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CN112036703A - Method, device and storage medium for adjusting ticket price of railway train - Google Patents

Method, device and storage medium for adjusting ticket price of railway train Download PDF

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CN112036703A
CN112036703A CN202010770714.6A CN202010770714A CN112036703A CN 112036703 A CN112036703 A CN 112036703A CN 202010770714 A CN202010770714 A CN 202010770714A CN 112036703 A CN112036703 A CN 112036703A
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fare
date
aviation
price
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王煜
单杏花
朱建生
王洪业
张军锋
吕晓艳
韩慧婷
孟歌
史智杰
岳帅
卫铮铮
张永
李永
郝晓培
武晋飞
潘跃
孔德越
田秘
刘彦麟
周珊琪
廖凤华
李仕旺
李福星
王梓
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China Railway Trip Science And Technology Co ltd
Institute of Computing Technologies of CARS
Beijing Jingwei Information Technology Co Ltd
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Institute of Computing Technologies of CARS
Beijing Jingwei Information Technology Co Ltd
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Abstract

The application relates to the technical field of internet, in particular to a method and a device for adjusting a ticket price of a railway train and a storage medium. The method comprises the following steps: acquiring an airline ticket price of a historical reference period before a takeoff date; calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period; determining the variation trend of the aviation fares according to the aviation fares of the takeoff date and the aviation fares of the historical reference period; and adjusting the train fare related to the departure date according to the change trend of the aviation fare. The method and the device have the advantages that the trend of the air price is conveniently estimated by calculating the dynamic air price as a fixed numerical value; thereby adjusting the train fare.

Description

Method, device and storage medium for adjusting ticket price of railway train
[ technical field ] A method for producing a semiconductor device
The application relates to the technical field of internet, in particular to a method and a device for adjusting a ticket price of a railway train and a storage medium.
[ background of the invention ]
Railways and aviation are two main ways for people to travel; in order to attract passenger flow, there has been a strong competition between railways and aviation. Particularly, the competition between the high-speed train and the aircraft is more intense; currently, flexible price means are adopted for aviation, so that the price is increased in the peak period of passenger flow, and the income is increased; the price is reduced in the low ebb period of the passenger flow, and the passenger flow is attracted. However, the fare of the railway train is fixed and unchangeable, and cannot be flexibly adjusted, so the fare is at a disadvantage in competition with the airplane.
[ summary of the invention ]
The embodiment of the application provides a method, a device, equipment and a storage medium for adjusting the ticket price of a railway train; the method solves the problem that the train fare can not be flexibly adjusted and is in a disadvantage with aviation competition.
In a first aspect, an embodiment of the present application provides a method for adjusting a fare of a railway train, including:
acquiring an airline ticket price of a historical reference period before a takeoff date;
calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period;
determining the variation trend of the aviation fares according to the aviation fares of the takeoff date and the aviation fares of the historical reference period;
and adjusting the train fare related to the departure date according to the change trend of the aviation fare.
In one embodiment, the airline fares P for the departure date are calculated from the airline fares for the historical reference periodsiyThe method comprises the following steps:
Figure BDA0002616507170000021
Figure BDA0002616507170000022
wherein f isij(r, s) is the railway passenger sending quantity from city r to city s with the takeoff date of i corresponding to the distance of j days from the takeoff date in the pre-sale period; alpha is alphajy(r, s) represents the weight of the air price in the pre-sale period, which is up to the monitoring date y and is j days away from the takeoff date, in the whole pre-sale period; pij(r, s) is the departure date i, and the air price of selling the date j days away from the departure date is Pij(r, s); r represents a takeoff city; s represents a target city; i is the identification of the takeoff date.
In one embodiment, the average of the air fares for the historical reference periods is determined based on the air fares for the historical reference periods
Figure BDA0002616507170000023
Figure BDA0002616507170000024
Figure BDA0002616507170000025
Figure BDA0002616507170000026
Figure BDA0002616507170000027
Figure BDA0002616507170000028
Figure BDA0002616507170000029
Figure BDA00026165071700000210
Figure BDA0002616507170000031
An air price determined based on currently existing data;
Figure BDA0002616507170000032
is a predicted air price;
βithe air price weight corresponding to the ith takeoff date;
n is the total number of samples in weeks of the takeoff date within the historical reference period;
fij(r, s) is the railway passenger transmission amount of the monitoring date y days away from the ith takeoff date.
