Railway passenger transport capacity resource application efficiency evaluation method, device and equipment

Abstract

The invention provides a railway passenger transport capacity resource application efficiency evaluation method, device and equipment. The method comprises the following steps: determining all passenger flow OD served by a selected evaluation object based on a service range of the selected evaluation object; determining the optimal space-time turnover of each passenger flow OD in the railway network based on the operation basic data of the railway network; identifying the actual space-time turnover of each passenger flow OD based on the operation basic data; and determining an application efficiency evaluation index value of the selected evaluation object according to the optimal space-time turnover and the actual space-time turnover. It can be understood that by introducing passenger flow OD as an analysis unit and comparing the optimal time-space turnover of each OD demand of railway passenger transport capacity resource service with the actual time-space turnover, a comprehensive index directly reflecting the railway passenger transport capacity resource application efficiency is constructed, and the difference between transport supply and the ideal travel state of passengers is accurately revealed; therefore, a scientific decision basis is provided for optimizing transport capacity configuration with passengers as the center and improving service quality.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of railways, in particular to a railway passenger transport capacity resource utilization efficiency evaluation method, device and equipment. BACKGROUND

[0002] Scientifically evaluating the utilization efficiency of railway passenger transport capacity resources has double values for improving passenger travel experience and optimizing enterprise resource allocation. It can be understood that accurate railway passenger transport efficiency can drive the dynamic matching of railway transport capacity and passenger flow space-time distribution, and reduce invalid transportation capacity.

[0003] In related technologies, the passenger transport efficiency of a railway is evaluated by comparing the maximum number of trains that can pass through a line per unit time, the ratio of the actual number of trains in operation to the theoretical upper limit, and the actual occupancy rate of train seats.

[0004] However, the above-mentioned evaluation method of the passenger transport efficiency of a railway only considers maximizing the use of railway passenger transport capacity resources, and fails to comprehensively measure the space-time efficiency of passenger transport capacity resources from the perspective of passenger actual travel experience, and cannot provide accurate decision basis for balancing the benefits of transportation enterprises and passenger travel efficiency.

[0005] It should be noted that the information disclosed in the background section of the present application is only intended to deepen the understanding of the general background of the present application, and should not be regarded as acknowledging or implying in any form that the information constitutes prior art known to those skilled in the art. SUMMARY

[0006] Therefore, the present application provides a railway passenger transport capacity resource utilization efficiency evaluation method, device and equipment, so as to solve the problem that the related art fails to comprehensively measure the space-time efficiency of passenger transport capacity resources from the perspective of passenger actual travel experience, and cannot provide accurate decision basis for balancing the benefits of transportation enterprises and passenger travel efficiency.

[0007] In a first aspect, an embodiment of the present application provides a railway passenger transport capacity resource utilization efficiency evaluation method, comprising: Based on the service range of the selected evaluation object, all passenger flow ODs served by the selected evaluation object are determined, wherein the passenger flow ODs are used to represent the basic unit of passenger travel demand from a railway station to another railway station; Based on the operation basic data of the railway network, the optimal space-time travel path of each passenger flow OD in the railway network is determined, and the optimal space-time turnover corresponding to the optimal space-time travel path is determined; Based on the operation basic data, the historical path actually served by each passenger flow OD in the railway network is identified, and the corresponding actual space-time turnover is determined based on the historical path; The utilization efficiency evaluation index value of the selected evaluation object is determined based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover of all the passenger flow ODs served by the selected evaluation object.

[0008] In this embodiment, firstly, based on the service scope of the selected evaluation object, all passenger flow origins (ODs) served by the selected evaluation object are determined; then, based on the basic operational data of the railway network, the optimal spatiotemporal travel path of each passenger flow OD in the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined; next, based on the basic operational data, the historical paths in which each passenger flow OD is actually served in the railway network are identified, and the corresponding actual spatiotemporal turnover is determined based on the historical paths; finally, based on the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object, the utilization efficiency evaluation index value of the selected evaluation object is determined. It can be understood that by introducing "passenger flow OD" as an analysis unit, comparing the optimal and actual spatiotemporal turnover of each OD demand served by railway passenger transport capacity resources, a comprehensive index directly reflecting the utilization efficiency of railway passenger transport capacity resources is constructed, accurately revealing the gap between transport supply and the ideal travel state of passengers, thereby providing a scientific decision-making basis for optimizing capacity allocation and improving service quality with passengers at the center.

[0009] In one possible implementation, when the selected evaluation object is a railway station; Determining the utilization efficiency evaluation index value of the selected evaluation object includes: The utilization efficiency of the waiting area is determined based on the passenger waiting time in the railway station. Based on the number of passengers boarding and alighting at the railway station, the utilization efficiency of the arrival and departure tracks is determined. Based on the utilization efficiency of the waiting area and the utilization efficiency of the arrival and departure lines, the utilization efficiency evaluation index value of the railway station is determined.

[0010] In this embodiment, the station efficiency evaluation is refined from the two key aspects of passenger waiting and boarding / alighting, providing a more comprehensive and accurate means of evaluating station resource utilization, and providing specific basis for optimizing station operation processes and improving passenger service experience.

