CN113627971B - Ticket allocation method and device - Google Patents
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Abstract
The invention relates to the technical field of ticket dynamic allocation, in particular to a ticket allocation method and device. The method comprises the following steps: establishing a fare profit control model of the train; determining a reference fare and a reference fare for each level of seats in each on-off section of the train when the fare profit of the train is maximum according to the fare profit control model; determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section; and sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train. The scheme uses the principle of maximizing the income of the ticket prices of the trains and realizes the dynamic adjustment of the ticket prices and the ticket prices of the various on-off sections of the trains according to the passenger flow types of the trains.
Description
Technical Field
The invention relates to the technical field of ticket dynamic allocation, in particular to a ticket allocation method and device.
Background
Currently, train tickets are priced mainly according to government guidelines and sold by a ticket pre-selling mechanism. The ticket pre-selling mechanism refers to distributing certain ticket amount to each station where the train stops in advance. When a passenger purchases a ticket, if the boarding-alighting section to be taken has residual tickets, the passenger supports the purchase; if the ticket for the section on-off which it is desired to ride is sold out, it cannot be purchased. The ticket pre-selling mechanism can meet the ticket purchasing requirement of passengers to a certain extent, but often, more residual ticket is reserved in part of the on-off sections of the train, and one ticket is difficult in part of the on-off sections. Therefore, how to control fare adjustment and dynamic allocation of fare according to the ticket purchasing demands of passengers becomes a problem to be solved.
Disclosure of Invention
In view of the above, the embodiment of the invention provides a ticket amount distribution method and a ticket amount distribution device, which are used for realizing the dynamic adjustment of ticket amounts and ticket amounts of various on-off sections of a train according to the passenger flow type of the train on the basis of the principle of maximizing the income of the ticket amounts of the train.
In a first aspect, an embodiment of the present invention provides a ticket allocation method, including:
establishing a fare profit control model of the train;
determining a reference fare and a reference fare for each level of seats in each on-off section of the train when the fare profit of the train is maximum according to the fare profit control model;
determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section;
and sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train.
Optionally, building a fare profit control model of the train, including:
establishing a fare profit control model by taking fare and fare of each level seat in each boarding-alighting section as variables and fare profit of the train as output;
limiting factors of the fare profit control model include: the sum of the ticket amount distributed by each on-off section is smaller than or equal to the train's stator; each grade seat in each of the on-off sections assigns a ticket amount less than or equal to a corresponding predicted ticket amount.
Optionally, determining the value of each level seat in each get-on-off section according to the reference fare and the marginal cost of each level seat in each get-on-off section, including:
according to the formulaCalculating marginal benefits of each grade seat in each boarding-alighting section;
wherein R is w,l Representing marginal benefit of seats with grade l in a w section of the train; f (f) w,l A reference fare for the class i seats in the w section of the train; w is W, W is a set of boarding-alighting sections of the train; l is E L, L is a seat grade set of the train; v (V) l,i The marginal cost of any two adjacent station intervals I of the high-speed railway line where the train is located is calculated, wherein I is a set of all two adjacent station intervals on the high-speed railway line where the train is located;indicating that if w passes through the interval i, the value is 1, otherwise, the value is 0;
and determining the value of each grade seat in each get-on-off section according to the marginal benefit of each grade seat in each get-on-off section of the train.
Optionally, the V l,i And determining according to the dual model of the fare profit control model.
Optionally, the method further comprises: according to the sum C of the number m of stops and the continuous ticket 1 Determining the passenger flow type of the train;
wherein, the continuation ticket f of the kth station where the train stops k ＝min(f 1,k ,f k,m )，f 1,k Representing a ticket amount from an originating station to a kth station of the train for getting off, f k,m Representing ticket amount from the kth station to the terminal station of the train, wherein k takes the value of [2, m-1 ]]；
Optionally, according to the sum C of the number m of stops and the continuous ticket amount of the train 1 Determining the passenger flow type of the train comprises the following steps:
if said m is less than or equal to a first threshold value, C 1 if/F is greater than or equal to a second threshold, the passenger flow type of the train is a first type;
if said m is greater than said first threshold, C 1 if/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold, C 1 if/F is greater than or equal to the second threshold, the passenger flow type of the train is a third type;
and F is a stator of the train.
