WO2021068602A1 - 一种多制式多业务轨道交通仿真模拟方法及*** - Google Patents

一种多制式多业务轨道交通仿真模拟方法及*** Download PDF

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WO2021068602A1
WO2021068602A1 PCT/CN2020/104831 CN2020104831W WO2021068602A1 WO 2021068602 A1 WO2021068602 A1 WO 2021068602A1 CN 2020104831 W CN2020104831 W CN 2020104831W WO 2021068602 A1 WO2021068602 A1 WO 2021068602A1
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rail transit
simulation
regional
decision
standard
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PCT/CN2020/104831
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French (fr)
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韦伟
王舟帆
刘岭
张波
石晶
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北京全路通信信号研究设计院集团有限公司
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Priority to EP20874590.1A priority Critical patent/EP4030365A4/en
Publication of WO2021068602A1 publication Critical patent/WO2021068602A1/zh

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    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0639—Performance analysis of employees; Performance analysis of enterprise or organisation operations
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/60—Testing or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F16/00—Information retrieval; Database structures therefor; File system structures therefor
    • G06F16/20—Information retrieval; Database structures therefor; File system structures therefor of structured data, e.g. relational data
    • G06F16/24—Querying
    • G06F16/245—Query processing
    • G06F16/2458—Special types of queries, e.g. statistical queries, fuzzy queries or distributed queries
    • G06F16/2462—Approximate or statistical queries
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F16/00—Information retrieval; Database structures therefor; File system structures therefor
    • G06F16/20—Information retrieval; Database structures therefor; File system structures therefor of structured data, e.g. relational data
    • G06F16/24—Querying
    • G06F16/248—Presentation of query results
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F16/00—Information retrieval; Database structures therefor; File system structures therefor
    • G06F16/20—Information retrieval; Database structures therefor; File system structures therefor of structured data, e.g. relational data
    • G06F16/25—Integrating or interfacing systems involving database management systems
    • G06F16/252—Integrating or interfacing systems involving database management systems between a Database Management System and a front-end application
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/13—Architectural design, e.g. computer-aided architectural design [CAAD] related to design of buildings, bridges, landscapes, production plants or roads
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/15—Vehicle, aircraft or watercraft design
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/10—Geometric CAD
    • G06F30/18—Network design, e.g. design based on topological or interconnect aspects of utility systems, piping, heating ventilation air conditioning [HVAC] or cabling
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F30/00—Computer-aided design [CAD]
    • G06F30/20—Design optimisation, verification or simulation
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0637—Strategic management or analysis, e.g. setting a goal or target of an organisation; Planning actions based on goals; Analysis or evaluation of effectiveness of goals
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q50/00—Information and communication technology [ICT] specially adapted for implementation of business processes of specific business sectors, e.g. utilities or tourism
    • G06Q50/40—Business processes related to the transportation industry
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/10—Numerical modelling

Definitions

  • the present disclosure belongs to the technical field of rail transit, and specifically relates to a multi-standard multi-service rail transit simulation simulation method and system.
  • Rail transit is an important mode of transportation in my country. Together with roads, shipping, and water transportation, it has built a national comprehensive transportation system and is the "backbone” and "blood” of the national transportation network. With the rapid development of China's economy and the acceleration of the process of urban agglomerations, my country's rail transit has ushered in great development. At present, my country's high-speed railway has formed a "four vertical and four horizontal" rail network, and the "eight vertical and eight horizontal" high-speed rail network will be built in the future; more than 30 cities in China have built an urban rail transit network of more than 5000 km; intercity railways and municipal railways are also developing rapidly, and rail transit construction is showing a trend of multi-standard and networked development.
  • the rail transit industry often uses simulation in the research process to verify the functions of the transportation system and evaluate various indicators of transportation.
  • the construction of this kind of transportation simulation system is a single standard, such as a high-speed rail network or a subway network; the system verification evaluation is mainly for a single professional and single business.
  • the simulation evaluation of single-mode rail transit The role of the system is increasingly restricted.
  • the existing simulation system research, analysis and evaluation usually only supports a single profession or business, such as signal control, communication, transportation scheduling, etc. It lacks full consideration of the correlation between different professions or businesses, and it is difficult to influence the regional track under the comprehensive influence of multiple services. Simulation evaluation of transportation efficiency;
  • the present disclosure provides a multi-standard multi-service rail transit simulation simulation method, the method includes the step of evaluating the operation index of the system;
  • the step of evaluating the operation index of the system includes: evaluating the operation index of the system according to the state change information and the collected data of the system.
  • the method further includes the following steps:
  • the step of collecting operating data is to collect the operating status during the simulation process of rail transit operation in real time through the integrated data collection and monitoring interface;
  • the operating status includes: macroscopic and microscopic status data of train flow and passenger flow, and train flow , Real-time status data of equipment and resources of professional facilities, machinery, engineering, electricity, and vehicles;
  • the step of collecting the collected operating data to obtain the collected data is to integrate the macro- and micro-status data of train flow and passenger flow, train, machine, engineering, electricity, and vehicle professional facilities on the integrated data collection and monitoring interface.
  • the real-time status data of equipment and resources are collected and used as the basis for the generation of multi-service decision-making schemes and the statistical evaluation of indicators in the multi-standard regional rail transit system;
  • the step of supporting the decision-making plan generation includes: the integrated data collection and monitoring interface provides the collected data to the multi-standard and multi-service integrated database to support the decision-making plan generation;
  • the step of generating the decision-making plan is that the decision-making module adjusts the coordinated transportation, safety assurance and information service decision-making plan in a timely manner according to the operating state of the system;
  • the steps of implementing the decision plan include: the decision plan realization control interface receives the decision plan generated by the decision module, converts it into a response control command, and outputs it to the multi-standard rail transit system simulation kernel, which affects the state of the traffic flow in the regional rail transit system Harmony behavior, passenger flow status behavior, and the status and functional behavior of facilities and equipment, so as to complete the implementation of the decision-making plan;
  • the state and behavior of traffic flow, the state and behavior of passenger flow, and the state and functional behavior of facilities and equipment in the regional rail transit system change, the operating situation of the regional rail transit system changes, and the system collects state change information;
  • the status change information of the system will be updated synchronously to the integrated data collection and monitoring interface.
  • the steps of evaluating the operation indicators of the system include emergency response and operation and maintenance efficiency, operation safety accident rate due to technical reasons, availability of regional rail transit system, overall transportation capacity of the regional road network, and cross-modal travel of passengers Steps for analysis and evaluation of important indicators of time and regional rail transit punctuality.
  • the steps of analyzing and evaluating emergency response and operation and maintenance efficiency include the steps of calculating emergency response and operation and maintenance efficiency E_emg and index increase rate Incs(E_emg);
  • the emergency response and operation and maintenance efficiency E_emg is calculated as follows:
  • ⁇ r is the weight value of the r-th type of safety accident or intolerable safety risk
  • R is the number of safety accidents or intolerable safety risks that occur in the regional rail transit system
  • a r is the number of types of safety accidents or intolerable safety risks that occur in the research period
  • ta_normal r,a is the time when the system's type r and a safety accidents or intolerable safety risks occur during the study period, and the safety risk drops below a certain level
  • Ta_hppn r,a is the moment of occurrence of the r-th and a-th security accidents or intolerable security risks in the system during the study period;
  • E_emg0 and E_emg1 are the evaluation values of emergency response and operation and maintenance efficiency obtained through simulation tests before and after the implementation of the key technical methods and corresponding to the same set of faults;
  • the completion of the indicator is evaluated.
  • the calculated value of the improvement rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not reached.
  • the steps to analyze and evaluate the operational safety accident rate due to technical reasons include the steps of calculating the operational safety accident rate F_techaccident and the index decline rate Decs(F_techaccident) due to technical reasons;
  • A_tech is the number of system safety accidents caused by the system’s cross-standard uncoordinated technical issues in collaborative linkage, joint transportation organization and comprehensive safety assurance during the study period;
  • Mile_operation is the multi-standard regional rail transit system during the study period The total operating mileage;
  • T_study is the length of the selected study period;
  • F_techaccident0 and F_techaccident1 are respectively the evaluation values of the operational safety accident rate due to technical reasons before and after the implementation of the key technical methods obtained through simulation.