In one embodiment, the airline fares P based on the departure dateiyAnd the history referenceAirline fares of term
Figure BDA0002616507170000033
Determining the variation trend of the airline fares, comprising:
the aviation fares of the takeoff date and the average value of the aviation fares of the historical reference period
Figure BDA0002616507170000034
Comparing;
if it is not
Figure BDA0002616507170000035
Determining the change trend of the airline fares as price reduction;
if it is not
Figure BDA0002616507170000036
Determining that the change trend of the airline fares is the price expansion;
adjusting the train fare related to the departure date according to the variation trend of the aviation fare, and the method comprises the following steps:
if the change trend of the aviation fare is price reduction, the fare of the railway train related to the departure date is adjusted to be low;
and if the change trend of the aviation fare is the rising fare, the fare of the railway train related to the departure date is increased.
In one embodiment, the determining of the relevant train comprises: counting all train numbers from the departure place to the destination on the departure date;
a train for any one train number;
calculating the correlation coefficient of the sending quantity of the train and the air price in the historical reference period;
calculating the actual turnover amount and the passenger seat rate of the train from the origin to the destination in the historical reference period;
calculating to obtain an aviation influence comprehensive evaluation index of the train according to the correlation coefficient of the sending quantity of the train and the aviation price in the historical reference period, the turnover quantity and the passenger seat rate;
and judging whether the train is a related train or not according to the comprehensive aviation influence evaluation index of the train.
In one embodiment, calculating an aviation influence comprehensive evaluation index F of the traink(r, s) comprising:
Figure BDA0002616507170000041
Figure BDA0002616507170000042
Figure BDA0002616507170000043
Figure BDA0002616507170000044
Figure BDA0002616507170000045
wherein S iskRepresenting the actual turnover number of the train k; sk(r, s) represents the actual turnover of the train k from the origin to the end of the passenger at the OD (r, s); t iskA graph representing the train k specified turnover; p is a radical ofkThe proportion of the actual turnover of the passengers from the beginning to the end of the train k on the OD (r, s) to the whole actual turnover is shown;
Zkthe passenger seat rate of the train k.
In one embodiment, the correlation coefficient Pccs of the delivery volume and the air price of the train in the historical reference periodk(r, s) comprising:
Figure BDA0002616507170000046
Figure BDA0002616507170000047
Pccsj(r, s) is the correlation degree between the departure date i and the air price and the train k at the distance of j days from the departure date;
Figure BDA0002616507170000051
fijsending volume which is any one starting day i in all starting days of the train k and is j days corresponding to the starting day;
n is the total number of days of the sampling starting day, and n is greater than or equal to 1;
Figure BDA0002616507170000052
the average value of the sending quantity of each starting day i which is j days away from n starting days of the train is obtained;
Figure BDA0002616507170000053
the average of the air prices for j days from each of the n origination days.
In a second aspect, an embodiment of the present application provides a device for adjusting a fare of a railway train, including:
the obtaining module is used for obtaining the aviation fares of the historical reference period before the takeoff date;
the aviation fare calculation module is used for calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period; determining the variation trend of the air fares according to the air fares of the takeoff date and the air fares of the historical reference period;
and the train fare adjusting module is used for adjusting the train fare related to the departure date according to the change trend of the aviation fare.
In one embodiment, the airline fare calculation module is further configured to calculate the airline fare for the departure date using the following formula:
Figure BDA0002616507170000054
Figure BDA0002616507170000055
wherein f isij(r, s) is the railway passenger sending quantity from city r to city s with the takeoff date of i corresponding to the distance of j days from the takeoff date in the pre-sale period; alpha is alphajy(r, s) represents the weight of the air price in the pre-sale period, which is up to the monitoring date y and is j days away from the takeoff date, in the whole pre-sale period; pij(r, s) is the departure date i, and the air price of selling the date j days away from the departure date is Pij(r, s); r represents a takeoff city; s represents a target city; i is the identification of the takeoff date.
In one embodiment, the airline ticket price calculation module is further configured to calculate an average of airline tickets for the historical reference periods using the following formula
Figure BDA0002616507170000061
Figure BDA0002616507170000062
Figure BDA0002616507170000063
Figure BDA0002616507170000064
Figure BDA0002616507170000065
Figure BDA0002616507170000066
Figure BDA0002616507170000067
Figure BDA0002616507170000068
Figure BDA0002616507170000069
An air price determined based on currently existing data;
Figure BDA00026165071700000610
is a predicted air price;
βithe air price weight corresponding to the ith takeoff date;
n is the total number of samples in weeks of the takeoff date within the historical reference period;
fij(r, s) is the railway passenger transmission amount of the monitoring date y days away from the ith takeoff date.