Optionally, sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train, including:
if the passenger flow type of the train is the first type, the high-value boarding-alighting section occupies the low-value boarding-alighting section with reference ticket value;
if the passenger flow type of the train is the second type, dividing each boarding-alighting section of the train into a plurality of groups, wherein the groups with high value occupy the reference ticket amount of the groups with low value, and each group comprises each boarding-alighting section which occupies the reference ticket amount allocated respectively;
if the passenger flow type of the train is the third type, for the boarding-alighting section with the boarding station as the starting station and the alighting station as the terminal station, the boarding-alighting section with high value occupies the reference ticket amount of the boarding-alighting section with low value; the other get-on-off sections of the train are grouped, and the high value group occupies the reference ticket value of the low value group, and each group contains the respective get-on-off section occupying the respective allocated reference ticket value.
In a second aspect, an embodiment of the present invention provides a ticket distribution apparatus, including:
the model building module is used for building a fare profit control model of the train;
the calculation module is used for determining the reference fare and the reference fare of each level seat in each boarding-alighting section of the train when the fare profit of the train is maximum according to the fare profit control model;
the value determining module is used for determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section;
and the ticket amount control module is used for sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train.
In a third aspect, an embodiment of the present invention provides a ticket allocation apparatus, including:
at least one processor; and at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of the first aspect or any of the possible embodiments of the first aspect.
In a fourth aspect, embodiments of the present invention provide a non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the method of the first aspect or any of the possible embodiments of the first aspect.
According to the embodiment of the invention, the ticket price and the ticket price of each on-off section of the train are dynamically adjusted according to the passenger flow type of the train by taking the train ticket price profit maximization as a principle, so that the profit maximization of a multi-level ticket price mechanism can be realized based on passenger demand and ticket price floating.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the present invention, and other drawings can be obtained according to these drawings without inventive effort for a person skilled in the art.
FIG. 1 is a flow chart of a ticket distribution method according to an embodiment of the present invention;
FIG. 2 is a schematic illustration of a seat value ordering provided by an embodiment of the present invention;
fig. 3 is a schematic structural diagram of a ticket distributing apparatus according to an embodiment of the present invention;
fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention.
Detailed Description
For the purpose of making the objects, technical solutions and advantages of the embodiments of the present invention more apparent, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention, and it is apparent that the described embodiments are some embodiments of the present invention, but not all embodiments of the present invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
Fig. 1 is a flowchart of a ticket allocation method according to an embodiment of the present invention. As shown in fig. 1, the processing steps of the method include:
101, establishing a fare profit control model of the train. Optionally, in the embodiment of the invention, the fare and the fare of each level seat in each on-off section of the train are used as variables, and the fare profit of the train is used as output, so that the fare profit control model is established. In some embodiments, the train g has a total of m stops from which passengers can get on at station 1, station 2, … …, or station m-1, and get off at station 2, station 3, … …, or station m. In the embodiment of the invention, any one o-d of the train g is symmetrically divided into an upper train section and a lower train section, wherein o represents an upper train station and d represents a lower train station. Further, for a train g, it can support multiple levels of seats. The fare and the ticket amount of seats of different grades may be different for the same od.
Based on the fare profit control model, the output fare profit can be maximized by adjusting the fare and the fare of different classes of seats in different boarding-alighting sections. In the embodiment of the invention, when the fare profit output by the fare profit control model is maximum, the fare allocated by each level seat in each get-on-off section is called as reference fare, and the fare corresponding to each level seat in each get-on-off section is called as reference fare.
In the process of adjusting the ticket amount and the ticket price of each level seat in each on-off section of the train so as to maximize the ticket price benefit, the ticket price benefit control model needs to satisfy certain limiting factors. Alternatively, the limiting factor may be, for example: the train has certain stop limits, thus requiring that the sum of the ticket amounts assigned by each on-off section of the train be less than or equal to the stop of the train. Further, based on the predictive model, a predicted ticket amount for the passenger for each class seat in each on-off section of the train may be predicted. Each grade seat in each get-on-off section of the train is therefore required to assign a ticket that is less than or equal to the corresponding predicted ticket.