  • the calculated decline rate obtained by simulation or theoretical calculation is greater than or equal to the expected value, indicating that the research results have the operational safety accident rate due to technical reasons Reduce 50% of the technical capacity, otherwise it means that the target has not been reached.
  • the step of analyzing and evaluating the availability of the regional rail transit system includes the step of calculating the availability R_availability of the regional rail transit system; the calculation of the availability R_availability of the regional rail transit system is shown in the following formula:
  • t_nstateend m is the end time of the m-th normal working period of the regional rail transit system
  • t_nstatestart m is the start time of the m-th normal working period of the regional rail transit system
  • T_operation is the total operating time of the regional rail transit system during the study period
  • M is the number of periods during which the regional rail transit system is in normal operation during the study period
  • the steps to analyze and evaluate the overall transport capacity of the regional road network include the steps of calculating the overall transport capacity of the regional road network C_network and the index increase rate Incs(C_network);
  • S is the total number of stations in the multi-standard regional rail transit network
  • Org s is the number of passenger departures that can be reached between units under the condition that the s-th station in the multi-standard regional rail transit network is restricted by the line capacity Incoming station volume
  • Trs s is the passenger transfer volume per unit time that can be achieved at the s-th station in the multi-standard regional rail transit network under the condition that the line capacity is restricted
  • ⁇ i is the regional rail transit line by the cross-line train The capacity influence coefficient caused by the opening, planned coordination, the convenience of intermediate transfer and comprehensive safety guarantee
  • ⁇ is the average utilization factor of the passenger capacity of the regional rail transit system
  • N i is the passing capacity of line i
  • q i is line i Maximum passenger capacity on a single train
  • C_network0 and C_network1 are the overall transportation capacity of the regional road network before and after the implementation of the key technical methods respectively;
  • the completion of the indicator is evaluated.
  • the calculated value of the improvement rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not reached.
  • the step of analyzing and evaluating the passenger's inter-modal travel time includes the step of calculating the passenger's inter-modal travel time T_travel_c and the index decline rate Decs(T_travel_c);
  • S is the total number of stations in the regional rail transit network
  • v_c od is the total number of cross-mode trips where the departure point is station o and the destination point is station d
  • t_out_c od q is the departure point for station o and the destination point for d
  • tp_in_c od q is the time point when the q-th cross-mode trip with the departure place at station o and the destination at station d enters the starting station
  • tp_in_c od q is the time point when the q-th cross-mode trip with the departure place at station o and the destination at station d enters the starting station
  • T_travel_c0 and T_travel_c1 are the evaluation values of passenger cross-mode travel time obtained before and after the implementation of key technical methods
  • the indicator is evaluated.
  • the calculated value of the decline rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not achieved.
  • the step of analyzing and evaluating the overall transportation capacity of the regional road network includes the step of calculating the punctuality rate of regional rail transit; the calculation of the punctuality rate R_punctuality_arrv of regional rail transit is shown in the following formula:
  • L is the number of operating lines of the multi-standard regional rail transit network
  • K l is the number of trains operating on the first operating line of the regional rail transit system during the study period; among them, cross-line trains are included in the operation where their final station is located Line
  • tt_arrv lk is the actual end time of the first operating line and the k-th train
  • tt_arrv_s lk is the planned end time of the l- th operating line and the k-th train
  • ⁇ _arrv l is the first time of the regional rail transit system. The allowable error of the train on the operating line to the punctual end.
  • the evaluation value of the regional rail transit punctuality rate after the implementation of the key technology method is obtained through the simulation test.
  • the evaluation value of the regional rail transit punctuality rate after the implementation of the key technology method is compared with the expected value of the index.
  • the evaluation value is greater than or equal to the expected value indicating the index Achieved, otherwise it means that the target has not been reached.
  • the present disclosure also provides a multi-standard multi-service rail transit simulation simulation system, the simulation simulation system includes: a technical index statistical evaluation module;
  • the technical index statistical evaluation module is used to evaluate the operation index of the system according to the state change information and the aggregated data of the system.
  • the simulation simulation system further includes: a comprehensive data collection and monitoring interface, a multi-standard multi-service comprehensive database, a decision-making module, a decision-making plan realization control interface, and a multi-standard rail transit system simulation kernel;
  • the integrated data collection and monitoring interface is used to collect operating data and collect the collected operating data
  • the multi-standard and multi-service integrated database is used to support the generation of decision-making schemes based on the collected data
  • the decision module is used to generate a decision plan
  • the multi-standard rail transit system simulation kernel is used to implement decision-making plans; specifically, the multi-standard rail transit system simulation kernel is used to influence the state and behavior of traffic flow, passenger flow state behavior, and the state and functional behavior of facilities and equipment in the regional rail transit system , So as to complete the implementation of the decision-making plan;
  • the decision plan realization control interface is used to receive the decision plan generated by the decision module, transform it into a response control command, and output it to the simulation kernel of the multi-standard rail transit system.
  • simulation simulation system further includes: a simulation engine and a three-dimensional display module;
  • the simulation engine is the underlying support of the overall operating environment of the simulation system, and the simulation engine includes: a simulation system operation control module, an interface interaction module, and basic data;
  • the simulation system operation control module is used for resource scheduling, communication management, rhythm control, and scene introduction;
  • the interface interaction module is used for operation by simulation personnel; the interface interaction module is used for parameter adjustment, event input and system editing;
  • the basic data is used to construct the underlying data of the simulation system;
  • the basic data includes composite network three-dimensional model data, composite network topology data, facility equipment attribute data, evaluation and analysis scenario data, and macro real-time passenger flow demand data;
  • the three-dimensional display module uses the real-time status and behavior of each simulation object in the simulation core of the multi-standard rail transit system as a blueprint to display the operating status of the entire regional transportation system.
  • the technical indicator statistical evaluation module is used to respond to emergency response and operation and maintenance efficiency, operational safety accident rate due to technical reasons, regional rail transit system availability, overall regional road network capacity, passenger cross-mode travel time, regional Analysis and evaluation of important indicators of rail transit punctuality.
  • the present disclosure provides a multi-standard and multi-service rail transit simulation simulation method and system.
  • the system and method of the present disclosure can reduce passenger travel and operating unit costs, improve overall passenger travel satisfaction, quickly promote urbanization, and realize rail transit operations
  • the mode has gradually shifted from single-mode relatively independent operation to multi-mode integrated operation.
  • This disclosure proposes a multi-professional and multi-service collaborative transportation simulation system that integrates multiple rail transit systems, fully considers the mutual influence and restriction between different systems and different disciplines, and improves the accuracy of the simulation evaluation of the multi-standard rail transit system transportation efficiency Sex.
  • the present disclosure has designed a business scheme and a professional flexibly configurable multi-standard rail transit collaborative transportation simulation system, which can flexibly configure the scale and space range of simulation objects, and can flexibly configure simulation scenarios according to actual simulation requirements.
  • the simulation network range standard
  • business decision plan cooperative transportation/safety assurance/information service
  • simulation specialty vehicle/machine/industry/electricity/vehicle
  • the simulation, analysis and evaluation needs of multi-standard rail transit in different regions can be met.
  • Figure 1 shows a multi-standard multi-service rail transit simulation simulation system according to an embodiment of the present disclosure
  • Fig. 2 shows a simulation method according to an embodiment of the present disclosure.
  • the multi-standard and multi-service rail transit simulation simulation system proposed by this application mainly includes a simulation engine, a multi-standard rail transit system simulation core, a decision-making solution implementation control interface, a comprehensive data collection and monitoring interface, a decision-making module, and a multi-standard rail transit system.
  • the simulation engine is the bottom layer support of the overall operating environment of the simulation system, including the simulation system operation control module, interface interaction module and basic data. It is mainly constructed with the help of common simulation software environments of existing transportation systems, such as Vissim, Anylogic, Railsys, etc.
  • the simulation system operation control module mainly performs resource scheduling, communication management, rhythm control and scene introduction, and formulates the overall operation rules of the simulation system;
  • the interface interaction module mainly performs parameter adjustment, event input and system editing for simulation personnel to operate;
  • basic data includes Composite network three-dimensional model data, composite network topology data, facility and equipment attribute data, evaluation and analysis scene data, and macro real-time passenger flow demand data. These basic data construct the underlying data of the simulation system.
