基于能力利用的高速铁路列车停站方案优化模型
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摘要
随着高速铁路网络体系的建成,我国一些主要高速铁路干线能力逐渐趋于紧张。铁路运行图是通过能力的最终体现形式,运行图结构决定了对通过能力的利用情况。本文通过分析列车运行组单元,推导出列车运行组中两相邻列车运行线出发间隔时间的计算公式;然后以区段内各个车站列车运行线总占用时间最小为目标函数,以列车服务质量和停站率等为约束条件,建立停站方案优化模型,并提出模拟退火算法求解;最后以长沙南至衡阳东区段为例,通过对计算结果分析得出相同列车停站方案连续铺画,不同列车停站方案采用渐远渐停方式铺画,将大大提高列车运行图的能力利用率的结论。研究结论对我国繁忙高速铁路的能力利用优化、列车运行图铺画以及列车运行组织工作提供了一定的参考。
The capacity of some high-speed railway lines in China has become increasingly intense since the completion of the high-speed railway network system. The railway diagram is the ultimate embodiment of such capacity, and the structure of the diagram determines capacity utilization. This study deduced a formula for calculating the departure interval between two adjacent trains in the train operation group by analyzing the train operation group unit. Here, total occupancy times for the train lines at each station were used as the objective function, while train service quality and stop-rate were constraints. This enabled the establishment of an optimization model of the stop plan, and proposing a simulated annealing algorithm. Finally, take Changsha to South of Hengyang as an example. An analysis of the calculation results reveal that the same train stop plan was continuously laid out; a different train stop plan has been painted to indicate a gradual and gradual-stop method, which will greatly increase the available capacity utilization rate shown in the train diagram. These results provide a reference for the optimization of capacity utilization, train diagrams, and the organization of train operations in China.
The capacity of some high-speed railway lines in China has become increasingly intense since the completion of the high-speed railway network system. The railway diagram is the ultimate embodiment of such capacity, and the structure of the diagram determines capacity utilization. This study deduced a formula for calculating the departure interval between two adjacent trains in the train operation group by analyzing the train operation group unit. Here, total occupancy times for the train lines at each station were used as the objective function, while train service quality and stop-rate were constraints. This enabled the establishment of an optimization model of the stop plan, and proposing a simulated annealing algorithm. Finally, take Changsha to South of Hengyang as an example. An analysis of the calculation results reveal that the same train stop plan was continuously laid out; a different train stop plan has been painted to indicate a gradual and gradual-stop method, which will greatly increase the available capacity utilization rate shown in the train diagram. These results provide a reference for the optimization of capacity utilization, train diagrams, and the organization of train operations in China.
引文
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[6]朱家荷,刘新,张巍.城际铁路列车停站对小时通过能力的影响[J].中国铁道科学,2009,30(4):108-112.
[7]王世伟,胡思继.城际铁路旅客列车中间站停站方案研究[J].交通信息与安全,2013,31(3):57-59.
[8]李得伟,韩宝明,李晓娟,等.基于节点服务的高速铁路列车停站方案优化模型[J].铁道学报,2013,35(6):1-5.
[2]CLAESSENS M T,DIJK N M V,ZWANEVELD PJ.Cost optimal allocation of rail passenger lines[J].European Journal of Operational Research,1998,110(3):474-489.
[3]CHANG Y H,YEH C H,SHEN C C.Amultiobjective model for passenger train services planning:application to Taiwan's high-speed rail line[J].Transportation Research Part BMethodological,2000,34(2):91-106.
[4]叶怀珍,杨永兰,王彦.铁路旅客列车开行方案问题的探讨[J].西南交通大学学报,2000,35(3):230-234.
[5]邓连波,史峰,周文梁.旅客列车停站设置方案优化[J].中国铁道科学,2009,30(4):102-107.
[6]朱家荷,刘新,张巍.城际铁路列车停站对小时通过能力的影响[J].中国铁道科学,2009,30(4):108-112.
[7]王世伟,胡思继.城际铁路旅客列车中间站停站方案研究[J].交通信息与安全,2013,31(3):57-59.
[8]李得伟,韩宝明,李晓娟,等.基于节点服务的高速铁路列车停站方案优化模型[J].铁道学报,2013,35(6):1-5.