[0011] In one possible implementation, when the selected evaluation object is a railway line: Based on the operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined, including: Determine the optimal travel time and minimum travel distance for each passenger flow OD on the railway line, and determine the optimal spatiotemporal turnover. Based on the operational data, identifying the historical paths of each passenger flow origin-destination (OD) actually served within the railway network, and calculating the actual spatiotemporal turnover corresponding to that OD, includes: The actual spatiotemporal turnover is determined based on the actual on-line station, off-line station, travel distance, and occupancy time of each passenger flow OD on the railway line.

[0012] In this embodiment of the application, by comparing the actual time and space resources occupied by the passenger flow of the line service with the theoretically optimal time and space consumption, the deviation between the line planning, train schedule and the actual travel needs of passengers can be accurately revealed, providing key insights for optimizing the line transportation organization and improving the efficiency of passenger travel.

[0013] In one possible implementation, when the selected evaluation object is a railway network: Based on the operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined, including: Determine the optimal travel time and minimum travel distance for each passenger flow OD on the railway network, and determine the optimal spatiotemporal turnover. Based on the operational data, identifying the historical paths of each passenger flow origin-destination (OD) actually served within the railway network, and calculating the actual spatiotemporal turnover corresponding to that OD, includes: The actual spatiotemporal turnover is determined based on the actual entry and exit points, travel distance, and occupancy time of each passenger flow OD on the railway network.

[0014] In this embodiment of the application, by analyzing the difference between the actual time and space consumption of passenger flow between key nodes (entry / exit sites) of the road network and the theoretical optimal value, the rationality of the road network structure and the efficiency of transportation organization coordination can be comprehensively evaluated.

[0015] In one possible implementation, when the selected evaluation object is passenger mobile equipment, the method further includes: Obtain all passenger flow origin-destination (OD) data served by the passenger mobile equipment within a preset period; Based on all passenger flow origin-destination (OD) services provided by the passenger mobile equipment within a preset period, the actual spatiotemporal turnover of the passenger flow served by the equipment is determined. Obtain the optimal travel path for each of the passenger flow ODs served by the passenger mobile equipment service, and determine the optimal spatiotemporal turnover based on the optimal travel path for each of the passenger flow ODs. The utilization efficiency evaluation index value of the passenger mobile equipment is determined based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover.

[0016] In this embodiment of the application, by comparing the spatiotemporal turnover generated by the actual passenger flow served by the passenger mobile equipment with the theoretical value based on the optimal path, an accurate assessment of the utilization efficiency of the mobile equipment is achieved, providing a direct basis for optimizing the vehicle dispatching arrangement and improving the utilization efficiency of mobile resources.

[0017] In one possible implementation, the utilization efficiency evaluation index is the ratio of the optimal spatiotemporal turnover to the actual spatiotemporal turnover.

[0018] In this embodiment of the application, by defining the efficiency evaluation index value specifically as the ratio of the optimal spatiotemporal turnover to the actual spatiotemporal turnover, the evaluation results have an extremely clear and intuitive physical meaning, providing decision-makers with a direct and clear scientific basis for quickly identifying improvement directions and quantifying optimization potential.

[0019] In one possible implementation, the spatiotemporal turnover is the product of the travel time and the mileage corresponding to the passenger flow OD.

[0020] In this embodiment of the application, by explicitly defining the spatiotemporal turnover as the product of travel time and mileage, the two core dimensions of time and space in passenger travel are creatively integrated, avoiding the one-sidedness that may be caused by considering time or distance alone, so that the efficiency index can simultaneously reflect the two major travel optimization goals of "faster" and "shorter".

[0021] In one possible implementation, determining the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network based on the railway network's operational data, and determining the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path, includes: Based on the basic operational data of the railway network, the first optimal spatiotemporal turnover of passenger flow OD for direct full-journey routes is determined using a deep search algorithm. Based on the basic operational data of the railway network, the second optimal spatiotemporal turnover volume of the passenger flow OD corresponding to the entire journey after one transfer is determined using a deep search algorithm. Based on the basic operational data of the railway network, and using a depth-search algorithm, the third optimal spatiotemporal turnover of passenger flow OD corresponding to the entire journey after two transfers is determined. By comparing the first optimal spacetime turnover, the second optimal spacetime turnover, and the third optimal spacetime turnover, the optimal spacetime turnover for the origin and destination points corresponding to the entire journey is determined.

[0022] In this embodiment of the application, by calculating the spatiotemporal turnover corresponding to direct, single-transfer, and double-transfer routes, the computational explosion caused by unlimited depth search is avoided, and the coverage of the main travel modes that are realistically feasible is ensured. This effectively overcomes the limitations of single-mode route planning, provides a rigorous and reliable benchmark value for capacity efficiency evaluation, and significantly reduces the time complexity of the algorithm.

[0023] Secondly, embodiments of this application provide a railway passenger transport capacity resource utilization efficiency evaluation device, comprising: The passenger flow OD determination module is used to determine all the passenger flow ODs served by the selected evaluation object based on the service range of the selected evaluation object, wherein the passenger flow OD is used as a basic unit to characterize the passenger travel demand from one railway station to another. The optimal spatiotemporal turnover determination module is used to determine the optimal spatiotemporal travel path of each passenger flow OD in the railway network based on the basic operational data of the railway network, and to determine the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path. The actual spatiotemporal turnover determination module is used to identify the historical path in which each passenger flow OD is actually served in the railway network based on the operational basic data, and to determine the corresponding actual spatiotemporal turnover based on the historical path. The efficiency evaluation index value determination module is used to determine the utilization efficiency evaluation index value of the selected evaluation object based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover of all the passenger flow ODs served by the selected evaluation object.