  • the multi-standard rail transit system simulation kernel is used to implement decision-making plans; specifically, the multi-standard rail transit system simulation kernel is used to influence the state and behavior of traffic flow, passenger flow state behavior, and the state and functional behavior of facilities and equipment in the regional rail transit system , To complete the implementation of the decision-making plan; the multi-standard rail transit system simulation kernel is mainly used to simulate the operation status of the rail transit system, including the transportation and passenger flow operation evolution simulation module and the facility and equipment state evolution simulation module, both of which are in the simulation process. Kind of mutual influence and mutual restraint.
  • Transportation and passenger flow operation evolution simulation module mainly includes network passenger flow macroscopic situation simulation, hub internal passenger flow simulation, individual micro travel chain simulation, train tracking operation simulation, train operation timetable simulation, train stop and embarkation and landing simulation.
  • the simulation module of facility equipment state evolution mainly includes configurable multi-specialty (car, machine, engineering, electricity, vehicle) system global functional behavior simulation and configurable multi-specialty (car, machine, engineering, electricity, vehicle) facility equipment state evolution (failure) , Restore) simulation.
  • the decision plan realization control interface is used to receive the decision plan generated by the decision module, transform it into a response control command, and output it to the simulation kernel of the multi-standard rail transit system.
  • the control interface of the decision plan needs to design corresponding control interfaces for different business decision modules, including line and facility equipment control interfaces, train operation time control interfaces, train path control interfaces, passenger flow scale and path control interfaces, Station (hub) streamline control interface and micro travel chain control interface.
  • the integrated data collection and monitoring interface is used to collect operating data and collect the collected operating data; specifically, the integrated data collection and monitoring interface can monitor train operation status, facility equipment status, passenger travel chains, and stations (hubs) Passenger flow, etc., can conduct all-round detection and data collection on the operating status of the rail transit simulation system.
  • the decision-making module is used to generate a decision-making plan; specifically, the decision-making module includes a collaborative transportation decision-making module, an online safety guarantee decision-making module, and an intelligent information service module.
  • the decision-making module forms transportation, safety assurance and information service decision-making information through interface perception analysis, and adjusts the relevant operating status of the transportation system.
  • the adjustment information mainly includes train operation schedule, changes in train operation status, transportation organization measures at stations and hubs, changes in the status of facilities and equipment, changes in the status of passenger service facilities and equipment, and changes in passenger routing behavior.
  • the multi-standard and multi-service integrated database is used to support the generation of decision-making schemes based on aggregated data; specifically, the multi-standard and multi-service integrated database forms a multi-standard regional rail transit integrated data foundation by collecting multi-standard and multi-service real-time monitoring data.
  • the multi-standard multi-service integrated database also includes a data sharing module, an information interaction module, a cross-standard collaboration module and a cross-business collaboration module.
  • the data sharing and information interaction mechanism is the basis of multi-standard coordinated transportation decision-making and simulation, and the basic rules for data sharing and information interaction between different systems and different businesses are agreed.
  • the cross-standard coordination mechanism and the cross-service coordination mechanism clarify the mutual influence and restriction relationship between multiple standards and multiple services on passenger flow, train flow, resources, and facilities and equipment from the top level.
  • the statistical evaluation module of technical indicators is used to evaluate the operating indicators of the system based on the status change information and aggregated data of the system; specifically, the statistical evaluation module of technical indicators is based on the collection of real-time monitoring data of multi-standards and multi-services.
  • the statistics and evaluation of the efficiency index of rail transit coordinated transportation evaluates the operation of the regional rail transit system composed of multiple rail transit systems and multiple business fields, which can effectively support the generation and efficiency of regional multi-standard rail transit coordinated transportation decision-making Promote.
  • regional rail transit collaborative transportation efficiency indicators include emergency response and operation and maintenance efficiency, operational safety accident rate due to technical reasons, regional rail transit system availability, overall regional road network capacity, passenger cross-modal travel time, regional rail transit Punctuality.
  • the three-dimensional display module mainly uses the real-time status and behavior of each simulation object in the multi-standard rail transit system simulation kernel as a blueprint to display the operating status of the entire regional transportation system.
  • the three-dimensional display module includes the macroscopic three-dimensional display of the rail transit network, the three-dimensional display of the train operation process, the three-dimensional display of passenger flow/passenger behavior within the station (hub), and the three-dimensional display of the status and behavior of facilities and equipment.
  • the method of simulation mainly includes collecting operating data, collecting the collected operating data, obtaining the collected data, and supporting the generation of decision-making plans based on the collected data, generating decision-making plans, implementing decision-making plans, and evaluating the system. Run indicators for evaluation steps.
  • Collecting operating data is the real-time collection of operating status during the simulation process of rail transit operation through the integrated data collection and monitoring interface, including the macro and micro status data collection of train flow and passenger flow, as well as the majors of train, machine, engineering, electricity, and vehicles. Real-time status data collection of facility equipment and resources.
  • Collecting the collected operating data to obtain the collected data is to integrate the macro and micro status data of train flow and passenger flow, train, machine, engineering, electricity, vehicle and other professional facilities and resources on the integrated data collection and monitoring interface.
  • the real-time status data is collected as the basis for the generation of multi-service decision-making schemes and the statistical evaluation of indicators for the multi-standard regional rail transit system.
  • the step of supporting the decision-making plan generation includes: the integrated data collection and monitoring interface provides the collected data to the multi-standard and multi-service integrated database to support the decision-making plan generation.
  • the decision-making plan is generated by the decision-making module (including the coordinated transportation decision-making module, the online safety assurance decision-making module and the intelligent information service module) according to the system operation status to timely adjust the coordinated transportation, security assurance and information service decision-making plans to ensure that the systems are all professional Able to operate normally.
  • the implementation of the decision-making plan includes: the decision-making plan realization control interface receives the decision-making plan generated by the decision-making module, and converts it into a response control command, and outputs it to the multi-standard rail transit system simulation core, which affects the state and behavior of the traffic flow and passenger flow in the regional rail transit system State behavior and the state and functional behavior of facilities and equipment to complete the implementation of the decision-making plan.
  • the status and behavior of traffic flow, passenger flow status and the status and functional behavior of facilities and equipment in the regional rail transit system change, and the operating situation of the regional rail transit system changes, and the system collects status change information;
  • the status change information will be updated synchronously to the data collection and monitoring interface.
  • the evaluation of the system's operational indicators includes emergency response and operation and maintenance efficiency, operational safety accident rate due to technical reasons, regional rail transit system availability, overall regional road network capacity, passenger cross-modal travel time, regional rail transit Steps to analyze and evaluate important indicators of punctuality.
  • Indicator 1 Emergency response and operation and maintenance efficiency
  • Test objects including key technologies, research content, and system equipment involved in emergency response and operation and maintenance efficiency are included in the simulation scenario for operation, and transportation and emergency response and maintenance simulation tests under risk and fault conditions are carried out in the simulation scenario, and emergency response and maintenance simulation tests are carried out.
  • simulation detection parameters related to operation and maintenance efficiency the parameters and their meanings are shown in the following table.
  • Emergency response and operation and maintenance efficiency can be measured by the number of security incidents or intolerable security risks that the system can handle within a unit time.
  • the emergency response and operation and maintenance efficiency E_emg can be calculated, as shown in the following formula:
  • the emergency response and operation and maintenance efficiency evaluation values E_emg0 and E_emg1 corresponding to the same set of faults before and after the implementation of the key technical methods are obtained through the simulation test, so as to calculate the index increase rate Incs(E_emg).
  • the completion of the indicator is evaluated.
  • the calculated value of the improvement rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not reached.
  • Indicator 2 Operational safety accident rate due to technical reasons
  • the rail transit operation safety accident rate caused by technical reasons can be used per unit time, due to the cross-standard incoordination of technical issues in transportation organization and safety assurance, etc., the number of system safety accidents that occur, on the other hand
  • the rail transit operation safety accident rate due to technical reasons can also be expressed by the number of system safety accidents caused by the unit’s operating mileage, due to cross-standard uncoordinated technical problems in transportation organization and safety assurance, etc.
