城市群轨道交通直通线路优化设置方法

doi:10.13229/j.cnki.jdxbgxb.20220551

Abstract

Abstract:

To meet the demand of direct passenger travel within the scope of urban agglomeration， the through lines plans based on the connection of multi-level rail transit were proposed， and the gain effects of passenger transport system brought by different plans were discussed. The specific contents are as follows： a super network model of urban agglomerations multi-mode transportation was constructed based on the theory of hyper network. The generalized travel cost of passenger super path was quantified. A bi-level programming model for the optimal setting of through lines was constructed， in which the upper level programming considered the profit of the transporter and the saving of the passenger travel cost brought by the setting of through lines. The lower level programming was a balanced allocation model for the multi-mode transportation system of urban agglomeration. Genetic algorithm and successive average method were used to solve the upper and lower level models. Finally， the passenger lines connecting the main hubs in Beijing-Tianjin-Hebei Urban Agglomeration were taken as an example to illustrate the performance and applications of the model， and the rationality of the scale of the through line was demonstrated. The results show that， there are 11 alternatives through lines between Beijing Capital International Airport， Beijing railway station， Beijing West Railway Station， Beijing South Railway Station and Tianjin railway station. The best through lines are No. 1， 2， 5， 6， 7and 9. The reasonable scale of the direct line is 3 at present. After opening， the system benefit will increase by 28.03% and the average travel time of passengers will reduce by 10.02%.

Key words: integrated transportation, through rail line, bi-level programming model, urban agglomeration travel, super network, generalized travel cost

CLC Number:

U491.1

Wen-jing WU,Kang-bei XIONG,Hong-fei JIA,Qing-yu LUO. Optimal setting method of rail transit through lines in urban agglomeration[J].Journal of Jilin University(Engineering and Technology Edition), 2024, 54(3): 711-718.

Figures/Tables 9

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Table 1

Table 2

Table 3

Values of mode parameters"

交通方式	$v m$ /（km·h^-1）	$h m$ /min	$R m$ /（元·km^-1）	$c m$ /（元·km^-1）	$α m$	$β m$
机场大巴	36	15	1.33	0.90	39	0.40
地铁	54	8	1.01	0.84	45	0.36
铁路	80	20	0.30	0.22	49	0.33
轨道直通	100	10	0.41	0.32	54	0.30

Table 3

Table 4

Table 5

References 12

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编号	节点	编号	节点
1	北京首都国际机场	7	菜市口
2	三元桥	8	北京站
3	东直门	9	北京西站
4	双井	10	北京南站
5	十里河	11	天津站
6	宣武门

D	O
D	1	8	9	10	11
1		1164	1002	901	838
8			1909	1716	1596
9				2772	2579
10					2119
11

OD	交通方式	超路径	换乘节点	序号
1-8	机场线-地铁	1-2-3-8	3	1
1-9	机场线-地铁	1-2-4-7-9	2、4	2
1-9	机场线-铁路	1-2-3-8-9	3、8	3
1-10	机场线-地铁	1-2-3-8-6-7-10	3、6	4
1-10	机场线-地铁	1-2-4-5-10	2、5	5
8-10	地铁-地铁	8-6-7-10	6	6
9-10	地铁-地铁	9-7-10	7	7
1-11	机场线-地铁-铁路	1-2-3-8-11	3、8	8
	机场线-地铁-铁路	1-2-4-7-9-11	2、4、9	9
	机场线-地铁-铁路	1-2-3-8-6-7-10-11	3、6、10	10
	机场线-地铁-铁路	1-2-4-5-10-11	2、5、10	11

规模	跨线直通方案	系统效益/元	增量/%	旅客平均出行时间/min	时间增量/%
0	—	294 600	—	48.90	—
1	1	333 760	13.29	48.31	-1.21
2	1，7	359 440	7.69	46.78	-3.16
3	1，5，7	377 190	4.94	44.00	-5.94
4	1，5，6，7	383 350	1.63	43.07	-2.11
5	1，2，5，6，7	388 910	1.45	42.32	-1.73
6	1，2，5，6，7，9	389 610	0.18	41.67	-1.28

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Optimal setting method of rail transit through lines in urban agglomeration

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