102, determining each train to be on when the fare profit of the train is maximum according to the fare profit control modelReference fare and reference fare for each class seat in the car-off section. For example, when the fare profit of the train is maximum, in the w-th section of the train, the reference fare of the seat of class l is f w,l . Wherein W is W, W is the set of get-on-off sections of the train. L epsilon L is the seat class set of the train.
103, determining the value of each grade seat in each get-on-off section of the train according to the reference fare and marginal cost of each grade seat in each get-on-off section of the train. Optionally, each grade seat of each on-off section of the train has a marginal cost. According to the embodiment of the invention, the marginal benefit of each level seat in each getting-on-off section of the train can be determined according to the reference fare and the marginal cost of each level seat in each getting-on-off section of the train. And then, determining the value of each grade seat in each get-on-off section of the train according to the marginal benefit of each grade seat in each get-on-off section. In some embodiments, the value of each grade seat in each get-on-off section and the marginal benefit of the corresponding grade seat in the corresponding section are in positive correlation, i.e. the higher the marginal benefit of a grade seat in a get-on-off section, the greater its corresponding value.
104, sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train.
In the embodiment of the invention, the passenger flow type of the train can be determined according to the number of the stops of the train and the passenger flow distribution state. Alternatively, the passenger flow distribution state of the train may be determined according to the predicted passenger flow volume. The method of determining the type of train passenger flow will be described in detail below.
In some embodiments, f i,j For the passenger flow pre-measurement from the i-th station to the j-th station of the train, i takes the value of [1, m-1]J has a value of [2, m]M is the number of stops of the train, and F is the stator of the train.
Wherein, get on the train from the starting station to get off the train at the terminal stationIs a passenger flow pre-measurement C 0 ＝f 1,m 。
Continuous ticket f of kth station of train k ＝min(f 1,k ,f k,m )，f 1,k Representing a ticket amount from an originating station to a kth station of the train for getting off, f k,m Representing ticket amount from the kth station to the terminal station of the train, wherein k takes the value of [2, m-1 ]]. Optionally, f 1,k And f k,m May be determined based on the passenger flow predictions of the corresponding stations.
Optionally, the sum C of the successive ticket amounts of each stop of the train 1 The calculation mode of (a) is as follows:
in some embodiments, the sum of successive ticket amounts C for each stop of the train 1 The ratio to train stator F is:
f 1 ＝C 1 /F。
in some embodiments, the sum C of the successive ticket amounts of each stop of the train and the stop number m of the train can be used 1 And determining the passenger flow type of the train. Specifically, according to the number m of the stops of the train and f 1 ＝C 1 And F, determining the passenger flow type of the train.
Alternatively, if the number of stops m of the train is less than or equal to the first threshold value, f 1 And if the passenger flow type of the train is greater than or equal to the second threshold value, the passenger flow type of the train is the first type. If the number of stops m of the train is greater than a first threshold value, f 1 And if the passenger flow type of the train is smaller than the second threshold value, the passenger flow type of the train is the second type. If the number of stops m of the train is greater than a first threshold value, f 1 And if the passenger flow type of the train is greater than or equal to the second threshold value, the passenger flow type of the train is the third type.
In a specific example, the first threshold may be 5, and the second threshold may be 0.5. That is, if the number of stops m of the train is less than or equal to 5, f 1 And 0.5 or more, the passenger flow type of the train is the first type. If the train is parkedThe number of stations m is greater than 5, f 1 Less than 0.5, the passenger flow type of the train is the second type. If the number m of the stations of the train is greater than 5, f 1 And 0.5 or more, the passenger flow type of the train is the third type. The first type can be a form of a few-station continuous flow strong train; the second type may be an intermediate mass transit train pattern; the third type may be a multi-station continuous strong train configuration. In the actual running scene of the train, the first type corresponds to the large-station stop train, the second type corresponds to the staggered stop train, and the third type corresponds to the station stop train. The large-station stop train is a train stopped at a station with a large passenger flow or special requirements for selecting all or part of the high-speed railway along the way, and the number of the stops is small. The staggered stop trains not only stop along the large station, but also select partial small station to stop at the same time, so that the method is an organic combination of the large station stop and the station stop mode, and is a main mode of a railway passenger train stop scheme. Station stop trains refer to stopping at each station in an operation section, and the accessibility of passenger flows among all stations is realized.