In one embodiment, the airline ticket price calculation module is further configured to: the aviation fares of the takeoff date and the average value of the aviation fares of the historical reference period
Figure BDA00026165071700000611
Comparing;
if it is not
Figure BDA00026165071700000612
Determining the change trend of the airline fares as price reduction;
if it is not
Figure BDA0002616507170000071
Determining that the change trend of the airline fares is the price expansion;
adjusting the train fare related to the departure date according to the variation trend of the aviation fare, and the method comprises the following steps:
if the change trend of the aviation fare is price reduction, the fare of the railway train related to the departure date is adjusted to be low;
and if the change trend of the aviation fare is the rising fare, the fare of the railway train related to the departure date is increased.
In one embodiment, the train fare adjustment module is further configured to:
counting all train numbers from the departure place to the destination on the departure date;
a train for any one train number;
calculating the correlation coefficient of the sending quantity of the train and the air price in the historical reference period;
calculating the actual turnover amount and the passenger seat rate of the train from the origin to the destination in the historical reference period;
calculating to obtain an aviation influence comprehensive evaluation index of the train according to the correlation coefficient of the sending quantity of the train and the aviation price in the historical reference period, the turnover quantity and the passenger seat rate;
and judging whether the train is a related train or not according to the comprehensive aviation influence evaluation index of the train.
In one embodiment, the train fare adjustment module is further configured to: calculating an aviation influence comprehensive evaluation index F of the train by adopting the following formulak(r,s)：
Figure BDA0002616507170000072
Figure BDA0002616507170000073
Figure BDA0002616507170000074
Figure BDA0002616507170000075
Figure BDA0002616507170000076
Wherein S iskRepresenting the actual turnover number of the train k; sk(r, s) represents the actual turnover of the train k from the origin to the end of the passenger at the OD (r, s); t iskA graph representing the train k specified turnover; p is a radical ofkThe proportion of the actual turnover of the passengers from the beginning to the end of the train k on the OD (r, s) to the whole actual turnover is shown;
Zkthe passenger seat rate of the train k.
In one embodiment, the train fare adjustment module is further configured to: calculating a correlation coefficient Pccs of the transmission volume and the air price of the train in the historical reference period by adopting the following formulak(r,s)：
Figure BDA0002616507170000081
Figure BDA0002616507170000082
Pccsj(r, s) is the correlation degree between the departure date i and the air price and the train k at the distance of j days from the departure date;
Figure BDA0002616507170000083
fijsending quantity which is any starting date i in all the starting dates of the train k and is j days corresponding to the starting date;
n is the total number of days of the sampling starting day, and n is greater than or equal to 1;
Figure BDA0002616507170000084
the average value of the sending quantity of each starting day i which is j days away from n starting days of the train is obtained;
Figure BDA0002616507170000085
the average of the air prices for j days from each of the n origination days.
In a third aspect, an embodiment of the present application provides a device for adjusting a fare of a railway train, 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 steps of the above-described method.
In a fourth aspect, embodiments of the present application provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the above-described method.
According to the technical scheme, the aviation fare of the takeoff date is calculated according to the aviation fare of the historical reference period; determining the variation trend of the aviation fares according to the aviation fares of the takeoff date and the aviation fares of the historical reference period; the train fare related to the departure date is adjusted according to the change trend of the aviation fare, so that the competition of aviation is coped with, and the competitiveness of the train is improved. The method and the device have the advantages that the trend of the air price is conveniently estimated by calculating the dynamic air price as a fixed numerical value; thereby adjusting the train fare.
[ description of the drawings ]
In order to more clearly illustrate the technical solutions of the embodiments of the present application, the drawings needed to be used in the embodiments will be briefly described below, and it is obvious that the drawings in the following description are only some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flowchart of a method for adjusting a fare of a railway train according to an embodiment of the present application;
fig. 2 is a schematic structural diagram of a device for adjusting the fare of a railway train according to an embodiment of the present application;
fig. 3 is a schematic structural diagram of a device for adjusting the fare of a railway train according to an embodiment of the present application.