  • the operational safety accident rate F_techaccident due to technical reasons can be calculated, as shown in the following formula:
  • the calculated decline rate obtained by simulation or theoretical calculation is greater than or equal to the expected value, indicating that the research results have the operational safety accident rate due to technical reasons Reduce 50% of the technical capacity, otherwise it means that the target has not been reached.
  • Indicator 3 Availability of regional rail transit systems
  • the availability of the regional rail transit system can be measured by the availability of the regional rail transit system, and the value is equal to that of the regional rail transit system during the specified operating period during the study time, maintaining normal working status (the overall situation is not invalid and the service level is above the specified standard) The proportion of the specified total operating hours.
  • the regional rail transit system availability R_availability can be calculated, as shown in the following formula:
  • Indicator 4 The overall transportation capacity of the regional road network
  • the overall transportation capacity of the regional road network can be calculated under certain fixed equipment, mobile equipment, transportation organization methods, service levels and passenger flow demand structure, and all stations in the regional rail transit system restricted by line capacity within a certain period of time ( Hour (h), day (d)) can be measured by the total amount of passenger transmission (including the amount of departure inbound and transit); at the same time, it can also be measured by analyzing the passenger transportation capacity of each standard line in the multi-standard composite network , The comprehensive calculation is performed.
  • the overall transportation capacity C_network of the regional road network can be calculated, as shown in the following formula:
  • the completion of the indicator is evaluated.
  • the calculated value of the improvement rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not reached.
  • Indicator 5 Passenger travel time across different modes
  • the cross-mode travel time of passengers is numerically equal to the weighted average of the cross-mode travel time of all OD pairs (combinations of origin and destination) in the regional rail transit system within a certain period of time.
  • the cross-mode travel time between a specific OD pair is the average value of the time spent on all cross-mode travels between the OD pair.
  • the passenger's cross-mode travel time T_travel_c can be calculated, as shown in the following formula:
  • the indicator is evaluated.
  • the calculated value of the decline rate is greater than or equal to the expected value to indicate that the indicator is achieved, otherwise it means that the indicator is not achieved.
  • Indicator 6 Regional rail transit punctuality rate
  • the regional rail transit punctuality rate is generally expressed by the end-to-punctuality rate, which is the ratio of the number of end-to-punctual trains in the regional rail transit network to the actual number of trains running on the network within a certain period of time.
  • the regional rail transit punctuality rate R_punctuality_arrv can be calculated, as shown in the following formula:
  • the evaluation value of the regional rail transit punctuality rate after the implementation of the key technology method is obtained through the simulation test.
  • the evaluation value of the regional rail transit punctuality rate after the implementation of the key technology method is compared with the expected value of the index.
  • the evaluation value is greater than or equal to the expected value indicating the index Achieved, otherwise it means that the target has not been reached.

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Abstract

一种多制式多业务轨道交通仿真模拟方法及***。本***充分考虑不同制式和不同专业之间的相互影响和制约关系，提高多制式轨道交通***运输效能仿真评估的准确性。而且，本***可灵活配置仿真对象规模和空间范围，能够根据实际仿真需求灵活化配置仿真场景。具体地，仿真的网络范围、业务决策方案和仿真专业可灵活配置。在不修改或少量修改的情况下，即可满足不同区域多制式轨道交通的仿真和分析评估需求。此外，本方法克服了单一制式、单一专业效能指标仿真评估方法所存在的片面性，更有效地支撑区域多制式轨道交通协同运输决策生成和效能提升。

Description

一种多制式多业务轨道交通仿真模拟方法及***
本申请要求于2019年10月10日递交的中国专利申请第201910960470.5号的优先权，在此全文引用上述中国专利申请公开的内容以作为本申请的一部分。
技术领域
本公开属于轨道交通技术领域，具体涉及一种多制式多业务轨道交通仿真模拟方法及***。
背景技术