In the embodiment of the invention, the trains are classified based on the number of the stops and the passenger flow form, so that the ticket prices and the ticket amounts of the trains can be dynamically allocated according to the passenger flow types of the trains.
Consider a high-speed railway q= (N, I), where N: = {1,2, … … N } represents a set of all stations on the high-speed railway Q, n∈n represents an arbitrary station, n=1 represents a start station, and n=n represents an end station. I is a set of two adjacent station intervals, and I epsilon I represents any two adjacent station intervals.
G represents the set of all trains on the high-speed railway Q, and G epsilon G represents any train.
W g : = { (o, d): o epsilon N\N, d epsilon N\1, o < d } represents the set of on-off sections (OD) of the train g, o represents the on station, d represents the off station, W epsilon W g Representing any one of the on-off sections of the train g.
Any section w of the train g simultaneously provides multiple levels of seats to meet different passenger demands, L g Represents a set of all seat levels provided by the train g, L e L g Representing a level of seating.
Based on the above description, the fare profit control model OM of the train g established in the embodiment of the present invention may be:
wherein,the fare of the w-class seats in the train g is shown.
The ticket amount of the class w-class i seats in the train g is shown.
The demand forecast for a w-section-l class seat in a train g is shown.
Indicating the seating capacity of the level i seats of the train g in section i.
Representing the correspondence of the w section of the train g and the station section resource i, < >>When (when)When the section w of the train g passes through the station section i; when->When the train g w section does not pass through the station section i.
Further, due to the strict requirements on the weight of the train during high-speed running, the train can automatically early warn and brake emergently once overweight occurs. Thus, when allocating ticket amounts, the number of passengers is limited from exceeding the train's staff in each section of travel, i.e. the requirement:
in the train g, the ticket amount allocated to the w-section/l-class seatShould not exceed the desired pre-measure +.>Thus, the following requirements are made:
the dual model DM of the fare profit control model OM is:
wherein,is a decision variable for the dual problem, +.>The marginal cost of any two adjacent station intervals i of the high-speed rail where the train g is located.
The fare profit control model OM and the dual model DM are linear programs and can be directly solved. When the model OM is solved, the fare and the fare of each level seat in each on-off section of the train g can be obtained when the fare income is maximum. For convenience of description, when the fare profit is maximized in the embodiment of the present invention, the fare and the fare of each level seat in each get-on-off section are referred to as a reference fare and a reference fare. In this case, the ticket amounts allocated to the respective levels in the respective sections are independent of each other. For example, a train g includes 1,2, 3, and 4 stops, then its get on-off section may include: 1-2,1-3,1-4,2-3,2-4,3-4. Wherein, the section 1-2 refers to the starting station getting on and the second station getting off. It is assumed that each get-on-off section includes three seat levels, an equal seat and a business seat. The allocated ticket amount and the corresponding ticket amount for each level of seats in the 6 sections when the fare profit is maximum can be determined based on the fare profit control model OM. An equal seat in the section 1-2 distributes a1 ticket, an equal seat distributes b1 ticket, and a business seat distributes c1 ticket; an equal seat in the section 2-3 distributes a2 tickets, an equal seat distributes b2 tickets and a business seat distributes c2 tickets; an equal seat in the 1-3 sections allocates a3 tickets, an equal seat allocates b3 tickets, a business seat allocates c3 tickets, and the other sections are not exemplified one by one.
In order to reduce or even avoid the situation that partial section votes are surplus and partial section votes are tense, the embodiment of the invention dynamically adjusts each section votes on the basis of the calculated reference votes. Comprising the following steps:
first, marginal profits for each grade seat in each get-on-off zone are calculated. In the train g, the marginal benefits of the w section-l grade seats are as follows:
in the method, in the process of the invention,by solving DM acquisition,>when the income is maximum for the train fare, the section w is the seat fare of the class l. According to the marginal benefit of each level seat of each section, the value of each level seat of each section can be determined>Wherein (1)>And->In positive correlation, < >>The larger the corresponding +.>The larger.