[ detailed description ] embodiments
For better understanding of the technical solutions of the present application, the following detailed descriptions of the embodiments of the present application are provided with reference to the accompanying drawings.
It should be understood that the embodiments described are only a few embodiments of the present application, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.
The terminology used in the embodiments of the present application is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the examples of this application and the appended claims, the singular forms "a", "an", and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
The airline ticket price of the aviation is in dynamic change all the time, which improves the competitiveness of the aviation enterprise and creates profits; for example, in a busy season of travel, the price can be increased; in a travel slack season, the price is reduced; compared with the prior art, the price of the train ticket of the railway as a competitor is always fixed; this results in railways often being disadvantaged in competition with aviation.
Based on this, the present application proposes a method for adjusting the fare of a railway train, which is shown in the flow chart of the method for adjusting the fare of a railway train shown in fig. 1; the method comprises the following steps:
step S101, acquiring an aviation ticket price of a historical reference period before a takeoff date;
wherein the takeoff date is a date of a day in the future after the current point in time;
the historical reference period is a reference date time period before the monitoring date; specifically a date before the current date. May be a pre-sale period, such as 30 days; the time period may also be another time period determined according to needs, such as two months or three months, and is specifically and flexibly set according to needs, which is not limited in the present application.
For example, the takeoff date is the next Monday, and the date is 8 months; the current time is friday of the fourth week of 7 months of the solar calendar; the historical reference period may be set to one month; the whole 7 months are historical reference periods;
considering the characteristics of the airline fares: the same week number has reference meaning, and the non-same week number has no reference meaning; that is, Monday has no reference to the fare for Tuesday; this monday's fare has reference to the next monday's fare. So the fare for each day of 7 months may not be referenced, but the fare for the four monday of 7 months is used as a reference; the total number of days sampled equals 30; wherein the reference number of days is 4; if a two month period is set as the historical reference period, the number of days sampled includes Monday of 7 months and 6 months; the total days is 60; where the number of days referenced is equal to 8.
In order to effectively deal with the competition of aviation by price means, railway transportation enterprises need to collect, monitor, calculate and analyze the specific fare and change trend of the aviation. However, the air fares are always in the dynamic adjustment process before taking off, the corresponding fares of the same flight are different at each moment, and how to accurately calculate the air fares in any operation interval becomes a key.
Step S102, calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period;
step S103, determining the variation trend of the aviation fares according to the aviation fares of the takeoff date and the aviation fares of the historical reference period;
wherein, the variation trend of the airline fares comprises price rising and price falling;
assume that if the next Monday's fare calculated is predicted to be 1000; if the average fare of three Mondays in the historical reference period is 900, determining that the change trend is the price rising;
if the predicted calculated fare for the next Monday is 900; if the average fare of three Mondays in the historical reference period is 1000, determining that the change trend is price reduction;
and step S104, adjusting the train fare related to the takeoff date according to the change trend of the aviation fare.
If the change trend of the air ticket price rises, the price of the train ticket also rises; if the variation trend of the airline ticket price is price reduction, the price of the train ticket is also reduced.
According to the technical scheme, the aviation fare of the takeoff date is calculated; and determining the variation trend of the aviation fares according to the aviation fares on the takeoff date and the aviation fares in the historical reference period, and adjusting the train fares related to the takeoff date according to the variation trend of the aviation fares.
In one embodiment, the airline fares P for the departure date are calculated from the airline fares for the historical reference periodsiyThen, the following formula is adopted for calculation:
Figure BDA0002616507170000111
Figure BDA0002616507170000112
wherein f isij(r, s) is the railway passenger sending quantity from city r to city s with the takeoff date of i corresponding to the distance of j days from the takeoff date in the pre-sale period; alpha is alphajy(r, s) represents the weight of the air price in the pre-sale period, which is up to the monitoring date y and is j days away from the takeoff date, in the whole pre-sale period; pij(r, s) is the departure date i, and the air price of selling the date j days away from the departure date is Pij(r, s); r represents a takeoff city; s represents a target city; i is the identification of the takeoff date; and 30 is the pre-sale period of the airline tickets.