[0024] Thirdly, embodiments of this application provide an electronic device, including: processor; Memory; And a computer program, wherein the computer program is stored in the memory, the computer program including instructions that, when executed by the processor, cause the electronic device to perform the method described in any one of the first aspects.

[0025] Fourthly, embodiments of this application provide a computer-readable storage medium including a stored program, wherein, when the program is executed, it controls the device where the computer-readable storage medium is located to perform the method described in any one of the first aspects.

[0026] Understandably, the railway passenger transport efficiency determination device provided in the second aspect, the electronic device provided in the third aspect, and the computer-readable storage medium provided in the fourth aspect are all used to perform some or all of the methods provided in this application. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods, and will not be repeated here. Attached Figure Description

[0027] To more clearly illustrate the technical solutions of the embodiments of this application, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0028] Figure 1 This is a flowchart illustrating a method for evaluating the efficiency of railway passenger transport capacity utilization, provided in an embodiment of this application.

[0029] Figure 2 This is a schematic diagram of a railway passenger transport capacity utilization efficiency evaluation device provided in an embodiment of this application.

[0030] Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0031] To better understand the technical solution of this application, the embodiments of this application will be described in detail below with reference to the accompanying drawings.

[0032] It should be understood that the described embodiments are merely some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application.

[0033] The terminology used in the embodiments of this application is for the purpose of describing particular embodiments only and is not intended to be limiting of this application. The singular forms “a,” “the,” and “the” used in the embodiments of this application and the appended claims are also intended to include the plural forms unless the context clearly indicates otherwise.

[0034] It should be understood that the term "and / or" used in this article is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this article generally indicates that the preceding and following related objects have an "or" relationship.

[0035] Scientifically evaluating the efficiency of railway passenger transport capacity utilization has dual value in improving passenger travel experience and optimizing enterprise resource allocation. Understandably, precise railway passenger transport efficiency can drive dynamic matching between railway capacity deployment and passenger flow distribution in time and space, reducing ineffective transport capacity.

[0036] In related technologies, the passenger transport efficiency of railways is evaluated by comparing the maximum number of trains that can pass through a line per unit time, the ratio of the actual number of trains to the theoretical upper limit, and the actual occupancy rate of carriage seats.

[0037] However, the aforementioned methods for evaluating railway passenger transport efficiency only consider maximizing the use of railway passenger transport capacity resources. They fail to comprehensively measure the spatiotemporal efficiency of transport capacity resources in serving passengers from the perspective of actual travel experience, and thus cannot provide accurate decision-making basis for balancing the benefits of transport companies and the efficiency of passenger travel.

[0038] To address the aforementioned issues, this embodiment first determines all passenger flow origins (ODs) served by the selected evaluation object based on its service scope. Then, based on the railway network's operational data, it determines the optimal spatiotemporal travel path for each OD within the railway network and the corresponding optimal spatiotemporal turnover. Next, based on the operational data, it identifies the historical paths actually served by each OD within the railway network and determines the corresponding actual spatiotemporal turnover. Finally, based on the optimal and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object, it determines the utilization efficiency evaluation index value for the selected evaluation object. In essence, by introducing "passenger flow OD" as an analysis unit, and comparing the optimal and actual spatiotemporal turnover of each OD demand served by railway passenger transport capacity resources, a comprehensive index directly reflecting the utilization efficiency of railway passenger transport capacity resources is constructed. This accurately reveals the gap between transport supply and passengers' ideal travel status, thus providing a scientific basis for optimizing capacity allocation and improving service quality with a passenger-centric approach. Specifically, detailed descriptions are provided below in conjunction with the accompanying drawings and specific embodiments.

[0039] See Figure 1 This is a flowchart illustrating a method for evaluating the efficiency of railway passenger transport capacity utilization, provided in an embodiment of this application. Figure 1 As shown, the specific steps include:

[0040] Step S101: Based on the service range of the selected evaluation object, determine all the customer flow origins (OD) of the selected evaluation object's service.

[0041] In practical applications, the objects to be evaluated should be identified first. For example, evaluation objects include railway stations, railway lines, railway networks, and passenger transport equipment. It can be understood that once the evaluation objects are selected, the destination (OD) of all passenger flows served by those objects is determined based on their service scope. Passenger flow OD is the basic unit representing passenger travel demand from one railway station to another.

[0042] Specifically, firstly, basic railway operation data is acquired, including railway network topology, train timetables, electronic ticket data, and train route information. By processing the electronic ticket data, the complete travel chain for each passenger is identified. Typically, travel information is sorted by time to determine if there are connections between consecutive journeys. If the arrival station of one journey is the same as the departure station of the next journey, and the arrival-departure time interval is within a preset reasonable transfer time threshold, then the entire journey's travel demand, including transfers, is identified and aggregated to form individual passenger flow origin-destination (OD) pairs identified by origin and destination station pairs.

