本文關鍵詞： 城市軌道交通 輸送能力利用率 列車開行方案 多交路 時變客流需求 遺傳算法　出處：《北京交通大學》2017年博士論文　論文類型：學位論文

【摘要】：城市軌道交通以其運量大、準時性好、單耗低等特點成為各大城市解決交通擁堵問題的首選。近年來,.我國城市軌道交通建設進入快速發(fā)展期,城市軌道交通線路客流需求的時空差異也隨著線網(wǎng)規(guī)模的擴大而不斷增加。由于城市軌道交通系統(tǒng)建設投資巨大,如何在滿足城市居民出行需求的前提下,更好地利用有限的資源來優(yōu)化能力配置,是城市軌道交通系統(tǒng)運營管理面臨的重要課題。提高城市軌道交通服務水平、降低企業(yè)運營成本是運營管理的兩個重要目標,實現(xiàn)這兩個目標需要深刻認識城市軌道交通系統(tǒng)能力供給與出行需求的關系。本文在深入分析既有研究成果的基礎上,研究城市軌道交通系統(tǒng)輸送能力利用率的主要影響因素,提出考慮輸送能力利用時空不均衡性的輸送能力利用率計算及評價方法,并基于列車開行方案分別提出城市軌道交通系統(tǒng)輸送能力利用率空間不均衡和時間不均衡優(yōu)化方法。本文主要工作及結論如下:(1)結合既有研究成果,從固定設施設備、移動設施設備、列車運行組織方案和客流需求特征四個方面分析城市軌道交通系統(tǒng)輸送能力利用率的影響因素,并研究各影響因素相關關系及對列車載客能力利用率的影響。研究表明,四類因素主要影響線路可提供的最大輸送能力、車輛額定載客量、實際提供的輸送能力范圍和列車載客能力的利用。調查與研究表明:列車車廂滿載率與乘客滿意度直接相關,車廂滿載率超過0.65后,乘客滿意度顯著下降。(2)以各斷面列車載客能力利用率為基礎,提出城市軌道交通系統(tǒng)斷面、線路和網(wǎng)絡各層面的輸送能力利用率計算方法,從輸送能力利用的平均水平、均衡程度和波動特性三個方面分析北京市軌道交通線網(wǎng)輸送能力利用率的時空特征。結合列車載客能力利用率劃分乘客舒適度評價標準;根據(jù)輸送能力利用率的加權平均值和標準差率對應的舒適度級別,劃分輸送能力利用率合理范圍。研究表明,受運營組織模式單一影響,北京市軌道交通系統(tǒng)斷面和線路輸送能力利用率的時空變化規(guī)律與客流需求特征高度吻合,城市軌道交通系統(tǒng)輸送能力利用率的時空差異特征顯著。城市中心地區(qū)線路各斷面全日輸送能力利用率較高,約為40-50%,外圍地區(qū)偏低,多在30%以下,且外圍地區(qū)全日輸送能力利用波動性較大。線路輸送能力利用率在中午平峰和下午平峰的均衡程度較高,而早晚高峰時段的不均衡性較大。市內(nèi)環(huán)線輸送能力利用適中且均衡,服務水平較高,郊區(qū)線早高峰進城方向服務水平偏低。(3)考慮線路輸送能力利用的空間不均衡性,以交路形式、發(fā)車頻率、列車編組為決策變量,建立以線路輸送能力利用率最大化、上線車組數(shù)最小化、乘客出行費用最小化為目標的多交路列車開行方案優(yōu)化模型;結合開行多交路列車時的組團客流需求,提出不限交路形式的乘客候車等待時間、換車次數(shù)和在車擁擠費用計算方法。根據(jù)模型特點,設計線性加權法與遺傳算法相結合的求解算法。結合算例,對比分析單一交路、嵌套交路和銜接交路最優(yōu)開行方案下的列車運行效果及在不同客流特征下的適用性。研究表明,采取多交路運營模式,能夠有效提升線路輸送能力利用率及其空間均衡性,符合乘客和企業(yè)雙方的共同利益。算例中,相較于單一交路,嵌套交路和銜接交路線路輸送能力利用率分別提升了 19.55%和23.70%,空間均衡性提升了 63.74%和51.92%;上線車組數(shù)、車輛運用數(shù)等企業(yè)效益指標提升了 11.29-19.17%;乘客出行費用減少了 14.58%和14.63%。以線路輸送能力利用率最大化為目標,能夠更好匹配乘客出行需求,降低企業(yè)成本,且提高輸送能力利用率目標權重有利于提高總的運營效益。算例結果表明,對于單峰型客流集中線路,保持最大客流斷面位置及取值不變,當單峰內(nèi)客流需求比例超過30%時,適宜開行多交路列車。(4)在城市軌道交通線路列車交路已知的前提下,充分考慮客流到達時變特性以及線路中各斷面輸送能力利用率的時間不均衡性,建立以線路區(qū)間斷面輸送能力利用率標準差率之和、上線車組數(shù)和乘客出行費用最小化為目標的嵌套交路列車開行方案優(yōu)化模型,提出考慮客流時變特性的列車載客能力利用率計算方法。設計線性加權法和遺傳算法相結合的求解算法。結合算例,對比五種發(fā)車方案開行效果;分析客流到達時變特性對線路區(qū)間斷面輸送能力利用率均衡性的影響。研究表明,以斷面輸送能力利用的均衡性為目標,能夠更好適應客流的時變特性。在本文算例中,相較于均勻發(fā)車方案,本文最優(yōu)開行方案中斷面輸送能力利用率的時間均衡性優(yōu)化了 53.95-64.11%,線路最大滿載率降低了 13.31-18.5%;相較于其他非均勻發(fā)車方案,本文結果中線路輸送能力利用率提高了 17.09%,斷面輸送能力利用的均衡性提高了 44.09%,線路最大滿載率降低了 6.85%。模型能夠對線路中各斷面列車載客能力利用率起到"削峰填谷"的作用,且乘客到達分布越不均勻,優(yōu)化效果越明顯。
[Abstract]:City rail traffic with its large volume, punctuality, low consumption is to solve the problem of traffic congestion in major city of choice. In recent years, city rail transit construction of our country entered a rapid development period, city spatial difference of urban mass transit passenger demand with the expansion of network scale and increasing due to the construction of city. Rail transportation system of huge investment, how to meet the travel needs of city residents, make better use of limited resources to optimize the allocation of capacity, is an important topic facing the operation and management of city rail transportation system. Improve the urban rail transportation service level, reduce operating costs are two important goals of operation and management, implement the two target requires a profound understanding of city rail traffic system supply capacity and travel demand. Based on in-depth analysis of the existing research results, research The main factors influencing the utilization ratio of transmission