnaround station is a station after the station, a route to the exit track must also be chosen when performing the exit operation.

[0130] Based on the set of available parking tracks for the train at the terminal station and the set of available parking tracks for the train at the starting station, the selection constraints for the parking tracks available for the train at the terminal station and the starting station are obtained using a 0-1 variable expression method; the specific expression formulas are as follows:

[0131]

[0132] Where d represents the stopping line selected by the train. and This represents the set of available parking tracks at both the train's origin and destination stations. Let F represent a 0-1 variable, indicating whether train f chooses turnaround track d for operation, and F represent the set of all trains. The two equations represent the constraints on turnaround track occupancy when a train performs a turnaround operation. A train must complete an exit turnaround operation at the originating station and an entry turnaround operation at the destination station. When a train performs an entry or exit turnaround operation, it needs to select one of the unoccupied turnaround tracks at the turnaround station.

[0133] By combining the route selection constraints with the train's stopping time on the turnaround line, the train's locking and unlocking times, the difference between the train's departure time and locking time on the route, and the difference between the train's departure time and unlocking time on the route, a train route constraint set is obtained; the specific formula is as follows:

[0134]

[0135]

[0136] in, denotes the locking time of train f at unit c, denotes the unlocking time of train f at unit c. denotes the unlocking time of unit c at route denotes the difference between the unlocking time of unit c at route denotes the locking time of unit c at route denotes the difference between the locking time of unit c at route and the occurrence time of train f operation, C r denotes the set of all track units at route r.

[0137] Assume that f1 and f2 are two trains connected at station s, t a denotes the time when train f1 stops at the turnaround track, calculated with t a as the reference time for the locking and unlocking of track units.

[0138] For a station-front turnaround, t a is equal to the time when train f1 stops at the platform, and also equal to the time when f2 stops at the platform. For a station-back turnaround, the time when the train enters the turnaround track is calculated based on the time when train f1 stops at the platform, and the time when the train exits the turnaround track is calculated based on the time when train f2 arrives at the platform and stops.

[0139]

[0140] where t 进 is the difference between the time when f1 arrives at the turnaround track and the time when f1 stops at the platform, and t 出 is the difference between the time when f2 stops at the platform and the time when f1 arrives at the turnaround track, (f1, f2) denotes a pair of trains with a connection relationship, F con denotes the set of pairs of trains with a connection relationship, denotes the arrival time of train f1 at its terminal station s D , denotes the arrival time of train f2 at its originating station s O .

[0141] By predefining that a train must handle the exit operation of the turnaround track at the starting station and must handle the entry operation of the turnaround track at the terminal station, the set of train connection constraints is obtained based on the parking track selection constraints; the specific expression formula is as follows:

[0142]

[0143] wherein, denotes a 0-1 variable, indicating whether train f selects turnaround track d for operation, F con denotes the set of pairs of trains with a connection relationship, denotes that station s is both the terminal station s D of train f1 and the originating station sO If train f1 and f2 are connected on the turn-back line d, the turn-back line selected by f1 should be the same as the turn-back line selected by f2.

[0144] The locking and locking time of the track unit when the train is performing the turn-back operation can be obtained through the turn-back operation constraint group. The order of f1 and f2 occupying track unit c, if f1 occupies c track unit before f2, then it is 1, and the time when f1 unlocks track unit c must be before the time when f2 locks track unit c, and vice versa. For trains that may conflict at the turn-back station, the conflict resolution constraint group is used to constrain them. The locking and unlocking time of the track unit when the train is performing the turn-back operation is obtained through the train entry constraint group; the order of different trains occupying the track is confirmed according to the locking and unlocking time of the track unit when the train is performing the turn-back operation; and the order of trains occupying the track is obtained based on the order of different trains occupying the track. The conflict resolution constraint group is formed by constraining the order of trains occupying the track in only one way. The specific constraint formula is as follows:

[0145]

[0146] Wherein, is a 0-1 variable, representing the order of f1 and f2 occupying track unit c, if f1 occupies c track unit before f2, then it is 1, and vice versa, M represents a large positive number, represents the locking time of track unit c when train f2 occupies track unit c, represents the unlocking time of track unit c after train f1 occupies track unit c, conflict represents the set of train pairs (f1, f2) that may conflict, represents the unlocking time of track unit c after train f2 occupies track unit c.