[0043] For example, after sorting passenger travel information by time period, it is determined whether the arrival station of the i-th travel information is the same as the departure station of the (i+1)-th travel information, and whether the time interval between the arrival time of the i-th travel information and the departure time of the (i+1)-th travel information is within a preset reasonable transfer time threshold, and whether the cumulative mileage of the i-th and (i+1)-th travel information is within a reasonable threshold of the minimum mileage from the departure station of the i-th travel information to the arrival station of the (i+1)-th travel information. Here, the i-th and (i+1)-th travel information are adjacent trips taken by the same passenger. By determining whether the arrival station of the i-th travel information is the same as the departure station of the (i+1)-th travel information, and whether the arrival-departure time interval is within a preset reasonable transfer time threshold, and whether the cumulative mileage is within a reasonable threshold of the minimum mileage, it can be determined whether the i-th and (i+1)-th travel information belong to the same journey. All trips belonging to the same journey are aggregated and statistically analyzed to form a passenger flow OD (Original Departure / Origin) group identified by origin-destination station pairs.

[0044] In practical applications, there may be a scenario where the arrival station of the i-th travel information is the final destination of the passenger's first journey, and the departure station of the (i+1)-th travel information is the starting point of the passenger's second journey. In this case, treating the i-th and (i+1)-th travel information as a single travel information may affect the judgment of the efficiency of railway passenger transport capacity utilization.

[0045] To address the aforementioned issues, in one possible implementation, when the arrival station of the i-th trip information is the same as the departure station of the (i+1)-th trip information, and the passenger's transfer time is less than a first preset time, and the cumulative trip mileage is less than a first preset threshold for minimum trip mileage, the i-th trip information and the (i+1)-th trip information are considered as one trip information.

[0046] For ease of understanding, taking a first preset time of 4 hours and a first preset threshold of 1.15 as an example, when the arrival station of the i-th trip information is the same as the departure station of the (i+1)-th trip information, and the passenger's transfer time is less than 4 hours, and the cumulative trip mileage is less than 1.15 times the minimum trip mileage, the i-th trip information and the (i+1)-th trip information are considered as one trip information.

[0047] Understandably, by determining the correspondence between passengers' transfer time and the first preset time, and between the cumulative mileage and the minimum mileage, it is helpful to accurately distinguish whether passengers are transferring for the same journey, and to provide a more accurate data basis for determining the efficiency of railway passenger transport capacity utilization.

[0048] In one possible implementation, when the arrival station of the i-th trip information is the same as the departure station of the (i+1)-th trip information, and the arrival-departure interval is greater than the preset minimum transfer time, the i-th trip information and the (i+1)-th trip information are considered as one trip information. The arrival-departure interval is used to represent the difference between the departure time of the (i+1)-th trip information and the arrival time of the i-th trip information.

[0049] Understandably, by determining the correspondence between the arrival and departure intervals and the preset minimum transfer time, it is beneficial to automatically identify passengers' transfer intentions, accurately distinguish whether passengers are voluntarily transferring or are forced to transfer on a whim, avoid misjudging cross-train connections as independent trips, and provide a data foundation for optimizing the use and allocation of railway passenger transport capacity resources.

[0050] Step S102: Based on the basic operational data of the railway network, determine the optimal spatiotemporal travel path for each passenger flow OD in the railway network, and determine the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path.

[0051] In practical applications, the first step is to acquire the basic operational data of the railway network. This basic operational data includes information such as train timetables, line topology, and train running times between sections.

[0052] In this embodiment of the application, based on the basic operational data of the railway network, the optimal spatiotemporal travel path of each passenger flow origin (OD) in the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined.

[0053] Specifically, a depth-first search algorithm is employed to search for the theoretically optimal travel path within the railway network for each passenger flow origin-destination (OD). The search considers direct routes and routes involving one or more transfers. For each feasible path, its theoretical minimum travel time is calculated based on train interval running times, and its theoretical minimum travel mileage is determined by combining this with the line topology. The optimal spatiotemporal travel path is the path with the minimum spatiotemporal consumption among all feasible paths, and its spatiotemporal consumption is quantified by multiplying the theoretical minimum travel time by the theoretical minimum travel mileage.

[0054] In one possible implementation, the spatiotemporal turnover is the product of the travel time and the distance traveled corresponding to the passenger flow origin-destination (OD).

[0055] In this embodiment of the application, by explicitly defining the spatiotemporal turnover as the product of travel time and mileage, the two core dimensions of time and space in passenger travel are creatively integrated, avoiding the one-sidedness that may be caused by considering time or distance alone, so that the efficiency index can simultaneously reflect the two major travel optimization goals of "faster" and "shorter".

[0056] Understandably, the depth search algorithm described above achieves efficient optimization of large-scale road networks through a hierarchical and progressive strategy. However, the computational explosion caused by unlimited depth search results in it consuming a large amount of computing power.

[0057] To address the aforementioned issues, one possible implementation involves using a deep search algorithm based on the operational data of the railway network to determine the first optimal spatiotemporal turnover for direct passenger flow origins (ODs) along the entire journey; using the same algorithm, a second optimal spatiotemporal turnover for passenger flow ODs along the entire journey with one transfer is determined; using the same algorithm, a third optimal spatiotemporal turnover for passenger flow ODs along the entire journey with two transfers is determined; and by comparing the first, second, and third optimal spatiotemporal turnovers, the optimal spatiotemporal turnover for the origin and destination points along the entire journey is determined.

[0058] The origin and destination points mentioned above describe the absolute starting and ending points of a passenger's journey. For example, if a passenger boards a train at station A, transfers at station B, and disembarks at station C, the corresponding origin and destination points for this process are stations A and C. In other words, a complete journey chain has only one combination of origin and destination points; intermediate transfer stations are not counted as origin and destination points.