轨道交通是我国重要的运输方式，连同公路、航运、水运等构建了国家综合交通体系，是国家运输网络的“骨干”和“血脉”。随着中国经济快速发展与城市群进程加快，我国轨道交通迎来大发展。目前，我国高速铁路已形成“四纵四横”轨道网络，未来将建成“八纵八横”的高铁干线网络；国内已有30多个城市建设了超过5000km的城市轨道交通线网；城际铁路和市域铁路也在快速发展，轨道交通建设呈多制式和网络化发展趋势。
随着轨道交通逐渐建设成网，各制式轨道交通在区域构成了轨道交通复合网络。区域轨道交通没有严格的定义，通常认为包含三个层次：主要承担城市中心区出行需求的城市轨道交通；主要承担市郊与中心城区的客运需求的市域(郊)轨道交通；主要承担城市与城市之间的客运需求的城际及干线铁路。目前“三网融合”成为区域轨道交通协同发展的重要研究方向。
由于轨道交通复合网络规模较大，难于在室内实现多制式轨道交通复合网络的主要功能及性能评测。目前，轨道交通运输行业在研究过程中经常采用仿真的方式，对运输***的功能进行验证，对运输的 各项指标进行评估。通常，这种运输仿真***的搭建是单制式的，如高铁线网或地铁线网；***验证评估主要针对单专业单业务的。然而，由于高速铁路、城际铁路、城市轨道交通等各种轨道交通制式之间呈现互相影响以及一定的制约关系，在多制式轨道交通不断融合的大背景下，针对单制式轨道交通的仿真评估***的作用越来越受到限制。
既有的轨道交通运输仿真***通常只支持单制式，未充分考虑不同制式的轨道交通***之间在客流、车流、设施设备和其他资源之间的相互影响和制约关系，难以适应多制式轨道交通成网运营条件下的轨道交通运输效能仿真评估；
既有的仿真***研究分析评估通常只支持单一专业或业务，如信号控制、通信、运输调度等，对不同专业或业务之间的关联性缺乏充分考虑，难以对多业务综合影响下的区域轨道交通运输效能进行仿真评估；
在多制式轨道交通不断融合的大背景下，缺乏同时考虑多种轨道交通制式特征及其相互关系的区域轨道交通协同运输效能指标综合仿真评估方法和***。
因此，需要研究开发能够在复杂网络条件下同时支持多种轨道交通制式和多种专业，支撑跨制式协同运输的综合效能指标评估的多制式轨道交通仿真评估***。
发明内容
针对上述问题，本公开提供一种多制式多业务轨道交通仿真模拟方法，所述方法包括对***的运行指标进行评估的步骤；
所述对***的运行指标进行评估的步骤包括：根据***的状态变化信息和汇集数据，对***的运行指标进行评估。
进一步地，在对***的运行指标进行评估的步骤之前，所述方法还包括以下步骤：
采集运行数据；
对采集到的运行数据进行汇集，得到汇集数据；
根据汇集数据，支撑决策方案生成；
生成决策方案；
对生成的决策方案进行实施。
进一步地，所述采集运行数据的步骤是由综合数据采集与监测接口实时采集轨道交通运行仿真过程中的运行状态；所述运行状态包括：列车流和旅客流的宏观态势和微观状态数据及车、机、工、电、辆各专业设施设备和资源的实时状态数据；
所述对采集到的运行数据进行汇集，得到汇集数据的步骤是对综合数据采集与监测接口将列车流和旅客流的宏观态势和微观状态数据、车、机、工、电、辆各专业设施设备和资源的实时状态数据进行汇集，作为多制式区域轨道交通***多业务决策方案生成和指标统计评估的基础；
所述支撑决策方案生成的步骤包括：综合数据采集与监测接口将汇集的数据提供给多制式多业务综合数据库，支撑决策方案生成；
所述生成决策方案的步骤为由决策模块根据***运行状态，及时调整协同运输、安全保障和信息服务决策方案；
所述实施决策方案的步骤包括：决策方案实现控制接口通过接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核，影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施；
所述决策方案实施后，区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为发生变化，区域轨道交 通***的运行态势发生变化，***对状态变化信息进行采集；***的状态变化信息将同步更新到综合数据采集与监测接口。
进一步地，所述对***的运行指标进行评估的步骤包括对应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率重要指标进行分析评估的步骤。
进一步地，对应急响应与运维效率进行分析评估的步骤包括计算应急响应与运维效率E_emg和指标提升率Incs(E_emg)的步骤；
应急响应与运维效率E_emg的计算如下式所示：
Figure PCTCN2020104831-appb-000001
Figure PCTCN2020104831-appb-000002
其中，ξ r为第r类的安全事故或不可容忍安全风险的权重值；R为区域轨道交通***所发生的安全事故或不可容忍安全风险类型数；A r为研究时段内，***所发生的第r类安全事故或不可容忍安全风险的次数；ta_normal r,a为研究时段内，***第r类、第a次安全事故或不可容忍的安全风险发生后，安全风险降低到一定水平以下的时刻；ta_hppn r,a为研究时段内，***第r类、第a次安全事故或不可容忍的安全风险的发生时刻；
指标提升率Incs(E_emg)的计算公式为：
Figure PCTCN2020104831-appb-000003
其中，E_emg0和E_emg1分别为通过仿真测试得到在关键技术方法实施前、后的且对应于相同故障集的应急响应与运维效率评测值；
通过将实际指标提升率与预期的应急响应与运维效率提升水平进行对比，评估指标完成情况，提升率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
对因技术原因导致的运营安全事故率进行分析评估的步骤包括计算因技术原因导致的运营安全事故率F_techaccident和指标下降率Decs(F_techaccident)的步骤；
因技术原因导致的运营安全事故率F_techaccident的计算如下式所示：
Figure PCTCN2020104831-appb-000004
或
Figure PCTCN2020104831-appb-000005
其中，A_tech为研究时段内，***在协同联动、联合运输组织和综合安全保障方面存在跨制式不协调技术问题，所导致的***安全事故发生次数；Mile_operation为研究时段内，多制式区域轨道交通***的总运营里程；T_study为选取的研究时段长度；
指标下降率Decs(F_techaccident)的计算如下式所示：
Figure PCTCN2020104831-appb-000006
其中，F_techaccident0与F_techaccident1分别为通过仿真模拟得到在关键技术方法实施前、后的因技术原因导致的运营安全事故率评测值。
通过将实际指标下降率与预期的指标下降率要求进行对比，评估指标完成情况，仿真模拟或理论计算得到的下降率计算值大于或等于预期值表示研究成果具备因技术原因导致的运营安全事故率降低50％的技术能力，否则表示指标未达成。
进一步地，对区域轨道交通***可用性进行分析评估的步骤包括计算区域轨道交通***可用性R_availability的步骤；区域轨道交通系 统可用性R_availability的计算如下式所示：
Figure PCTCN2020104831-appb-000007
其中，t_nstateend m为区域轨道交通***第m个正常工作时段的结束时刻；t_nstatestart m为区域轨道交通***第m个正常工作时段的开始时刻；T_operation为研究时段内，区域轨道交通***的运营时间总和；M为研究时段内，区域轨道交通***处于正常工作状态的时段数目；
得到在关键技术方法实施后的***可用性评测值，将关键技术方法实施后的***可用性评估值R_availability，与预期值进行对比，评估值大于或等于预期值表示研究成果具备区域轨道交通***可用性达到99.9％的技术能力，否则表示指标未达成。
对区域路网总体运输能力进行分析评估的步骤包括计算区域路网总体运输能力C_network和指标提升率Incs(C_network)的步骤；
区域路网总体运输能力C_network的计算如下式所示：
Figure PCTCN2020104831-appb-000008
或
Figure PCTCN2020104831-appb-000009
其中，S为多制式区域轨道交通路网中的车站总数；Org s为多制式区域轨道交通路网中，第s个车站受线路能力制约的情形下，单位之间内能够达到的旅客始发进站量；Trs s为多制式区域轨道交通路网中，第s个车站受线路能力制约的情形下，单位时间内的能够达到的旅客中转量；β i为区域轨道交通线路由跨线列车开行、计划协同度、中转换乘便捷度以及综合安全保障导致的能力影响系数；α为区域轨道交通***车体载客能力平均使用系数；N i为线路i的通过能力；q i为线路i上单次列车最大载客量；
指标提升率Incs(C_network)的计算公式如下所示：
Figure PCTCN2020104831-appb-000010
其中，C_network0与C_network1分别为得到在关键技术方法实施前、后的区域路网总体运输能力；
通过将指标提升率与预期的区域路网总体运输能力提升水平进行对比，评估指标完成情况，提升率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
进一步地，对旅客跨方式旅行时间进行分析评估的步骤包括计算旅客跨方式旅行时间T_travel_c和指标下降率Decs(T_travel_c)的步骤；
旅客跨方式旅行时间T_travel_c的计算如下式所示：
Figure PCTCN2020104831-appb-000011
Figure PCTCN2020104831-appb-000012
其中，S为区域轨道交通路网中的车站总数；v_c od为出发地为o车站、目的地为d车站的跨方式总出行量；t_out_c od,q为出发地为o车站、目的地为d车站的第q人次跨方式出行到达目的车站的时间点；tp_in_c od,q为出发地为o车站、目的地为d车站的第q人次跨方式出行进入起始车站的时间点；
指标下降率Decs(T_travel_c)的计算如下式所示：
Figure PCTCN2020104831-appb-000013
其中，T_travel_c0与T_travel_c1分别为得到在关键技术方法实施 前、后的旅客跨方式旅行时间评测值；