[0147] The departure time of different trains at the terminal station is obtained through the current train transportation data set; the interval operation constraint group, the turn-back operation constraint group and the conflict resolution constraint are added to the objective function, which minimizes the departure time of different trains at the terminal station, to obtain the current train diagram. This embodiment preferably uses the definition of the capacity of UIC406, and based on the obtained current train diagram, the turn-back capacity of each turn-back station and the through capacity of the whole line are calculated. The specific calculation formula is as follows:

[0148]

[0149] The departure time of the first train at the starting station and the departure time of the last train at the starting station are obtained through the train diagram, and the line occupancy time is calculated based on the departure time of the first train at the starting station and the departure time of the last train at the starting station; the occupancy time ratio is calculated through the line occupancy time and the time range selected by the user.

[0150] The preferred time range of the embodiment is the same as the given time range of the capacity of the urban rail transit line, which is usually 1 hour in peak hours. Please refer to Figure 5 , assuming that a rail transit line includes station 1, station 2, station 3, and station 4, the occupancy time is from the departure time of the first train from the starting station (i.e. station 4) on the left side of the train diagram to the departure time of the last train at the starting station. The preferred embodiment uses the compression method of UIC406, that is, without changing the running time of the train in the section, the sequence of the train entering the section, and the connection relationship of the train, the running line is compressed as much as possible to the origin of the time axis. The departure interval of each train in the compressed train diagram is the minimum value that meets the current constraint condition. In the compressed train diagram, the occupancy time of the running line is the minimum value, and the minimum occupancy time ratio is obtained.

[0151] By dividing the current number of trains by the occupancy time ratio, the maximum number of trains that can pass through the line in the selected time range is obtained, that is, the line capacity, thereby realizing the evaluation of the transport capacity of urban rail transit.

[0152] Preferably, the embodiment also provides a specific implementation method for calculating the turnaround capacity of the turnaround station. In the case of calculating the turnaround capacity, all the constraint conditions in the section are relaxed, and only the constraints of the turnaround operation in the turnaround station are considered, that is, the turnaround operation constraint group and the conflict resolution constraint group.

[0153] Assuming that the trains with train numbers 101, 103, 105, and 107 are downlink trains entering the rail transit turnaround station track unit provided by the embodiment in the order, and assuming that the train 101 enters the station first and is the first train to enter the Wanhengsha station after the operation starts. Then the train 101 will not conflict with any train, because when the train 101 arrives at the station, all the equipment of the station is not occupied by other vehicles. For the train 103, when the train 103 enters the station, the train 101 may occupy part of the equipment, so there may be a conflict with the train 103. Therefore, the train pair (101, 103) is added to the conflict set. Similarly, for each train number, the train of the train number only conflicts with the train that arrives at the station before it.

[0154] In addition to considering the down train, the station can also have up trains, and there can also be conflicts between up trains. Assuming that train 102 connects train 101, when train 102 is handling the out and turn-back line operation, one or two crossover units need to be occupied, which can then conflict with the down train entering the turn-back line. For train 102, the possible conflicts are train 103 and train 105, and the conflict set is added (102, 103) and (102, 105). In this embodiment, the above possible conflict constraints are added to the turn-back operation constraint group to calculate the time when each train occupies the track unit, and then added to the conflict resolution constraint group to obtain the specific sequence of train occupation of the track unit, so as to determine the order of train operation.

[0155] According to the data obtained in the above embodiment, the solver is called to solve the turn-back line unit and the corresponding route occupied by each train during the turn-back operation. In the case where the corresponding turn-back line track unit in the route selected by the train is consistent with the selected turn-back line in the 0-1 variable, the c5 turn-back line unit selected by train 101 is added, and the corresponding in and out turn-back line unit route selection is c3-c6-c5, c5-c4-c2, so as to ensure the correctness of the turn-back operation.

[0156] On the basis of the above embodiment of the urban rail transit transport capacity evaluation method considering the line microstructure, another embodiment of the present application provides a terminal device, which comprises a processor, a memory, and a computer program stored in the memory and configured to be executed by the processor. When the processor executes the computer program, the urban rail transit transport capacity evaluation method considering the line microstructure of any one of the embodiments of the present application is realized.