capacity of city rail transit system, considers the transmission capacity of the spatio-temporal unbalanced transport capacity of calculation and evaluation method of utilization, and train plan were put forward based on transmission capacity of city rail traffic system space utilization is not balanced and unbalanced time optimization method. The main conclusions are as follows: (1) combined with existing research results, from the fixed equipment, mobile equipment, the four aspects of organization of train operation plan and passenger demand characteristics analysis of transmission capacity of city rail traffic system utilization factor, and study the relationship between various factors and the influence on the utilization ratio of train passenger capacity. The results show that the maximum transmission the ability of four kinds of main influencing factors of line can provide the vehicle rated capacity, the actual transport capacity provides range and train passenger capacity The investigation and research show that. Train load ratio and passenger satisfaction is directly related with the rate of more than 0.65 cars, passenger satisfaction decreased significantly. (2) to each section of trains capacity utilization as the foundation, the city rail transit system section, calculation method of the utilization rate of the power transmission capacity and network level. From the average level of transmission capacity utilization, three aspects of equilibrium degree and fluctuation characteristics of temporal and spatial characteristics of the utilization of Beijing city rail transit network transmission capacity. Based on the train passenger capacity divided by rate of passenger comfort evaluation standard; according to the comfort level weighted utilization rate of transmission capacity of the average value and standard deviation corresponding to the division of transportation capacity utilization reasonable range. The results show that the operation mode of single effect, Beijing city rail transit system section and line transmission capacity utilization time Variation and passenger demand characteristics of highly consistent, spatial and temporal differences the utilization rate of transmission capacity of city track traffic system features. Each section of the central area of the city line day delivery capacity utilization rate is higher, about 40-50%, the peripheral area is low, less than 30%, and the peripheral area of diurnal fluctuation. The transmission capacity of transmission line capacity utilization at noon and afternoon peak rate of flat flat peak equilibrium degree is high, and the morning and evening peak periods large imbalance. Moderate and balanced use of the link capacity, high service level, suburban line early high level peak town in the direction of service is low. (3) considering the spatial imbalance of transmission capacity of lines used to pay. Road form, departure frequency, train as decision variables, based on the transmission capacity of transmission line to maximize utilization and minimize the number of on-line car, passenger travel cost minimum as the goal Make the road train plan optimization model; combined with the operation of multi routing group train passenger demand, proposed limited routing forms of passenger waiting times and