The value of each grade seat of each get-on-off section may then be ranked. The high-value boarding-alighting section can occupy the ticket amount of the low-value boarding-alighting section.
As shown in fig. 2, whenWhen (I)>Thus, when->In the time-course of which the first and second contact surfaces,can occupy->Is a ticket amount of (2). Alternatively, in the embodiment of the present invention, ticket sharing may be performed between identical seat levels in different sections.
Optionally, in the embodiment of the invention, the reference ticket amount of the same grade seat in different boarding-alighting sections of the train is shared according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train. Specific:
(1) If the passenger flow type of the train is a form of a train with strong continuous flow and few stations, the ticket share is carried out by adopting a station-station nesting mode with the minimum granularity. Alternatively, seat products of various grades can be used for various sections of the train<w,l>According to the valueAnd sequencing. According to the sequencing result, the high-value get-on-off section can occupy the reference ticket amount of the same-level seats of the low-value get-on-off section. For example, in the above example, the value of the 1-3 segment, etc. is greater than the value of the 1-2 segment, 2-3 segment, etc. After the second-class ticket amount allocated by the 1-3 section is sold out, the second-class ticket amount allocated by the 1-2 section and the 2-3 section can be adjusted to the second-class ticket amount of the 1-3 section.
(2) If the passenger flow type of the train is the middle large passenger flow train form, a split-stack nesting mode can be adopted. Specifically, according to different boarding stations, each boarding-alighting section of the train is divided into a plurality of groups, and each group of products<w,l>Value of (1)
For each group value sumAnd sorting, namely sorting according to the sorting result, wherein the groups with high values occupy the reference ticket amount of the groups with low values. For each group, the products within the group<w,l>Set to the same value, i.e. products in the group<w,l>Each level of each section occupies a respective assigned reference ticket.
(3) If the passenger flow type of the train is a multi-station continuous strong train form, the upper station is a starting station and the lower station is a product of a terminal station<w,l>According toNesting is performed in the manner described in (1). For other section products<w,l>And (2) adopting a pile-by-pile nesting mode, namely grouping other on-off sections of the train, wherein the high-value groups occupy low-value groups of reference ticket values, and each group comprises the on-off sections which occupy the allocated reference ticket values.
Corresponding to the ticket distribution method, the embodiment of the invention also provides a ticket distribution device. Those skilled in the art will appreciate that these ticket dispensing means may be constructed using commercially available hardware components configured by the steps taught by the present solution.
As shown in fig. 3, the apparatus includes: a model building module 310, configured to build a fare profit control model of the train; a calculation module 320, configured to determine a reference fare and a reference fare for each class seat in each get-on-off section of the train when the fare profit of the train is maximum according to the fare profit control model; a value determining module 330 for determining the value of each level seat in each get-on-off section according to the reference fare and marginal cost of each level seat in each get-on-off section; the ticket amount control module 340 is configured to share reference ticket amounts of the same level seats in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same level seats in different boarding-alighting sections of the train.
Optionally, the apparatus further includes: a classification module for classifying the sum C of the number m of stops and the continuous ticket amount of the train 1 Determining the passenger flow type of the train;
wherein, the continuation ticket f of the kth station where the train stops k ＝min(f 1,k ,f k,m )，f 1,k Representing a ticket amount from an originating station to a kth station of the train for getting off, f k,m Representing ticket amount from the kth station to the terminal station of the train, wherein k takes the value of [2, m-1 ]]；
Optionally, the classification module is specifically configured to:
if said m is less than or equal to a first threshold value, C 1 if/F is greater than or equal to a second threshold, the passenger flow type of the train is a first type;
if said m is greater than said first threshold, C 1 if/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold, C 1 if/F is greater than or equal to the second threshold, the passenger flow type of the train is a third type;
and F is a stator of the train.