[0059] Specifically, regarding the first optimal space-time turnover, in one possible implementation, direct trains passing through the origin and destination points are selected and sorted according to their travel time. The minimum space-time turnover corresponding to the direct trains passing through the origin and destination points is then determined as the first optimal space-time turnover.

[0060] Regarding the second optimal space-time turnover, in one possible implementation, trains passing through the origin and destination of passenger flow are classified according to the route direction corresponding to the entire journey. Trains passing through the origin are sorted by departure time, and trains passing through the destination are sorted by arrival time. Train i, the origin of the passenger flow, is selected sequentially. It is determined whether this train and train j, the destination, share the same stop and whether the arrival / departure interval between train i and train j is greater than the minimum transfer interval. If these conditions are met, it means that train i and train j can connect at the same stop s, and train i and train j constitute a travel route. The space-time turnover of this travel route is calculated. If the newly calculated space-time turnover is less than the previously calculated minimum space-time turnover, the minimum transfer space-time turnover is updated, and the finally determined minimum space-time turnover is used as the second optimal space-time turnover.

[0061] Regarding the third optimal spatiotemporal turnover, in one possible implementation, trains passing through the origin and destination of passenger flow are classified according to the route direction corresponding to the entire journey. Trains passing through the origin are sorted by departure time, and trains passing through the destination are sorted by arrival time. Train i, the origin of passenger flow, is selected sequentially, and its transfer node station c is searched. Trains passing through transfer node station c and those not passing through the destination are filtered, and the trains are sorted by departure time. Train j is selected sequentially, and it is determined whether its arrival interval with train i is greater than the minimum transfer interval. If the condition is met, it is further determined whether train j and train k, which passes through the destination, have the same stop, and whether the arrival and departure interval between train j and train k at the same stop is greater than the minimum transfer interval. If the conditions are met, trains i, j, and k can form a connecting transfer route. The time-space turnover of this route is calculated. If the newly calculated time-space turnover is less than the already calculated minimum time-space turnover, the minimum transfer turnover is updated, and the finally determined minimum time-space turnover is taken as the second optimal time-space turnover.

[0062] Understandably, by calculating the spatiotemporal turnover corresponding to direct, single-transfer, and double-transfer routes, we can avoid the computational explosion caused by unlimited depth search, ensure coverage of the main travel modes that are realistically feasible, effectively overcome the limitations of single-mode route planning, provide a rigorous and reliable benchmark for capacity efficiency evaluation, and significantly reduce the time complexity of the algorithm.

[0063] Step S103: Based on operational data, identify the historical paths of each passenger flow origin-destination (OD) in the railway network that are actually served, and determine the corresponding actual spatiotemporal turnover based on the historical paths.

[0064] In this embodiment of the application, based on operational data, the historical path of each passenger flow origin-destination (OD) in the railway network is identified, and the corresponding actual spatiotemporal turnover is determined based on the historical path.

[0065] Specifically, based on the actual passenger travel sequences recorded in historical electronic ticket data, the complete travel route is reconstructed, including the train number, boarding and alighting stations, and specific arrival and departure times. For itineraries involving transfers, the historical route includes all connecting travel segments. Subsequently, based on this actual route, the actual total travel time and actual total distance traveled by the passenger from the departure station to the destination are calculated. By multiplying the actual total travel time and actual total distance traveled for each passenger flow origin (OD), the actual spatiotemporal turnover corresponding to each OD is determined.

[0066] Step S104: Determine the utilization efficiency evaluation index value of the selected evaluation object based on the optimal and actual time-space turnover of all passenger flow ODs served by the selected evaluation object.

[0067] In this embodiment of the application, the utilization efficiency evaluation index value of the selected evaluation object is determined based on the optimal and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object.

[0068] Specifically, firstly, the actual spatiotemporal turnover of all passenger flow origins and destinations (ODs) within the service area is summed to obtain the aggregated actual spatiotemporal turnover. Simultaneously, the optimal spatiotemporal turnover corresponding to these passenger flow ODs is summed to obtain the aggregated optimal spatiotemporal turnover. The utilization efficiency evaluation index value of the selected evaluation object is determined by calculating the ratio of the aggregated optimal spatiotemporal turnover to the aggregated actual spatiotemporal turnover.

[0069] Understandably, this ratio directly reflects the overall efficiency level of the evaluated object in serving passenger travel. The closer its value is to 1, the smaller the gap between the actual operation plan and the ideal optimal state, and the higher the efficiency of resource utilization.

[0070] In practical applications, by defining the efficiency evaluation index specifically as the ratio of the optimal spatiotemporal turnover to the actual spatiotemporal turnover, the evaluation results have extremely clear and intuitive physical meaning, providing decision-makers with direct and clear scientific basis for quickly identifying improvement directions and quantifying optimization potential.

[0071] In this embodiment, firstly, based on the service scope of the selected evaluation object, all passenger flow origins (ODs) served by the selected evaluation object are determined; then, based on the basic operational data of the railway network, the optimal spatiotemporal travel path of each passenger flow OD in the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined; next, based on the basic operational data, the historical paths in which each passenger flow OD is actually served in the railway network are identified, and the corresponding actual spatiotemporal turnover is determined based on the historical paths; finally, based on the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object, the utilization efficiency evaluation index value of the selected evaluation object is determined. It can be understood that by introducing "passenger flow OD" as an analysis unit, comparing the optimal and actual spatiotemporal turnover of each OD demand served by railway passenger transport capacity resources, a comprehensive index directly reflecting the utilization efficiency of railway passenger transport capacity resources is constructed, accurately revealing the gap between transport supply and the ideal travel state of passengers, thereby providing a passenger-centric scientific decision-making basis for optimizing capacity allocation and improving service quality.