waiting time, change in the car congestion cost calculation method. According to the characteristics of the model and algorithm for the combination design of linear weighting method and genetic algorithm. With examples. Comparative analysis of single cross road, cross road and cross road linking nested optimal operation scheme of the train operation effect and applicability in different traffic characteristics. Research shows that adopting multi routing operation mode, can effectively enhance the transmission rate and energy equilibrium of space utilization, in line with the common interests of passengers and enterprises of both sides. In the example, compared to the single cross road, cross road and cross road linking nested lines capacity utilization rate were improved by 19.55% and 23.70%, the equilibrium of space increased by 63.74% and 51.92%; the number of on-line car group, vehicle The number of enterprises to enhance the 11.29-19.17% efficiency index; passenger travel cost reduced to 14.58% and 14.63%. lines capacity utilization maximization as the goal, to better match the passenger travel demand, reduce costs, and improve the transmission capacity utilization target weight is conducive to improve the overall operating efficiency. Numerical results show that for the single peak type passenger traffic on the line, remain the biggest passenger flow section position and value, when the peak in passenger demand ratio of more than 30%, suitable for operation of multi routing trains. (4) of road known in the city rail transit line train, fully considering the passenger arrival variable utilization rate of each section of transmission capacity characteristics and line in time the imbalance, established in line transport capacity utilization interval section standard deviation and the set of cross road line car number and to minimize the cost of passenger travel The optimization model of the train scheme of passenger train, the capacity utilization rate calculation method considering the time-varying characteristics of passenger flow. The combination of the design algorithm for solving the linear weighting method and genetic algorithm. Combining with the examples, five grid scheme comparison operation efficiency; analysis of the influence of passenger arrival variation on the line interval section conveying capacity utilization rate of the balance. The study shows that the balance of the sectional transport capacity utilization as the goal, to better adapt to the passenger time-varying characteristics. In the example, compared to the uniform grid scheme, the optimal operation scheme in transmission capacity utilization section time equilibrium optimization 53.95-64.11%, maximum load line rate decreased by 13.31-18.5% compared with; other non - uniform grid scheme, the line transmission capacity to improve the utilization rate of 17.09%, the balance of the section transport capacity increased by 44.09%, line The maximum full load rate decreases, and the 6.85%. model can play the role of "peak shaving and valley filling" for the train carrying capacity in every section of the line, and the more uneven the passengers arrive, the more obvious the optimization effect is.

【學位授予單位】：北京交通大學
【學位級別】：博士
【學位授予年份】：2017
【分類號】：U293.5

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