Optionally, the ticket amount control module is specifically configured to:
if the passenger flow type of the train is the first type, the high-value boarding-alighting section occupies the low-value boarding-alighting section with reference ticket value;
if the passenger flow type of the train is the second type, dividing each boarding-alighting section of the train into a plurality of groups, wherein the groups with high value occupy the reference ticket amount of the groups with low value, and each group comprises each boarding-alighting section which occupies the reference ticket amount allocated respectively;
if the passenger flow type of the train is the third type, for the boarding-alighting section with the boarding station as the starting station and the alighting station as the terminal station, the boarding-alighting section with high value occupies the reference ticket amount of the boarding-alighting section with low value; the other get-on-off sections of the train are grouped, and the high value group occupies the reference ticket value of the low value group, and each group contains the respective get-on-off section occupying the respective allocated reference ticket value.
The ticket dispensing apparatus of the embodiments of the present application may perform the method of the embodiments shown in fig. 1-2. For parts of the embodiment not described in detail, reference may be made to the relevant description of the embodiment shown in fig. 1-2. The implementation process and the technical effect of this technical solution are described in the embodiments shown in fig. 1-2, and are not described herein.
Fig. 4 is a schematic structural diagram of an electronic device according to an embodiment of the present invention. The electronic device shown in fig. 4 is only one example and should not be construed as limiting the functionality and scope of use of the embodiments herein. As shown in fig. 4, the electronic device is in the form of a general purpose computing device. Components of an electronic device may include, but are not limited to: one or more processors 410, a communication interface 420, a memory 430, and a communication bus 440 that connects the various system components (including the memory 430, the communication interface 420, and the processor 410).
The communication bus 440 represents one or more of any of several types of bus structures, including a memory bus or memory controller, a peripheral bus, an accelerated graphics port, a processor, or a local bus using any of a variety of bus architectures. By way of example, and not limitation, such architectures include industry Standard architecture (Industry Standard Architecture; hereinafter ISA) bus, micro channel architecture (Micro Channel Architecture; hereinafter MAC) bus, enhanced ISA bus, video electronics standards Association (Video Electronics Standards Association; hereinafter VESA) local bus, and peripheral component interconnect (Peripheral Component Interconnection; hereinafter PCI) bus.
Electronic devices typically include a variety of computer system readable media. Such media can be any available media that can be accessed by the electronic device and includes both volatile and nonvolatile media, removable and non-removable media.
Memory 430 may include computer system readable media in the form of volatile memory, such as random access memory (Random Access Memory; hereinafter: RAM) and/or cache memory. The electronic device may further include other removable/non-removable, volatile/nonvolatile computer system storage media. Memory 430 may include at least one program product having a set (e.g., at least one) of program modules configured to carry out the functions and/or methods of the embodiments of the present description.
A program/utility having a set (at least one) of program modules may be stored in the memory 430, such program modules including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each or some combination of which may include an implementation of a network environment. Program modules typically carry out the functions and/or methods of the embodiments described herein.
The processor 410 executes programs stored in the memory 430 to perform various functional applications and data processing, such as implementing the methods provided by the embodiments shown in fig. 1-2 of the present specification.
The present description embodiments provide a non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the methods provided by the embodiments of fig. 1-2 of the present description.
The non-transitory computer readable storage media described above may employ any combination of one or more computer readable media. The computer readable medium may be a computer readable signal medium or a computer readable storage medium. The computer readable storage medium can be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or a combination of any of the foregoing. More specific examples (a non-exhaustive list) of the computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a Read-Only Memory (ROM), an erasable programmable Read-Only Memory (Erasable Programmable Read Only Memory; EPROM) or flash Memory, an optical fiber, a portable compact disc Read-Only Memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In this document, a computer readable storage medium may be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device.
The computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, either in baseband or as part of a carrier wave. Such a propagated data signal may take any of a variety of forms, including, but not limited to, electro-magnetic, optical, or any suitable combination of the foregoing. A computer readable signal medium may also be any computer readable medium that is not a computer readable storage medium and that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device. Program code embodied on a computer readable medium may be transmitted using any appropriate medium, including but not limited to wireless, wireline, optical fiber cable, RF, etc., or any suitable combination of the foregoing.
The foregoing describes specific embodiments of the present disclosure. Other embodiments are within the scope of the following claims. In some cases, the actions or steps recited in the claims can be performed in a different order than in the embodiments and still achieve desirable results. In addition, the processes depicted in the accompanying figures do not necessarily require the particular order shown, or sequential order, to achieve desirable results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.