[0072] As mentioned above, the evaluation objects include railway stations, railway lines, railway networks, and passenger mobile equipment. For ease of understanding, the methods for determining the utilization efficiency of railway stations, railway lines, railway networks, and passenger mobile equipment will be introduced below.

[0073] First, when the selected evaluation object is a railway station.

[0074] In this embodiment of the application, the utilization efficiency of the waiting area is determined based on the waiting time of passengers at the railway station; the utilization efficiency of the arrival and departure lines is determined based on the number of passengers boarding and alighting at the railway station; and the utilization efficiency evaluation index value of the railway station is determined based on the utilization efficiency of the waiting area and the utilization efficiency of the arrival and departure lines.

[0075] As we can understand, waiting area utilization efficiency refers to the number of passengers served per unit of time. The shorter the average waiting time for passengers, the higher the waiting area utilization efficiency. Arrival and departure line utilization efficiency refers to the number of passengers served per unit of time, including both arriving and departing passengers. The higher the number of passengers served per unit of time, the higher the utilization efficiency.

[0076] In this embodiment, the station efficiency evaluation is refined from the two key aspects of passenger waiting and boarding / alighting, providing a more comprehensive and accurate means of evaluating station resource utilization, and providing specific basis for optimizing station operation processes and improving passenger service experience.

[0077] Second, when the selected evaluation object is a railway line.

[0078] In this embodiment of the application, the optimal travel time and minimum mileage of each passenger flow OD on the railway line are determined to determine the optimal spatiotemporal turnover. Based on the upstream station, downstream station, mileage and occupancy time of each passenger flow OD on the railway line, the actual spatiotemporal turnover is determined. Based on the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the railway line, the utilization efficiency evaluation index value of the selected evaluation object is determined.

[0079] Specifically, all passenger flow origins and destinations (ODs) passing through the railway line are screened and classified into in-line passenger flow, outgoing passenger flow, arriving passenger flow, and through passenger flow. For different types of passenger flow, the actual on-line station, off-line station, travel mileage, and occupancy time on the line are determined to calculate the aggregated actual spatiotemporal turnover. For different types of passenger flow, based on the train interval running time, the optimal travel time and minimum travel mileage on the line are determined to calculate the aggregated optimal spatiotemporal turnover.

[0080] In this embodiment of the application, by comparing the actual time and space resources occupied by the passenger flow of the line service with the theoretically optimal time and space consumption, the deviation between the line planning, train schedule and the actual travel needs of passengers can be accurately revealed, providing key insights for optimizing the line transportation organization and improving the efficiency of passenger travel.

[0081] Third, when the selected evaluation object is the railway network.

[0082] In this embodiment of the application, the optimal travel time and minimum mileage of each passenger flow OD on the railway network are determined to determine the optimal spatiotemporal turnover; the actual spatiotemporal turnover is determined based on the actual entry and exit points, mileage and occupancy time of each passenger flow OD on the railway network; and the utilization efficiency evaluation index value of the selected evaluation object is determined according to the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the railway network.

[0083] Specifically, based on the travel time, mileage, and passenger volume of passenger flow within the railway network, the actual spatiotemporal turnover of the railway network serving passenger flow is calculated. Combined with train interval running times, the optimal travel routes for each passenger flow's origin-destination (OD) within the network are calculated and analyzed, based on the network's passenger flow, outgoing passenger flow, and arriving passenger flow, and by searching for the optimal travel routes within the network. This process determines the minimum travel time and minimum mileage for passenger flow to occupy the network, thus determining the optimal spatiotemporal turnover of the railway network serving passenger flow. Finally, the actual spatiotemporal turnover is compared with the optimal spatiotemporal turnover to determine the utilization efficiency evaluation index value for the selected evaluation object.

[0084] Understandably, by analyzing the difference between the actual time and space consumption of passenger flow between key nodes (entry / exit sites) of the road network and the theoretical optimal value, it is possible to comprehensively evaluate the rationality of road network utilization and the efficiency of transportation organization coordination.

[0085] Fourth, when the selected evaluation object is passenger mobile equipment.

[0086] In this embodiment of the application, all passenger flow origins (ODs) served by the passenger mobile equipment within a preset period are obtained; based on all passenger flow ODs served by the passenger mobile equipment within the preset period, the actual spatiotemporal turnover of the passenger flow served by the equipment is determined; the optimal travel path of each passenger flow OD served by the passenger mobile equipment is obtained, and the optimal spatiotemporal turnover is determined based on the optimal travel path of each passenger flow OD; and the utilization efficiency evaluation index value of the passenger mobile equipment is determined according to the optimal spatiotemporal turnover and the actual spatiotemporal turnover.

[0087] In this embodiment of the application, by comparing the spatiotemporal turnover generated by the actual passenger flow served by the passenger mobile equipment with the theoretical value based on the optimal path, an accurate assessment of the utilization efficiency of the mobile equipment is achieved, providing a direct basis for optimizing the vehicle dispatching arrangement and improving the utilization efficiency of mobile resources.