通过将实际指标下降率与预期的旅客跨方式旅行时间下降水平进行对比，评估指标完成情况，下降率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
对区域路网总体运输能力进行分析评估的步骤包括计算区域轨道交通正点率的步骤；区域轨道交通正点率R_punctuality_arrv的计算如下式所示：
Figure PCTCN2020104831-appb-000014
Figure PCTCN2020104831-appb-000015
其中，L为多制式区域轨道交通路网运营线路条数；K l为研究时段内，区域轨道交通***第l条运营线路开行列车数；其中，跨线列车计入其终到站点所在的运营线路；tt_arrv lk为第l条运营线路、第k列开行列车的实际终到时刻；tt_arrv_s lk为第l条运营线路、第k列开行列车的计划终到时刻；ε_arrv l为区域轨道交通***第l条运营线路列车终到正点的允许误差。
通过仿真测试得到在关键技术方法实施后的区域轨道交通正点率评测值，将关键技术方法实施后的区域轨道交通正点率评估值，与指标预期值进行对比，评估值大于或等于预期值表示指标达成，否则表示指标未达成。
本公开还提供一种多制式多业务轨道交通仿真模拟***，所述仿真模拟***包括：技术指标统计评价模块；
所述技术指标统计评价模块用于根据***的状态变化信息和汇集数据，对***的运行指标进行评估。
进一步地，所述仿真模拟***还包括：综合数据采集与监测接口、多制式多业务综合数据库、决策模块、决策方案实现控制接口、多制式轨道交通***仿真内核；
所述综合数据采集与监测接口，用于采集运行数据，并对采集到的运行数据进行汇集；
所述多制式多业务综合数据库用于根据汇集数据，支撑决策方案生成；
决策模块用于生成决策方案；
所述多制式轨道交通***仿真内核用于实施决策方案；具体地，多制式轨道交通***仿真内核用于影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施；
所述决策方案实现控制接口用于接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核。
进一步地，所述仿真模拟***还包括：仿真引擎、三维展示模块；
所述仿真引擎为仿真***整体运行环境的底层支撑，所述仿真引擎包括：仿真***运行控制模块、界面交互模块和基础数据；
所述仿真***运行控制模块用于进行资源调度、通信管理、节奏控制、场景带入；
所述界面交互模块用于供仿真人员进行操作；所述界面交互模块用于进行参数调整、事件输入和***编辑；
所述基础数据用于构建仿真***底层数据；所述基础数据包括复合网络三维模型数据、复合网络拓扑数据、设施设备属性数据、评价与分析场景数据、宏观实时客流需求数据；
所述三维展示模块以多制式轨道交通***仿真内核中各仿真对 象的实时状态和行为为蓝本，展示整个区域交通***的运行状态。
进一步地，所述技术指标统计评价模块用于对应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率重要指标进行分析评估。
有益效果
本公开提供了一种多制式多业务轨道交通仿真模拟方法及***，本公开的***和方法可以降低旅客出行和运营单位成本，提高旅客出行整体满意度，快速推进城市化建设，实现轨道交通运营模式由单方式相对独立运营逐渐向多方式综合运营的转变。
1.本公开提出一种融合多种轨道交通制式多专业多业务协同运输仿真***，充分考虑不同制式和不同专业之间的相互影响和制约关系，提高多制式轨道交通***运输效能仿真评估的准确性。
2.本公开设计了一种业务方案和专业可灵活配置的多制式轨道交通协同运输仿真***，其可灵活配置仿真对象规模和空间范围，能够根据实际仿真需求灵活化配置仿真场景。具体地，仿真的网络范围(制式)、业务决策方案(协同运输/安全保障/信息服务)和仿真专业(车/机/工/电/辆)可灵活配置。在不修改或少量修改的情况下，即可满足不同区域多制式轨道交通的仿真和分析评估需求。
3.在多制式轨道交通协同运输仿真***的基础上，考虑多种轨道交通制式特征及其相互关系，提出了一种区域轨道交通协同运输效能指标仿真评估方法，克服了单一制式、单一专业效能指标仿真评估方法所存在的片面性，更有效地支撑区域多制式轨道交通协同运输决策生成和效能提升。
附图说明
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。
图1示出了本公开实施例的多制式多业务轨道交通仿真模拟***；
图2示出了本公开实施例的进行仿真模拟的方法。
具体实施方式
为使本公开实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地说明，显然，所描述的实施例是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例，都属于本公开保护的范围。
如图1所示，本申请提出的多制式多业务轨道交通仿真模拟***主要包含仿真引擎、多制式轨道交通***仿真内核、决策方案实现控制接口、综合数据采集与监测接口、决策模块、多制式多业务综合数据库、技术指标统计评价模块和三维展示模块。
仿真引擎是仿真***整体运行环境的底层支撑，包括仿真***运行控制模块，界面交互模块和基础数据，主要借助于现有运输***常见仿真软件环境构建，如Vissim、Anylogic、Railsys等。仿真***运行控制模块主要进行资源调度，通信管理，节奏控制和场景带入，制定仿真***整体运行规则；界面交互模块主要进行参数调整，事件输入和***编辑，供仿真人员进行操作；基础数据包括复合网络三维模型数据、复合网络拓扑数据、设施设备属性数据、评价与分析场景数据和宏观实时客流需求数据，由这些基础数据构建仿真***底层数据。
所述多制式轨道交通***仿真内核用于实施决策方案；具体地，多制式轨道交通***仿真内核用于影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施；多制式轨道交通***仿真内核，主要用来对轨道交通运输***运行状况进行模拟，包括运输与客流运行演化仿真模块和设施设备状态演化仿真模块，二者在仿真过程各种相互影响、相互制约。运输与客流运行演化仿真模块主要包括网络客流宏观态势仿真、枢纽内部客流仿真、个体微观出行链仿真，列车追踪运行仿真，列车运行时刻表仿真，列车停站及乘降仿真。设施设备状态演化仿真模块主要包括可配置多专业(车、机、工、电、辆)***全局功能行为仿真和可配置多专业(车、机、工、电、辆)设施设备状态演化(失效、恢复)仿真。
所述决策方案实现控制接口用于接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核。具体地，所述决策方案实现控制接口需针对不同的业务决策模块，设计对应的控制接口，包括线路及设施设备控制接口，列车运行时刻控制接口，列车路径控制接口，客流规模及路径控制接口，车站(枢纽)流线控制接口和微观出行链控制接口。
综合数据采集与监测接口，用于采集运行数据，并对采集到的运行数据进行汇集；具体地，综合数据采集与监测接口可以监测列车运行状态、设施设备状态、旅客出行链、车站(枢纽)客流等，可以对轨道交通仿真***运行状态进行全方位检测和数据采集。
决策模块用于生成决策方案；具体地，决策模块包括协同运输决策模块、在线安全保障决策模块和智能信息服务模块。决策模块通过接口感知分析，形成运输、安全保障和信息服务决策信息，对运输系 统相关运行状态进行调整。调整信息主要包括列车运行时刻表、列车运行状态变化、车站及枢纽运输组织措施、设施设备状态变化、旅客服务设施设备状态变化和旅客路径选择行为变化。
所述多制式多业务综合数据库用于根据汇集数据，支撑决策方案生成；具体地，多制式多业务综合数据库，通过汇集多制式多业务实时监测数据，形成多制式区域轨道交通综合数据基础。在多制式多业务综合数据库，还包括数据共享模块、信息交互模块、跨制式协同模块和跨业务协同模块。数据共享和信息交互机制是多制式协同运输决策及仿真的基础，约定了不同制式不同业务之间进行数据共享和信息交互的基本规则。跨制式协同机制和跨业务协同机制则从顶层明确了多制式多业务之间的在旅客流、列车流、资源和设施设备上的相互影响和制约关系。
技术指标统计评价模块用于根据***的状态变化信息和汇集数据，对***的运行指标进行评估；具体地，技术指标统计评价模块，是在多制式多业务实时监测数据汇集的基础上，进行区域轨道交通协同运输效能指标统计与评价，从整体上评估由多种轨道交通制式、多种业务领域所组成的区域轨道交通***的运行情况，可有效支撑区域多制式轨道交通协同运输决策生成和效能提升。具体地，区域轨道交通协同运输效能指标包括应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率。
三维展示模块，主要以多制式轨道交通***仿真内核中各仿真对象的实时状态和行为为蓝本，展示整个区域交通***的运行状态。所述三维展示模块包括轨道交通网络宏观三维展示、列车运行过程三维 展示、车站(枢纽)内部客流/旅客行为三维展示、设施设备状态及行为三维展示。
如图2所示，进行仿真模拟的方法主要包括采集运行数据、对采集到的运行数据进行汇集，得到汇集数据、根据汇集数据，支撑决策方案生成、生成决策方案、实施决策方案、对***的运行指标进行评估步骤。
采集运行数据，是由综合数据采集与监测接口实时采集轨道交通运行仿真过程中的运行状态，包括列车流和旅客流的宏观态势和微观状态数据采集及车、机、工、电、辆各专业设施设备和资源的实时状态数据采集。
对采集到的运行数据进行汇集，得到汇集数据，是对综合数据采集与监测接口将列车流和旅客流的宏观态势和微观状态数据、车、机、工、电、辆各专业设施设备和资源的实时状态数据进行汇集，作为多制式区域轨道交通***多业务决策方案生成和指标统计评估的基础。
所述支撑决策方案生成的步骤包括：综合数据采集与监测接口将汇集的数据提供给多制式多业务综合数据库，支撑决策方案生成。
生成决策方案为由决策模块(包括协同运输决策模块、在线安全保障决策模块和智能信息服务模块)根据***运行状态，及时调整协同运输、安全保障和信息服务决策方案，保障***各制式各专业均能够正常运行。