In the description of the present specification, a description referring to terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., means that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present specification. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present specification, the meaning of "plurality" means at least two, for example, two, three, etc., unless explicitly defined otherwise.
Any process or method descriptions in flow charts or otherwise described herein may be understood as representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps of the process, and additional implementations are included within the scope of the preferred embodiment of the present specification in which functions may be executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those reasonably skilled in the art of the embodiments of the present specification.
Depending on the context, the word "if" as used herein may be interpreted as "at … …" or "at … …" or "in response to a determination" or "in response to detection". Similarly, the phrase "if determined" or "if detected (stated condition or event)" may be interpreted as "when determined" or "in response to determination" or "when detected (stated condition or event)" or "in response to detection (stated condition or event), depending on the context.
In the several embodiments provided in this specification, it should be understood that the disclosed systems, apparatuses, and methods may be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative, e.g., the division of the elements is merely a logical function division, and there may be additional divisions when actually implemented, e.g., multiple elements or components may be combined or integrated into another system, or some features may be omitted or not performed. Alternatively, the coupling or direct coupling or communication connection shown or discussed with each other may be an indirect coupling or communication connection via some interfaces, devices or units, which may be in electrical, mechanical or other form.
In addition, each functional unit in each embodiment of the present specification may be integrated in one processing unit, or each unit may exist alone physically, or two or more units may be integrated in one unit. The integrated units may be implemented in hardware or in hardware plus software functional units.
The foregoing description of the preferred embodiments is provided for the purpose of illustration only, and is not intended to limit the scope of the disclosure, since any modifications, equivalents, improvements, etc. that fall within the spirit and principles of the disclosure are intended to be included within the scope of the disclosure.
Claims (6)
1. A ticket allocation method, comprising:
establishing a fare profit control model of the train;
determining a reference fare and a reference fare for each level of seats in each on-off section of the train when the fare profit of the train is maximum according to the fare profit control model;
determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section;
sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train;
determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section, comprising:
according to the formulaCalculating marginal benefits of each grade seat in each boarding-alighting section;
wherein R is w,l Representing marginal benefit of seats with grade l in a w section of the train; f (f) w,l A reference fare for the class i seats in the w section of the train; w is W, W is a set of boarding-alighting sections of the train; l is E L, L is a seat grade set of the train; v (V) l,i The marginal cost of any two adjacent station intervals I of the high-speed railway line where the train is located is calculated, wherein I is a set of all two adjacent station intervals on the high-speed railway line where the train is located;indicating that if w passes through the interval i, the value is 1, otherwise, the value is 0;
determining the value of each grade seat in each get-on-off section of the train according to the marginal benefit of each grade seat in each get-on-off section;
the method further comprises the steps of:
according to the trainSum of number m and successive ticket amount C 1 Determining the passenger flow type of the train;
wherein, the continuation ticket f of the kth station where the train stops k ＝min(f 1,k ,f k,m )，f 1,k Representing a ticket amount from an originating station to a kth station of the train for getting off, f k,m Representing ticket amount from the kth station to the terminal station of the train, wherein k takes the value of [2, m-1 ]]；
According to the sum C of the number m of stops and the continuous ticket 1 Determining the passenger flow type of the train comprises the following steps:
if said m is less than or equal to a first threshold value, C 1 if/F is greater than or equal to a second threshold, the passenger flow type of the train is a first type;
if said m is greater than said first threshold, C 1 if/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold, C 1 if/F is greater than or equal to the second threshold, the passenger flow type of the train is a third type;
f is a stator of the train;
sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train, comprising:
if the passenger flow type of the train is the first type, the high-value boarding-alighting section occupies the low-value boarding-alighting section with reference ticket value;
if the passenger flow type of the train is the second type, dividing each boarding-alighting section of the train into a plurality of groups, wherein the groups with high value occupy the reference ticket amount of the groups with low value, and each group comprises each boarding-alighting section which occupies the reference ticket amount allocated respectively;
if the passenger flow type of the train is the third type, for the boarding-alighting section with the boarding station as the starting station and the alighting station as the terminal station, the boarding-alighting section with high value occupies the reference ticket amount of the boarding-alighting section with low value; the other get-on-off sections of the train are grouped, and the high value group occupies the reference ticket value of the low value group, and each group contains the respective get-on-off section occupying the respective allocated reference ticket value.
