A Plan for Passenger Train Operation Based on the Dynamic Allocation of Seat Types
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摘要: 为提高铁路部门服务质量和铁路旅客出行体验, 并制定可满足旅客需求多元化的旅客列车开行方案, 考虑坐席动态分配对旅客列车开行方案进行研究。从旅客和铁路运营部门2个角度出发, 分别以旅客动态乘车广义时间最短和铁路收益最大为目标, 以客流守恒、区间通过能力和满足客流需求等为约束建立多目标规划模型。通过Logit模型确定硬座、硬卧、软卧这3类坐席的分担率, 确定列车定员数, 并在求解过程中依据生成的开行方案不断更新3类坐席的分担率以实现3类坐席的动态分配, 直至结果趋于稳定。结合算例采用带精英策略的非支配排序遗传算法(NSGA-Ⅱ)求解, 并进行算例分析, 计算结果表明: 建立考虑坐席类型动态分配的旅客列车开行方案, 在实现旅客对坐席选择的同时, 铁路旅客服务率提高了3.5%, 铁路部门收益增大了1.5%。Abstract: Dynamic seat allocation is considered to formulate a plan for passenger train operation meeting the diversified needs of passengers,thus improving the service quality in the railway departments and the travel experience ofrailway passengers.From passengers and railway operation departments,this paper takes the minimum generalizedtravel time of passenger dynamics and the maximum railway revenue as the objectives and the conservation laws of passenger flow,interval through ability,and passenger flow volume demand as the constraint conditions. Besides,themulti-objective planning model is established. A Logit model is used to obtain the fixed number of passengers and theshare rates in the hard seat , hard berth, and soft berth. In the solving process , the share rates in various seats are constantly updated by the generated operation plan to realize the dynamic allocation of the three categories of seats untilthe results are obtained.'The example is solved using the non-dominated sorting genetic algorithm with elite strategy(NSGA-II) , and then the analysis of the example is carried out. The results show that the establishment of the plan forpassenger train operation considering the dynamic allocation of seat types has increased the passenger-railway servicerate by 3.5% and the railway's revenue by 1.5%,realizing the passenger's choice of seats.
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图 9 模型优化前后所得结果对比
Figure 9. Comparison of the results obtained before and after model optimization
表 1 各区段距离
Table 1. Distance of each section
区段 e1 e2 e3 e4 e5 e6 e7 区间距离/km 125 183 92 214 153 168 130 运行时长/min 一类车 75 105 58 122 91 99 78 二类车 100 141 75 157 121 133 105 
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表 2 模型其他参数
Table 2. Other parameters of the model
参数 分类 数值 车站个数 8 票价率 一型车 0.16 二型车 0.14 车公里消耗/[元/(车•km)][18] 一型车 0.065 二型车 0.06
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表 3 单向OD客流
Table 3. One-way OD passenger flow
人 发 到 S1 S2 S3 S4 S5 S6 S7 S8 S0 0 3 502 3 328 2 010 4 321 3 920 3 826 5 215 S1 0 1 504 2 085 2 906 3 123 2 008 4 031 S2 0 1 102 3 201 3 229 3 112 4 210 S3 0 3 492 2 390 3 305 3 838 S4 0 2 312 3 839 4 520 S5 0 2 059 3 327 S6 0 2 005 S7 0
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表 4 3类列车各因素权重比
Table 4. Weighting ratio of each factor for the three types of trains
列车类型 θ1 θ2 θ3 θ4 短程列车 0.436 0.256 0.190 0.118 中程列车 0.310 0.306 0.232 0.151 长程列车 0.275 0.452 0.091 0.182
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表 5 满意度b
Table 5. Satisfaction factor b
首选坐席 次选坐席 硬座 硬卧 软卧 硬座 2.79 2.12 硬卧 2.45 2.73 软卧 2.15 3.18
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表 7 3类列车不同坐席广义出行成本
Table 7. Generalized travel costs of three types of trains with different seats
列车类型 U1(硬座) U2(硬卧) U3(软卧) 短程列车 0.436 0.256 0.190 中程列车 0.310 0.306 0.232 长程列车 0.275 0.452 0.091
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表 8 3类列车不同坐席分担率
Table 8. Three types of trains with the share rates of different seats
列车类型 P1(硬座) P2(硬卧) P3(软卧) 短程列车 0.46 0.32 0.22 中程列车 0.35 0.3 0, 35 长程列车 0.27 0.35 0.38
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表 9 3类列车车厢分配数
Table 9. Allocation of three types of train carriages
列车类型 硬座 硬卧 软卧 短程列车 8 6 2 中程列车 7 5 4 长程列车 6 6 4
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表 10 旅客列车停站方案及开行频次
Table 10. Passenger train stopping plan and frequency of operation
编号 停站方案 一型车列数 二型车列数 1 1-2-3-4-5-6-7-8 3 7 2 1-2-3-4-5-6 0 2 3 1-2-3-4-6-7-8 0 3 4 1-2-3-4-6-8 3 2 5 1-2-3-5-6-7-8 2 3 6 1-2-3-6-7-8 1 0 7 1-2-4-5-7-8 2 2 8 1-2-5-6-7-8 0 3 9 1-2-5-7-8 2 3 10 1-3-4-7 0 3 11 1-3-5-7 0 2 12 1-4-6-7-8 3 0 13 2-3-4-5-6-8 0 3 14 2-3-8 2 2 15 2-5-6-7-8 1 0 16 3-4-5-7-8 1 0 17 3-4-6-7-8 1 2 18 3-4-6-8 1 0 19 4-5-8 3 0 总计 25 37
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