[0157] For example, in this embodiment, the computer program can be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present application. The one or more modules can be a series of computer program instruction segments capable of completing a specific function, which are used to describe the execution process of the computer program in the terminal device.

[0158] The terminal device can be a desktop computer, a notebook computer, a palm computer, a cloud server, and other computing devices. The terminal device can include, but is not limited to, a processor and a memory.

[0159] The processor can be a central processing unit (CPU), and can also be other general-purpose processors, digital signal processors (DSP), application specific integrated circuits (ASIC), field-programmable gate arrays (FPGA) or other programmable logic devices, discrete gates or transistor logic, discrete hardware components, etc. The general-purpose processor can be a microprocessor or the processor can also be any conventional processor and the like, which is the control center of the terminal device and connects all parts of the terminal device through various interfaces and lines.

[0160] On the basis of the above-mentioned method embodiment, another embodiment of the present application provides a computer readable storage medium, including a stored computer program, wherein when the computer program runs, the device where the computer readable storage medium is located executes the urban rail transit transport capacity evaluation method considering line microstructure according to any one of the above-mentioned method embodiments of the present application.

[0161] The modules / units integrated in the device / terminal equipment, if realized in the form of software function units and sold or used as independent products, can be stored in a computer readable storage medium. Based on this understanding, all or part of the processes in the above-mentioned embodiments of the present application can also be completed by a computer program instructing related hardware, and the computer program can be stored in a computer readable storage medium. When the processor executes the computer program, the steps of each method embodiment can be realized. The computer program includes computer program code, which can be in the form of source code, object code, executable file or some intermediate form, etc. The computer readable medium can include any entity or device capable of carrying the computer program code, recording medium, U disk, mobile hard disk, magnetic disk, optical disk, computer memory, read-only memory (ROM), random access memory (RAM), electric carrier signal, telecommunication signal and software distribution medium, etc.

[0162] The above-mentioned is the preferred embodiment of the present application, and it should be pointed out that for ordinary skilled in the art, without departing from the principles of the present application, a number of improvements and refinements can be made, and these improvements and refinements are also considered to be within the protection scope of the present application.

Claims

1. A method for evaluating the transport capacity of urban rail transit considering the microstructure of the line, characterized in that, The method comprises the following steps: acquiring station equipment conditions and modeling a rail transit line based on the station equipment conditions to obtain an initial model of the rail transit line; acquiring a current rail transit timetable and inputting the current rail transit timetable into the initial model of the rail transit line to obtain a rail transit line model; acquiring a current train transportation data set based on the rail transit line model; calculating an interval operation constraint group, a turnaround operation constraint group and a conflict resolution constraint group based on the current train transportation data set respectively; constructing a current train working diagram by adding the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group based on the current rail transit timetable with the objective function of minimizing the departure time of all trains at the terminal station; calculating the line passing capacity based on the train working diagram to realize the evaluation of the urban rail transit transportation capacity.

2. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 1, characterized in that, The step of acquiring station equipment conditions and modeling a rail transit line based on the station equipment conditions to obtain an initial model of the rail transit line comprises the following steps: acquiring train turnaround station equipment conditions and rail transit interval equipment conditions based on the station equipment conditions; dividing the rail transit line into a departure track unit, a turnaround track unit, a crossover track unit and a storage track unit based on the turnaround station equipment conditions; dividing the rail transit line into a plurality of track sections based on the rail transit interval equipment conditions with the boarding and alighting stations as the boundary points; modeling the rail transit line based on the departure track unit, the turnaround track unit, the crossover track unit, the storage track unit and the track sections to obtain the initial model of the rail transit line.

3. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 1, characterized in that, The step of acquiring a current rail transit timetable and inputting the current rail transit timetable into the initial model of the rail transit line to obtain a rail transit line model comprises the following steps: acquiring train service information, train turnaround station arrival and departure times and train intermediate station arrival and departure times based on the current rail transit timetable; defining train turnaround operation time based on the train service information, the train turnaround station arrival and departure times and preset train turnaround station operation regulations to obtain the available time period of the rail transit turnaround line; acquiring complete train interval operation rules based on the train service information, the train intermediate station arrival and departure times and preset train intermediate station operation regulations; inputting the available time period of the rail transit turnaround line, the complete train interval operation rules and preset track unit occupation rules into the initial model of the rail transit line to obtain the rail transit line model.

4. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 1, characterized in that, The step of acquiring a current train transportation data set based on the rail transit line model comprises the following steps: performing train traction calculation based on the current train transportation data set obtained by the rail transit line model and acquiring interval operation time standards by combining train energy-saving requirements; The interval operation constraint group is obtained by constraining the arrival time minus the departure time of the same train at the same station to be not less than the interval operation minute standard, the departure time minus the arrival time of the same train at the same station to be not less than the preset train minimum stop time standard, and the interval time of different trains arriving at the same station to be not less than the preset train arrival-departure interval time standard.

5. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 4, characterized in that, The method comprises the following steps of: Based on the current train transportation data set, the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group are calculated respectively, which comprises the following steps of: Based on the current train transportation data set, the train stable stop time on the turnaround line, the train selectable route set at the terminal station, the train selectable route set at the starting station, the train selectable parking track set at the terminal station and the train selectable parking track set at the starting station are obtained; Based on the train selectable route set at the terminal station and the train selectable route set at the starting station, the route selection constraint of the train at the terminal station and the starting station during the arrival operation is obtained by 0-1 variable expression mode; Based on the train selectable parking track set at the terminal station and the train selectable parking track set at the starting station, the selectable parking line selection constraint of the train at the terminal station and the starting station is obtained by 0-1 variable expression mode; The train entry line constraint group is obtained by combining the route selection constraint and the train stable stop time on the turnaround line to constrain the locking time, the unlocking time, the difference between the departure time and the locking time and the difference between the departure time and the unlocking time of the train on the route line; The train connection constraint set is obtained based on the parking line selection constraint by presetting that the train must handle the out-turnaround line operation at the starting station and the in-turnaround line operation at the terminal station; 6. The method for evaluating the urban rail transit transport capacity considering the line microstructure according to claim 5, characterized in that, The turnaround operation constraint group is constructed based on the train entry line constraint group and the train connection constraint set. The method comprises the following steps of: The locking time and the unlocking time of the track unit during the train turnaround operation are obtained based on the train entry line constraint group; The order of the track occupation of different trains is confirmed according to the locking time and the unlocking time of the track unit during the train turnaround operation; 7. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 6, characterized in that, The possible conflict train pair at the turnaround station is obtained based on the order of the track occupation of different trains, and the conflict resolution constraint group is constructed by presetting that there is only one order of the track occupation. The current train diagram is constructed by adding the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group based on the city rail transit timetable with the departure time of all trains at the terminal station as the objective function, which comprises the following steps of: The departure time of different trains at the terminal station is obtained based on the current train transportation data set; The current train diagram is obtained by adding the interval operation constraint group, the turnaround operation constraint group and the conflict resolution constraint group to the objective function with the departure time of different trains at the terminal station as the objective function.

8. The method for evaluating the transport capacity of urban rail transit considering the microstructure of the line according to claim 1, characterized in that, The line passing capacity is calculated based on the train diagram, and evaluation of the urban rail transit transport capacity is realized, including: The departure time of the first train at the starting station and the departure time of the last train at the starting station are obtained based on the train diagram, and the line occupation time is calculated based on the departure time of the first train at the starting station and the departure time of the last train at the starting station; The occupation time ratio is calculated based on the line occupation time and the time range selected by the user, and the line passing capacity is calculated by dividing the current number of trains by the occupation time ratio, so as to realize the evaluation of the urban rail transit transport capacity.

9. A terminal device, comprising: The computer readable storage medium comprises a processor, a memory and a computer program stored in the memory and configured to be executed by the processor, and when the computer program is executed by the processor, the evaluation method of the urban rail transit transport capacity considering the line microstructure is realized.

10. A computer-readable storage medium, characterized in that, The computer readable storage medium comprises: The computer program stored in the computer readable storage medium, and when the computer program is executed, the device where the computer readable storage medium is located is controlled to execute the evaluation method of the urban rail transit transport capacity considering the line microstructure.

Images