2. The method of claim 1, wherein building a fare profit control model of the train comprises:
establishing a fare profit control model by taking fare and fare of each level seat in each boarding-alighting section as variables and fare profit of the train as output;
limiting factors of the fare profit control model include: the sum of the ticket amount distributed by each on-off section is smaller than or equal to the train's stator; each grade seat in each of the on-off sections assigns a ticket amount less than or equal to a corresponding predicted ticket amount.
3. The method of claim 1, wherein the V l,i And determining according to the dual model of the fare profit control model.
4. A ticket dispensing apparatus comprising:
the model building module is used for building a fare profit control model of the train;
the calculation module is used for determining the reference fare and the reference fare of each level seat in each boarding-alighting section of the train when the fare profit of the train is maximum according to the fare profit control model;
the value determining module is used for determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section;
the ticket amount control module is used for sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train;
determining the value of each grade seat in each get-on-off section according to the reference fare and marginal cost of each grade seat in each get-on-off section, comprising:
according to the formulaCalculating marginal benefits of each grade seat in each boarding-alighting section;
wherein R is w,l Representing marginal benefit of seats with grade l in a w section of the train; f (f) w,l A reference fare for the class i seats in the w section of the train; w is W, W is a set of boarding-alighting sections of the train; l is E L, L is a seat grade set of the train; v (V) l,i The marginal cost of any two adjacent station intervals I of the high-speed railway line where the train is located is calculated, wherein I is a set of all two adjacent station intervals on the high-speed railway line where the train is located;indicating that if w passes through the interval i, the value is 1, otherwise, the value is 0;
determining the value of each grade seat in each get-on-off section of the train according to the marginal benefit of each grade seat in each get-on-off section;
further comprises:
according to the sum C of the number m of stops and the continuous ticket 1 Determining the passenger flow type of the train;
wherein, the continuation ticket f of the kth station where the train stops k ＝min(f 1,k ,f k,m )，f 1,k Representing a ticket amount from an originating station to a kth station of the train for getting off, f k,m Indicating the getting-on from the kth station to the getting-off from the terminal station of the trainThe value of k is [2, m-1 ]]；
According to the sum C of the number m of stops and the continuous ticket 1 Determining the passenger flow type of the train comprises the following steps:
if said m is less than or equal to a first threshold value, C 1 if/F is greater than or equal to a second threshold, the passenger flow type of the train is a first type;
if said m is greater than said first threshold, C 1 if/F is smaller than the second threshold value, the passenger flow type of the train is a second type;
if said m is greater than said first threshold, C 1 if/F is greater than or equal to the second threshold, the passenger flow type of the train is a third type;
f is a stator of the train;
sharing the reference ticket amount of the same grade seat in different boarding-alighting sections of the train according to the passenger flow type of the train and the value of the same grade seat in different boarding-alighting sections of the train, comprising:
if the passenger flow type of the train is the first type, the high-value boarding-alighting section occupies the low-value boarding-alighting section with reference ticket value;
if the passenger flow type of the train is the second type, dividing each boarding-alighting section of the train into a plurality of groups, wherein the groups with high value occupy the reference ticket amount of the groups with low value, and each group comprises each boarding-alighting section which occupies the reference ticket amount allocated respectively;
if the passenger flow type of the train is the third type, for the boarding-alighting section with the boarding station as the starting station and the alighting station as the terminal station, the boarding-alighting section with high value occupies the reference ticket amount of the boarding-alighting section with low value; the other get-on-off sections of the train are grouped, and the high value group occupies the reference ticket value of the low value group, and each group contains the respective get-on-off section occupying the respective allocated reference ticket value.
5. A ticket dispensing apparatus comprising:
at least one processor; and
at least one memory communicatively coupled to the processor, wherein:
the memory stores program instructions executable by the processor, the processor invoking the program instructions to perform the method of any of claims 1-3.
6. A non-transitory computer readable storage medium storing computer instructions that cause the computer to perform the method of any one of claims 1 to 3.
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