[0088] In this embodiment, firstly, based on the service scope of the selected evaluation object, all passenger flow origins (ODs) served by the selected evaluation object are determined; then, based on the basic operational data of the railway network, the optimal spatiotemporal travel path of each passenger flow OD in the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined; next, based on the basic operational data, the historical paths in which each passenger flow OD is actually served in the railway network are identified, and the corresponding actual spatiotemporal turnover is determined based on the historical paths; finally, based on the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object, the utilization efficiency evaluation index value of the selected evaluation object is determined. It can be understood that by introducing "passenger flow OD" as an analysis unit, comparing the optimal and actual spatiotemporal turnover of each OD demand served by railway passenger transport capacity resources, a comprehensive index directly reflecting the utilization efficiency of railway passenger transport capacity resources is constructed, accurately revealing the gap between transport supply and the ideal travel state of passengers, thereby providing a passenger-centric scientific decision-making basis for optimizing capacity allocation and improving service quality.

[0089] Corresponding to the above embodiments, this application also provides a railway passenger transport capacity resource utilization efficiency evaluation device. Specifically, see... Figure 2This figure shows a schematic diagram of a railway passenger transport capacity utilization efficiency evaluation device provided in an embodiment of this application. As shown in the figure, the railway passenger transport capacity utilization efficiency evaluation device 200 is illustrated. Specifically, it includes: a passenger flow OD determination module 201, an optimal spatiotemporal turnover determination module 202, an actual spatiotemporal turnover determination module 203, and a utilization efficiency evaluation index value determination module 204. Specifically, the passenger flow OD determination module 201 is used to determine all passenger flow ODs served by the selected evaluation object based on the service range of the selected evaluation object; the optimal spatiotemporal turnover determination module 202 is used to determine the optimal spatiotemporal travel path of each passenger flow OD in the railway network based on the basic operational data of the railway network, and determine the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path; the actual spatiotemporal turnover determination module 203 is used to identify the historical path actually served by each passenger flow OD in the railway network based on the basic operational data, and determine the corresponding actual spatiotemporal turnover based on the historical path; and the utilization efficiency evaluation index value determination module 204 is used to determine the utilization efficiency evaluation index value of the selected evaluation object based on the optimal spatiotemporal turnover and actual spatiotemporal turnover of all passenger flow ODs served by the selected evaluation object.

[0090] For specific implementation details, please refer to the embodiments described above. For the sake of brevity, this application will not elaborate further here.

[0091] Corresponding to the above embodiments, this application also provides a schematic diagram of the structure of an electronic device. See also Figure 3 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. The electronic device 300 may include a processor 301, a memory 302, and a communication unit 303. These components communicate through one or more buses. Those skilled in the art will understand that the structure of the electronic device shown in the figure does not constitute a limitation on the embodiments of the present invention. It may be a bus-shaped structure or a star-shaped structure, and may include more or fewer components than shown, or combine certain components, or have different component arrangements.

[0092] The communication unit 303 is used to establish a communication channel, enabling the electronic device to communicate with other devices. It receives user data from other devices or sends user data to other devices.

[0093] The processor 301 serves as the control center of the electronic device, connecting various parts of the device via various interfaces and lines. It executes software programs, instructions, and / or modules stored in the memory 302, and calls data stored in the memory to perform various functions and / or process data. The processor may be composed of integrated circuits (ICs), such as a single packaged IC or multiple packaged ICs with the same or different functions connected together. For example, the processor 301 may consist only of a central processing unit (CPU). In this embodiment, the CPU may have a single processing core or include multiple processing cores.

[0094] The memory 302 is used to store the execution instructions of the processor 301. The memory 302 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0095] When the execution instructions in memory 302 are executed by processor 301, the electronic device 300 is able to perform operations. Figure 1 Some or all of the steps in the illustrated embodiments.

[0096] In a specific implementation, this application also provides a computer storage medium, wherein the computer storage medium may store a program, and when the program is executed, it may include some or all of the steps in the various embodiments of the simulation scene generation method provided by this invention. The storage medium may be a magnetic disk, optical disk, read-only memory (ROM), or random access memory (RAM), etc.

[0097] In this application embodiment, "at least one" refers to one or more, and "more than one" refers to two or more. "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent the existence of A alone, the simultaneous existence of A and B, or the existence of B alone. A and B can be singular or plural. The character " / " generally indicates that the preceding and following related objects have an "or" relationship. "At least one of the following" and similar expressions refer to any combination of these items, including any combination of single or plural items. For example, at least one of a, b, and c can represent: a, b, c, ab, ac, bc, or abc, where a, b, and c can be single or multiple.

[0098] Those skilled in the art will recognize that the units and algorithm steps described in the embodiments disclosed herein can be implemented using electronic hardware, computer software, or a combination of electronic hardware and software. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0099] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0100] In the several embodiments provided in this application, any function, if implemented as a software functional unit and sold or used as an independent product, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0101] The same or similar parts between the various embodiments in this specification can be referred to mutually. In particular, the device embodiments and terminal embodiments are basically similar to the method embodiments, so the description is relatively simple, and the relevant parts can be referred to the description in the method embodiments.