实施决策方案包括：决策方案实现控制接口通过接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核，影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施。
决策方案实施后，区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为发生变化，区域轨道交通***的运行态势发生变化，***对状态变化信息进行采集；***的状态变化信息将同步更新到合数据采集与监测接口。
所述对***的运行指标进行评估包括对应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率重要指标进行分析评估的步骤。
指标1：应急响应与运维效率
将包含应急响应与运维效率所涉及的关键技术、研究内容和***装备的测试对象纳入仿真场景中运行，在仿真场景中开展风险与故障条件下的运输与应急响应与维护仿真测试，观测应急响应与运维效率相关的仿真检测参数变化情况，各参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000016
应急响应与运维效率可用***单位时间内能够处理的安全事故或不可容忍的安全风险次数来衡量。根据应急响应与运维效率相关仿 真检测参数的评测值，可以计算应急响应与运维效率E_emg，如下式所示：
Figure PCTCN2020104831-appb-000017
Figure PCTCN2020104831-appb-000018
通过仿真测试得到在关键技术方法实施前、后的且对应于相同故障集的应急响应与运维效率评测值E_emg0和E_emg1，从而进行指标提升率Incs(E_emg)的计算。
Figure PCTCN2020104831-appb-000019
通过将实际指标提升率与预期的应急响应与运维效率提升水平进行对比，评估指标完成情况，提升率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
指标2：因技术原因导致的运营安全事故率
将包含因技术原因导致的运营安全事故率所涉及的关键技术、研究内容和***装备的测试对象纳入仿真场景中运行，在仿真场景中开展风险与故障条件下的协同运输与应急响应与维护仿真测试，观测因技术原因导致的运营安全事故率相关的仿真检测参数变化情况，各参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000020
Figure PCTCN2020104831-appb-000021
因技术原因导致的轨道交通运营安全事故率，一方面，可以用单位时间内，由于在运输组织和安全保障等方面存在跨制式不协调的技术问题，而导致的***安全事故发生次数，另一方面，因技术原因导致的轨道交通运营安全事故率，也可用单位的运营里程下，由于在运输组织和安全保障等方面存在跨制式不协调的技术问题，而导致的***安全事故发生次数来表示。根据因技术原因导致的运营安全事故率相关仿真检测参数的评测值，可以计算因技术原因导致的运营安全事故率F_techaccident，如下式所示：
Figure PCTCN2020104831-appb-000022
或
Figure PCTCN2020104831-appb-000023
通过仿真模拟得到在关键技术方法实施前、后的因技术原因导致的运营安全事故率评测值F_techaccident0与F_techaccident1，从而进行指标下降率Decs(F_techaccident)的计算。
Figure PCTCN2020104831-appb-000024
通过将实际指标下降率与预期的指标下降率要求进行对比，评估指标完成情况，仿真模拟或理论计算得到的下降率计算值大于或等于预期值表示研究成果具备因技术原因导致的运营安全事故率降低50％的技术能力，否则表示指标未达成。
指标3：区域轨道交通***可用性
将区域轨道交通***可用性所涉及的关键技术、研究内容和*** 装备的测试对象纳入仿真场景中运行，在仿真场景中开展风险与故障条件下的运输与应急响应与维护仿真测试，观测区域轨道交通***可用性相关的仿真检测参数变化情况，各参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000025
区域轨道交通***可用性可通过区域轨道交通***可用度进行衡量，在取值上等于研究时间内区域轨道交通***在规定运营时段内，保持正常工作状态(全局不失效且服务水平处于规定标准以上)的时长占规定的总运营时长的比例。根据区域轨道交通***可用性相关仿真检测参数的评测值，可以计算区域轨道交通***可用性R_availability，如下式所示：
Figure PCTCN2020104831-appb-000026
得到在关键技术方法实施后的***可用性评测值，将关键技术方法实施后的***可用性评估值R_availability，与预期值进行对比，评估值大于或等于预期值表示研究成果具备区域轨道交通***可用性达到99.9％的技术能力，否则表示指标未达成。
指标4：区域路网总体运输能力
将区域路网总体运输能力所涉及的关键技术、研究内容和***装备的测试对象纳入仿真场景中运行，在仿真场景中不断注入客流进行 仿真运行，从而开展客流压力测试，观测区域路网总体运输能力相关的仿真检测参数，相关参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000027
区域路网总体运输能力，可通过计算在一定的固定设备、移动设备、运输组织方法和、服务水平和客流需求结构下，受线路能力制约的区域轨道交通***内所有车站，在一定时间内(小时(h)，天(d))所能够完成的旅客发送量(含始发进站量和中转量)总和进行衡量；同时，也可以通过分析多制式复合网络中各制式线路的旅客输送能力，进行综合计算得到。根据区域路网总体运输能力相关仿真检测参数的评测值，可以计算区域路网总体运输能力C_network，如下式所示：
Figure PCTCN2020104831-appb-000028
或
Figure PCTCN2020104831-appb-000029
在应用示范区域网络结构、固定和移动设备约束以及一定的服务水平和客流需求结构下，得到在关键技术方法实施前、后的区域路网总体运输能力C_network0与C_network1，从而进行指标提升率Incs(C_network)的计算，如下式所示：
Figure PCTCN2020104831-appb-000030
通过将指标提升率与预期的区域路网总体运输能力提升水平进行对比，评估指标完成情况，提升率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
指标5：旅客跨方式旅行时间
将旅客跨方式旅行时间所涉及的关键技术、研究内容和***装备的测试对象纳入仿真场景中运行，在仿真场景中开展多制式协同运输过程仿真测试，观测旅客跨方式旅行时间相关的仿真检测参数变化情况，各参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000031
旅客跨方式旅行时间在数值上等于一定时间段内，区域轨道交通***中所有的OD对(起讫点组合)间跨方式出行时间的加权平均值。其中，特定OD对间的跨方式出行时间，为该OD对间所有跨方式旅行耗费时间的均值。根据旅客跨方式旅行时间相关仿真检测参数的评测值，可以计算旅客跨方式旅行时间T_travel_c，如下式所示：
Figure PCTCN2020104831-appb-000032
Figure PCTCN2020104831-appb-000033
得到在关键技术方法实施前、后的旅客跨方式旅行时间评测值T_travel_c0与T_travel_c1，从而进行指标下降率Decs(T_travel_c)的计算，如下式所示。
Figure PCTCN2020104831-appb-000034
通过将实际指标下降率与预期的旅客跨方式旅行时间下降水平进行对比，评估指标完成情况，下降率的计算值大于或等于预期值表示指标达成，否则表示指标未达成。
指标6：区域轨道交通正点率
将区域轨道交通正点率所涉及的关键技术、研究内容和***装备的测试对象纳入仿真场景中运行，在仿真场景中开展多制式协同运输组织过程仿真测试，观测区域轨道交通正点率相关的仿真检测参数变化情况，各参数及其含义如下表所示。
Figure PCTCN2020104831-appb-000035
Figure PCTCN2020104831-appb-000036
区域轨道交通正点率一般用终到正点率表示，其取值为一定时间内，区域轨道交通网络中终到正点列车数与网络实际开行列车数之比。根据区域轨道交通正点率相关仿真检测参数的评测值，可以计算区域轨道交通正点率R_punctuality_arrv，如下式所示：
Figure PCTCN2020104831-appb-000037
Figure PCTCN2020104831-appb-000038
通过仿真测试得到在关键技术方法实施后的区域轨道交通正点率评测值，将关键技术方法实施后的区域轨道交通正点率评估值，与指标预期值进行对比，评估值大于或等于预期值表示指标达成，否则表示指标未达成。
尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围。

Claims (11)

  1. 一种多制式多业务轨道交通仿真模拟方法，其特征在于，所述方法包括对***的运行指标进行评估的步骤；
    所述对***的运行指标进行评估的步骤包括：根据***的状态变化信息和汇集数据，对***的运行指标进行评估。
  2. 根据权利要求1所述的方法，其特征在于，在对***的运行指标进行评估的步骤之前，所述方法还包括以下步骤：
    采集运行数据；
    对采集到的运行数据进行汇集，得到汇集数据；
    根据汇集数据，支撑决策方案生成；
    生成决策方案；
    实施决策方案。
  3. 根据权利要求2所述的方法，其特征在于，
    所述采集运行数据的步骤是由综合数据采集与监测接口实时采集轨道交通运行仿真过程中的运行状态；所述运行状态包括：列车流和旅客流的宏观态势和微观状态数据及车、机、工、电、辆各专业设施设备和资源的实时状态数据；