Wherein, with respect to PijCalculation of (r, s):
suppose that when a passenger logs in an airline ticket website to check the price of the ticket at a certain moment, k flights and m prices are met, namely m x k prices (products) are selected, the option with the lowest price is selected for the same flight, namely the lowest price is selected from the m prices, namely the departure date is i, the price selected by the passenger when the k flight with the pre-sale date of j days before the departure date is monitored and collected for the t time of the day is i
Figure BDA0002616507170000121
min () represents taking the minimum value, for flight k, the average price at all times with the takeoff date i and the monitoring date j days before the takeoff date is:
Figure BDA0002616507170000122
different flights have different departure times and travel times, and passengers can select according to their preferences, so that the OD (r, s) can be represented as i at the departure date, and the airprices j days before the departure date are as follows:
Figure BDA0002616507170000123
m segment E is for all Ptij(r, s) is a mode.
In one embodiment, the method further comprises: determining the average value of the air fares of the historical reference period according to the air fares of the historical reference period
Figure BDA0002616507170000124
The method specifically comprises the following steps: determining an airline fare for the historical reference period based on an existing fare prior to the monitoring date and a predicted fare between the monitoring date and the takeoff date; the following formula is used:
Figure BDA0002616507170000125
Figure BDA0002616507170000126
Figure BDA0002616507170000131
Figure BDA0002616507170000132
Figure BDA0002616507170000133
Figure BDA0002616507170000134
Figure BDA0002616507170000135
therein, relate to
Figure BDA0002616507170000136
Figure BDA0002616507170000137
An air price determined based on currently existing data; the comparison aviation price of the monitoring date and the takeoff date within the historical reference period is y days; selecting a period of time before the monitoring date as a historical reference period (excluding small and long false), and selecting a date which is the same as the week number of the takeoff date i in the period of time as a sample date to form a final historical reference period in order to improve the reference accuracy of the historical reference period because the passenger flow has obvious week number regularity; assuming that the historical reference period has N days, wherein N is the nth day in the historical reference period, and N is 1,2.. N;
about
Figure BDA0002616507170000138
Figure BDA0002616507170000139
The predicted comparison aviation price corresponding to any takeoff date i in the historical reference period is
Figure BDA00026165071700001310
For any takeoff date i, when the monitoring date is larger than the takeoff date y days, the fact that the terminal enters the pre-sale period is short; very few passengers have performed ticket-buying before this monitoring date on an empirical basis, so that
Figure BDA00026165071700001311
Obviously, the final comparison air price is biased and is not representative enough, and the comparison price in the period from the monitoring date y to the departure date i needs to be calculated
Figure BDA00026165071700001312
As an alternative to predicting the change in price trend after the monitoring date y, the predicted value may be used to correct
Figure BDA00026165071700001313
About
Figure BDA00026165071700001314
Figure BDA00026165071700001315
Comparing the aviation prices for the final historical reference period; final historical reference period versus air price
Figure BDA00026165071700001316
Is based on the determined value of the currently existing data
Figure BDA00026165071700001317
And the predicted value
Figure BDA00026165071700001318
Obtained by the combination of (a);
Figure BDA0002616507170000141
is a predicted air price;
λiis composed of
Figure BDA0002616507170000142
A corresponding weight;
βithe air price weight corresponding to the ith takeoff date;
n is the total number of samples in weeks of the takeoff date within the historical reference period;
fij(r, s) is the railway passenger transmission amount of the monitoring date y days away from the ith takeoff date.
After the specific price of the air is obtained, an operation interval which is greatly influenced by the air price fluctuation and a train on the operation interval need to be found. How to measure each operation section and the size of the train on the section influenced by the air price becomes the second key. In one embodiment, therefore, the following steps are taken in the determination of the relevant train:
counting all train numbers from the departure place to the destination on the departure date;
a train for any one train number;
calculating the correlation coefficient of the sending quantity of the train and the air price in the historical reference period;
calculating the actual turnover amount and the passenger seat rate of the train from the takeoff place to the destination in the historical reference period;
calculating to obtain an aviation influence comprehensive evaluation index of the train according to the correlation coefficient of the sending quantity of the train and the aviation price in the historical reference period, the turnover quantity and the passenger seat rate;
and judging whether the train is a related train or not according to the comprehensive aviation influence evaluation index of the train.
In specific implementation, a threshold value may be set, and when the aviation influence comprehensive evaluation index is greater than a predetermined threshold value, the train is determined to be a related train.
Or sequencing all the trains on the departure date from large to small according to the calculated comprehensive aviation influence evaluation indexes. The top N trains with the top rank can be taken as related trains; for example, N may be 10.