Claims

1. A method for evaluating the efficiency of railway passenger transport capacity utilization, characterized in that, include: Based on the service scope of the selected evaluation object, all passenger flow ODs of the selected evaluation object service are determined, wherein the passenger flow OD is used as a basic unit to characterize the passenger travel demand from one railway station to another. Based on the basic operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow OD in the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined. Based on the aforementioned operational data, the historical paths in which each passenger flow origin-destination (OD) is actually served in the railway network are identified, and the corresponding actual spatiotemporal turnover is determined based on the historical paths. The utilization efficiency evaluation index value of the selected evaluation object is determined based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover of all the passenger flow ODs served by the selected evaluation object.

2. The method according to claim 1, characterized in that, When the selected evaluation object is a railway station; Determining the utilization efficiency evaluation index value of the selected evaluation object includes: The utilization efficiency of the waiting area is determined based on the passenger waiting time in the railway station. Based on the number of passengers boarding and alighting at the railway station, the utilization efficiency of the arrival and departure tracks is determined. Based on the utilization efficiency of the waiting area and the utilization efficiency of the arrival and departure lines, the utilization efficiency evaluation index value of the railway station is determined.

3. The method according to claim 1, characterized in that, When the selected evaluation object is a railway line: Based on the operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined, including: Determine the optimal travel time and minimum travel distance for each passenger flow OD on the railway line, and determine the optimal spatiotemporal turnover. Based on the operational data, identifying the historical paths of each passenger flow origin-destination (OD) actually served within the railway network, and calculating the actual spatiotemporal turnover corresponding to that OD, includes: The actual spatiotemporal turnover is determined based on the actual on-line station, off-line station, travel distance, and occupancy time of each passenger flow OD on the railway line.

4. The method according to claim 1, characterized in that, When the selected evaluation object is a railway network: Based on the operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined, including: Determine the optimal travel time and minimum travel distance for each passenger flow OD on the railway network, and determine the optimal spatiotemporal turnover. Based on the operational data, identifying the historical paths of each passenger flow origin-destination (OD) actually served within the railway network, and calculating the actual spatiotemporal turnover corresponding to that OD, includes: The actual spatiotemporal turnover is determined based on the actual entry and exit points, travel distance, and occupancy time of each passenger flow OD on the railway network.

5. The method according to claim 1, characterized in that, When the selected evaluation object is passenger mobile equipment, the method further includes: Obtain all passenger flow origin-destination (OD) data served by the passenger mobile equipment within a preset period; Based on all passenger flow origin-destination (OD) services provided by the passenger mobile equipment within a preset period, the actual spatiotemporal turnover of the passenger flow served by the equipment is determined. Obtain the optimal travel path for each of the passenger flow ODs served by the passenger mobile equipment service, and determine the optimal spatiotemporal turnover based on the optimal travel path for each of the passenger flow ODs. The utilization efficiency evaluation index value of the passenger mobile equipment is determined based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover.

6. The method according to claim 1, characterized in that, The efficiency evaluation index is the ratio of the optimal spatiotemporal turnover to the actual spatiotemporal turnover.

7. The method according to claim 1, characterized in that, The spatiotemporal turnover is the product of the travel time and the mileage corresponding to the passenger flow OD.

8. The method according to claim 1, characterized in that, Based on the operational data of the railway network, the optimal spatiotemporal travel path for each passenger flow origin (OD) within the railway network is determined, and the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path is determined, including: Based on the basic operational data of the railway network, the first optimal spatiotemporal turnover of passenger flow OD for direct full-journey routes is determined using a deep search algorithm. Based on the basic operational data of the railway network, the second optimal spatiotemporal turnover volume of the passenger flow OD corresponding to the entire journey after one transfer is determined using a deep search algorithm. Based on the basic operational data of the railway network, and using a depth-search algorithm, the third optimal spatiotemporal turnover of passenger flow OD corresponding to the entire journey after two transfers is determined. By comparing the first optimal spacetime turnover, the second optimal spacetime turnover, and the third optimal spacetime turnover, the optimal spacetime turnover for the origin and destination points corresponding to the entire journey is determined.

9. A device for evaluating the efficiency of railway passenger transport capacity utilization, characterized in that, include: The passenger flow OD determination module is used to determine all the passenger flow ODs served by the selected evaluation object based on the service range of the selected evaluation object, wherein the passenger flow OD is used as a basic unit to characterize the passenger travel demand from one railway station to another. The optimal spatiotemporal turnover determination module is used to determine the optimal spatiotemporal travel path of each passenger flow OD in the railway network based on the basic operational data of the railway network, and to determine the optimal spatiotemporal turnover corresponding to the optimal spatiotemporal travel path. The actual spatiotemporal turnover determination module is used to identify the historical path in which each passenger flow OD is actually served in the railway network based on the operational basic data, and to determine the corresponding actual spatiotemporal turnover based on the historical path. The efficiency evaluation index value determination module is used to determine the utilization efficiency evaluation index value of the selected evaluation object based on the optimal spatiotemporal turnover and the actual spatiotemporal turnover of all the passenger flow ODs served by the selected evaluation object.

10. An electronic device, characterized in that, include: processor; Memory; And a computer program, wherein the computer program is stored in the memory, the computer program including instructions that, when executed by the processor, cause the electronic device to perform the method of any one of claims 1 to 8.

11. A computer-readable storage medium, characterized in that, The computer-readable storage medium includes a stored program, wherein, when the program is executed, it controls the device on which the computer-readable storage medium is located to perform the method according to any one of claims 1 to 8.

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