    所述对采集到的运行数据进行汇集，得到汇集数据的步骤是对综合数据采集与监测接口将列车流和旅客流的宏观态势和微观状态数据、车、机、工、电、辆各专业设施设备和资源的实时状态数据进行汇集，作为多制式区域轨道交通***多业务决策方案生成和指标统计评估的基础；
    所述支撑决策方案生成的步骤包括：综合数据采集与监测接口将汇集的数据提供给多制式多业务综合数据库，支撑决策方案生成；
    所述生成决策方案的步骤为由决策模块根据***运行状态，及时 调整协同运输、安全保障和信息服务决策方案；
    所述实施决策方案的步骤包括：决策方案实现控制接口通过接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核，影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施；
    所述决策方案实施后，区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为发生变化，区域轨道交通***的运行态势发生变化，***对状态变化信息进行采集；***的状态变化信息将同步更新到综合数据采集与监测接口。
  4. 根据权利要求1所述的方法，其特征在于，所述对***的运行指标进行评估的步骤包括对应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率重要指标进行分析评估的步骤。
  5. 根据权利要求4所述的方法，其特征在于，
    对应急响应与运维效率进行分析评估的步骤包括计算应急响应与运维效率E_emg和指标提升率Incs(E_emg)的步骤；
    应急响应与运维效率E_emg的计算如下式所示：
    Figure PCTCN2020104831-appb-100001
    Figure PCTCN2020104831-appb-100002
    其中，ξ r为第r类的安全事故或不可容忍安全风险的权重值；R为区域轨道交通***所发生的安全事故或不可容忍安全风险类型数；A r为研究时段内，***所发生的第r类安全事故或不可容忍安全风险的次数；ta_normal r,a为研究时段内，***第r类、第a次安全事故或不可容忍的安全风险发生后，安全风险降低到一定水平以下的时刻；ta_hppn r,a为研究时段内，***第r类、第a次安全事故或不可容忍的安全风险的发生时刻；
    指标提升率Incs(E_emg)的计算公式为：
    Figure PCTCN2020104831-appb-100003
    其中，E_emg0和E_emg1分别为通过仿真测试得到在技术方法实施前、后的且对应于相同故障集的应急响应与运维效率评测值；
    对因技术原因导致的运营安全事故率进行分析评估的步骤包括计算因技术原因导致的运营安全事故率F_techaccident和指标下降率Decs(F_techaccident)的步骤；
    因技术原因导致的运营安全事故率F_techaccident的计算如下式所示：
    Figure PCTCN2020104831-appb-100004
    或
    Figure PCTCN2020104831-appb-100005
    其中，A_tech为研究时段内，***在协同联动、联合运输组织和综合安全保障方面存在跨制式不协调技术问题，所导致的***安全事故发生次数；Mile_operation为研究时段内，多制式区域轨道交通***的总运营里程；T_study为选取的研究时段长度；
    指标下降率Decs(F_techaccident)的计算如下式所示：
    Figure PCTCN2020104831-appb-100006
    其中，F_techaccident0与F_techaccident1分别为通过仿真模拟得到在技术方法实施前、后的因技术原因导致的运营安全事故率评测值。
  6. 根据权利要求4所述的方法，其特征在于，对区域轨道交通***可用性进行分析评估的步骤包括计算区域轨道交通***可用性R_availability的步骤；区域轨道交通***可用性R_availability的计算如下式所示：
    Figure PCTCN2020104831-appb-100007
    其中，t_nstateend m为区域轨道交通***第m个正常工作时段的结束时刻；t_nstatestart m为区域轨道交通***第m个正常工作时段的开始时刻；T_operation为研究时段内，区域轨道交通***的运营时间总和；M为研究时段内，区域轨道交通***处于正常工作状态的时段数目；
    对区域路网总体运输能力进行分析评估的步骤包括计算区域路网总体运输能力C_network和指标提升率Incs(C_network)的步骤；
    区域路网总体运输能力C_network的计算如下式所示：
    Figure PCTCN2020104831-appb-100008
    或
    Figure PCTCN2020104831-appb-100009
    其中，S为多制式区域轨道交通路网中的车站总数；Org s为多制式区域轨道交通路网中，第s个车站受线路能力制约的情形下，单位之间内能够达到的旅客始发进站量；Trs s为多制式区域轨道交通路网中，第s个车站受线路能力制约的情形下，单位时间内的能够达到的旅客中转量；β i为区域轨道交通线路由跨线列车开行、计划协同度、中转换乘便捷度以及综合安全保障导致的能力影响系数；α为区域轨道交通***车体载客能力平均使用系数；N i为线路i的通过能力；q i为 线路i上单次列车最大载客量；
    指标提升率Incs(C_network)的计算公式如下所示：
    Figure PCTCN2020104831-appb-100010
    其中，C_network0与C_network1分别为得到在技术方法实施前、后的区域路网总体运输能力。
  7. 根据权利要求4所述的方法，其特征在于，对旅客跨方式旅行时间进行分析评估的步骤包括计算旅客跨方式旅行时间T_travel_c和指标下降率Decs(T_travel_c)的步骤；
    旅客跨方式旅行时间T_travel_c的计算如下式所示：
    Figure PCTCN2020104831-appb-100011
    Figure PCTCN2020104831-appb-100012
    其中，S为区域轨道交通路网中的车站总数；v_c od为出发地为o车站、目的地为d车站的跨方式总出行量；t_out_c od,q为出发地为o车站、目的地为d车站的第q人次跨方式出行到达目的车站的时间点；tp_in_c od,q为出发地为o车站、目的地为d车站的第q人次跨方式出行进入起始车站的时间点；
    指标下降率Decs(T_travel_c)的计算如下式所示：
    Figure PCTCN2020104831-appb-100013
    其中，T_travel_c0与T_travel_c1分别为得到在技术方法实施前、后的旅客跨方式旅行时间评测值；
    对区域路网总体运输能力进行分析评估的步骤包括计算区域轨 道交通正点率的步骤；区域轨道交通正点率R_punctuality_arrv的计算如下式所示：
    Figure PCTCN2020104831-appb-100014
    Figure PCTCN2020104831-appb-100015
    其中，L为多制式区域轨道交通路网运营线路条数；K l为研究时段内，区域轨道交通***第l条运营线路开行列车数；其中，跨线列车计入其终到站点所在的运营线路；tt_arrv lk为第l条运营线路、第k列开行列车的实际终到时刻；tt_arrv_s lk为第l条运营线路、第k列开行列车的计划终到时刻；ε_arrv l为区域轨道交通***第l条运营线路列车终到正点的允许误差。
  8. 一种多制式多业务轨道交通仿真模拟***，其特征在于，所述仿真模拟***包括：技术指标统计评价模块；
    所述技术指标统计评价模块用于根据***的状态变化信息和汇集数据，对***的运行指标进行评估。
  9. 根据权利要求8所述的多制式多业务轨道交通仿真模拟***，其特征在于，
    所述仿真模拟***还包括：综合数据采集与监测接口、多制式多业务综合数据库、决策模块、决策方案实现控制接口、多制式轨道交通***仿真内核；
    所述综合数据采集与监测接口，用于采集运行数据，并对采集到的运行数据进行汇集；
    所述多制式多业务综合数据库用于根据汇集数据，支撑决策方案生成；
    决策模块用于生成决策方案；
    所述多制式轨道交通***仿真内核用于实施决策方案；具体地，多制式轨道交通***仿真内核用于影响区域轨道交通***中的车流状态和行为、客流状态行为以及设施设备的状态和功能行为，从而完成决策方案实施；
    所述决策方案实现控制接口用于接收决策模块所生成决策方案，并将其转化成响应控制命令，输出至多制式轨道交通***仿真内核。
  10. 根据权利要求8所述的多制式多业务轨道交通仿真模拟***，其特征在于，所述仿真模拟***还包括：仿真引擎、三维展示模块；
    所述仿真引擎为仿真***整体运行环境的底层支撑，所述仿真引擎包括：仿真***运行控制模块、界面交互模块和基础数据；
    所述仿真***运行控制模块用于进行资源调度、通信管理、节奏控制、场景带入；
    所述界面交互模块用于供仿真人员进行操作；所述界面交互模块用于进行参数调整、事件输入和***编辑；
    所述基础数据用于构建仿真***底层数据；所述基础数据包括复合网络三维模型数据、复合网络拓扑数据、设施设备属性数据、评价与分析场景数据、宏观实时客流需求数据；
    所述三维展示模块以多制式轨道交通***仿真内核中各仿真对象的实时状态和行为为蓝本，展示整个区域交通***的运行状态。
  11. 根据权利要求8所述的多制式多业务轨道交通仿真模拟***，其特征在于，所述技术指标统计评价模块用于对应急响应与运维效率、因技术原因导致的运营安全事故率、区域轨道交通***可用性、区域路网总体运能、旅客跨方式旅行时间、区域轨道交通正点率重要指标进行分析评估。
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