In one embodiment, calculating an aviation influence comprehensive evaluation index F of the traink(r, s) comprising:
Figure BDA0002616507170000151
Figure BDA0002616507170000152
Figure BDA0002616507170000153
Figure BDA0002616507170000154
Figure BDA0002616507170000155
wherein S iskRepresenting the actual turnover number of the train k; sk(r, s) represents the actual turnover of the train k from the origin to the end of the passenger at the OD (r, s); p is a radical ofkThe proportion of the actual turnover of the passengers from the beginning to the end of the train k on the OD (r, s) to the whole actual turnover is shown; zkThe passenger seat rate of the train k.
In one embodiment, the correlation coefficient Pccs of the delivery volume and the air price of the train k in the historical reference periodkThe calculation of (r, s) uses the following formula:
Figure BDA0002616507170000156
Figure BDA0002616507170000157
Pccsj(r, s) is the correlation degree between the departure date i and the air price and the train k at the distance of j days from the departure date;
Figure BDA0002616507170000158
fijsending quantity which is all the starting days i of the train k and is j days corresponding to the starting days;
n is the total number of days of the sampling starting day, and n is greater than or equal to 1;
for example, if the pre-sale period is 30 days a month, the train origination date is monday each week, and n is 4;
Figure BDA0002616507170000161
the average value of the sending quantity of each starting day i which is j days away from n starting days of the train is obtained;
Figure BDA0002616507170000162
the average of the air prices for j days from each of the n origination days.
Calculating the influence degree of aviation and railways by adopting a Pearson correlation coefficient;
pearson's correlation coefficient requires that the variables be independent of each other and follow a normal distribution. Using K-S test to determine the air price P due to the larger sampleiAnd the transmission amount f of the trainiWhether it conforms to a normal distribution.
The K-S test statistics were:
Dn＝max{|Fn(xi)-F0(xi)|,|Fn(xi-1)-F0(xi)|}；
Figure BDA0002616507170000163
wherein x isiIs a sample of variables, i ═ 1,2.. n,
Figure BDA0002616507170000164
Fn(xi) Represents xiIs calculated by the empirical distribution, # { } represents the frequency of calculations (number of samples), F0(xi) Represents xiThe theoretical distribution of (a). By statistic DnAnd a threshold value Dn(0.05) to judge whether the variables are normally distributed or not, if D isn＜Dn(0.05), the original assumption is accepted, and the result shows the air price PiAnd the transmission amount f of the trainiAre subject to a normal distribution.
In one embodiment, the airline fares P based on the departure dateiyAnd an airline fare for said historical reference period
Figure BDA0002616507170000165
When the change trend of the airline fares is determined, the following steps are taken:
the aviation fares of the takeoff date and the average value of the aviation fares of the historical reference period
Figure BDA0002616507170000166
Comparing;
if it is not
Figure BDA0002616507170000167
Determining the change trend of the airline fares as price reduction;
if it is not
Figure BDA0002616507170000168
Determining that the change trend of the airline fares is the price expansion;
adjusting the train fare related to the departure date according to the variation trend of the aviation fare, and the method comprises the following steps:
if the change trend of the aviation fare is price reduction, the fare of the railway train related to the departure date is adjusted to be low;
and if the change trend of the aviation fare is the rising fare, the fare of the railway train related to the departure date is increased.
When in use
Figure BDA0002616507170000171
When the monitoring date y is reached, the air price corresponding to the takeoff date i is smaller than the air price in the historical reference period, the airline company may adopt a marketing strategy for reducing the fare, the passenger flow of the train (key train) with higher air influence comprehensive evaluation index F (r, s) in the section OD may be reduced, and under the condition that the policy allows, the railway operation enterprise should adopt a corresponding marketing strategy according to the pre-sale condition to suppress the influence of the air. In the same way, when
Figure BDA0002616507170000172
And showing that the air price corresponding to the takeoff date i of the day is more than or equal to the air price of the historical reference period by the monitoring date, and adopting a marketing strategy with a higher ticket price by the airline company. Under the condition that the policy permits, the railway operation enterprise should make corresponding adjustment according to the pre-sale condition: if the pre-sale condition is better, a following strategy can be adopted, and the key train fare level is moderately improved. If the pre-sale is less than expected, the current fare level can be maintained, the allocation of the fares can be optimized, and the fares can be allocated to other sections OD with vigorous demand along the way. See table 1 for details;
Figure BDA0002616507170000173
TABLE 1
For example, the current time is friday; if the number of the airplane tickets from Beijing to Shanghai on the next Monday is 800; the price of the air ticket in the historical reference period is 1000; the ticket price is determined to be a price reduction trend. And the train number of the train includes: g1, departure at 9 am, arrival at the rainbow bridge at 28 o 'clock at 13 o' clock; the fare of the high-speed train G1 from Beijing to Shanghai on the next Monday can be increased proportionally or not; for example, the fare for the second seat rises from 550 to 600.
Corresponding to the above method, the embodiment of the present application further provides a device for adjusting the fare of the railway train, referring to the schematic structural diagram of the device for adjusting the fare of the railway train shown in fig. 2; the device includes:
the obtaining module 21 is used for obtaining the aviation fare of the historical reference period before the takeoff date;
the aviation fare calculation module 22 is used for calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period; determining the variation trend of the air fares according to the air fares of the takeoff date and the air fares of the historical reference period;
and the train fare adjusting module 23 is configured to adjust the train fare related to the departure date according to the change trend of the aviation fare.
In one embodiment, the airline fare calculation module 22 is further configured to calculate the airline fare for the departure date using the following formula:
Figure BDA0002616507170000181
Figure BDA0002616507170000182
wherein f isij(r, s) is the railway passenger sending quantity from city r to city s with the takeoff date of i corresponding to the distance of j days from the takeoff date in the pre-sale period; alpha is alphajy(r, s) represents the weight of the air price in the pre-sale period, which is up to the monitoring date y and is j days away from the takeoff date, in the whole pre-sale period; pij(r, s) is the departure date i, and the air price of selling the date j days away from the departure date is Pij(r, s); r represents a takeoff city; s represents a target city; i is the identification of the takeoff date.
In one embodiment, the airline ticket price calculation module 22 is further configured to calculate an average of airline tickets for the historical reference periods using the following formula
Figure BDA0002616507170000183
Figure BDA0002616507170000184
Figure BDA0002616507170000185
Figure BDA0002616507170000191
Figure BDA0002616507170000192
Figure BDA0002616507170000193
Figure BDA0002616507170000194
Figure BDA0002616507170000195
Figure BDA0002616507170000196
An air price determined based on currently existing data;
Figure BDA0002616507170000197
is a predicted air price;
βithe air price weight corresponding to the ith takeoff date;
n is the total number of samples in weeks of the takeoff date within the historical reference period;
fij(r, s) is the railway passenger transmission amount of the monitoring date y days away from the ith takeoff date.
In one embodiment, the airline fare calculation module 22 is further configured to: the aviation fares of the takeoff date and the average value of the aviation fares of the historical reference period
Figure BDA0002616507170000198
Comparing;
if it is not
Figure BDA0002616507170000199
Determining the change trend of the airline fares as price reduction;
if it is not
Figure BDA00026165071700001910
Determining that the change trend of the airline fares is the price expansion;
adjusting the train fare related to the departure date according to the variation trend of the aviation fare, and the method comprises the following steps:
if the change trend of the aviation fare is price reduction, the fare of the railway train related to the departure date is adjusted to be low;
and if the change trend of the aviation fare is the rising fare, the fare of the railway train related to the departure date is increased.
In one embodiment, the train fare adjustment module 23 is further configured to:
counting all train numbers from the departure place to the destination on the departure date;
a train for any one train number;
calculating the correlation coefficient of the sending quantity of the train and the air price in the historical reference period;
calculating the actual turnover amount and the passenger seat rate of the train from the origin to the destination in the historical reference period;
calculating to obtain an aviation influence comprehensive evaluation index of the train according to the correlation coefficient of the sending quantity of the train and the aviation price in the historical reference period, the turnover quantity and the passenger seat rate;
and judging whether the train is a related train or not according to the comprehensive aviation influence evaluation index of the train.
In one embodiment, the train fare adjustment module 23 is further configured to: calculating an aviation influence comprehensive evaluation index F of the train by adopting the following formulak(r,s)：
Figure BDA0002616507170000201
Figure BDA0002616507170000202
Figure BDA0002616507170000203
Figure BDA0002616507170000204
Figure BDA0002616507170000205
Wherein S iskRepresenting the actual turnover number of the train k; sk(r, s) represents the actual turnover of the train k from the origin to the end of the passenger at the OD (r, s); t iskA graph representing the train k specified turnover; p is a radical ofkThe proportion of the actual turnover of the passengers from the beginning to the end of the train k on the OD (r, s) to the whole actual turnover is shown;
Zkthe passenger seat rate of the train k.
In one embodiment, the train fare adjustment module 23 is further configured to: the historical reference period is calculated by the following formulaCorrelation coefficient Pccs of the sending amount and the air price of the traink(r,s)：
Figure BDA0002616507170000211
Figure BDA0002616507170000212
Pccsj(r, s) is the correlation degree between the departure date i and the air price and the train k at the distance of j days from the departure date;
Figure BDA0002616507170000213
fijsending quantity which is any starting date i in all the starting dates of the train k and is j days corresponding to the starting date;
n is the total number of days of the sampling starting day, and n is greater than or equal to 1;
Figure BDA0002616507170000214
the average value of the sending quantity of each starting day i which is j days away from n starting days of the train is obtained;
Figure BDA0002616507170000215
the average of the air prices for j days from each of the n origination days.
The application also provides a device for adjusting the ticket price of the railway train, and the device for adjusting the ticket price of the railway train is shown in a schematic structural diagram of fig. 3. The apparatus may comprise at least one processor 31; and at least one memory 33 communicatively coupled to the processor 31, wherein: the memory 33 stores program instructions executable by the processor 31, and the processor 31 calls the program instructions to perform the steps of the method.
FIG. 3 illustrates a block diagram of an exemplary electronic device suitable for use in implementing embodiments of the present application. The electronic device shown in fig. 3 is only an example, and should not bring any limitation to the functions and the scope of use of the embodiments of the present application.
As shown in fig. 3, the electronic device is in the form of a general purpose computing device. Components of the electronic device may include, but are not limited to: one or more processors 31, a memory 33, and a communication bus 34 that connects the various system components (including the memory 33 and the processors 31).
Communication bus 34 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, and a processor or local bus using any of a variety of bus architectures. These architectures include, but are not limited to, Industry Standard Architecture (ISA) bus, Micro Channel Architecture (MAC) bus, enhanced ISA bus, Video Electronics Standards Association (VESA) local bus, and Peripheral Component Interconnect (PCI) bus, to name a few.
Electronic devices typically include a variety of computer system readable media. Such media may be any available media that is accessible by the electronic device and includes both volatile and nonvolatile media, removable and non-removable media.
Memory 33 may include at least one program product having a set (e.g., at least one) of program modules that are configured to carry out the functions of embodiments of the application.
A program/utility having a set (at least one) of program modules may be stored in memory 33, such program modules including, but not limited to, an operating system, one or more application programs, other program modules, and program data, each of which examples or some combination may comprise an implementation of a network environment. The program modules generally perform the functions and/or methodologies of the embodiments described herein.
The electronic device may also communicate with one or more external devices (e.g., keyboard, pointing device, display, etc.), one or more devices that enable a user to interact with the electronic device, and/or any devices (e.g., network card, modem, etc.) that enable the electronic device to communicate with one or more other computing devices. Such communication may occur via communication interface 32. Furthermore, the electronic device may also communicate with one or more networks (e.g., a Local Area Network (LAN), a Wide Area Network (WAN), and/or a public Network such as the Internet) via a Network adapter (not shown in FIG. 3) that may communicate with other modules of the electronic device via communication bus 34. It should be appreciated that although not shown in FIG. 3, other hardware and/or software modules may be used in conjunction with the electronic device, including but not limited to: microcode, device drivers, Redundant processing units, external disk drive Arrays, disk array (RAID) systems, tape Drives, and data backup storage systems, among others.
The processor 31 executes various functional applications and data processing by running a program stored in the memory 33, for example, to implement the method for adjusting the fare of a railway train according to the embodiment of the present application.
Embodiments of the present application provide a non-transitory computer-readable storage medium storing computer instructions that cause the computer to perform the steps of the above-described method.
The non-transitory computer readable storage medium described above may take 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. A computer readable storage medium may be, for example, but not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the foregoing. 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.
A computer readable signal medium may include a propagated data signal with computer readable program code embodied therein, for example, 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 thereof. 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.
Computer program code for carrying out operations for aspects of the present application may be written in any combination of one or more programming languages, including an object oriented programming language such as Java, Smalltalk, C + +, and conventional procedural programming languages, such as the "C" programming language or similar programming languages. The program code may execute entirely on the user's computer, partly on the user's computer, as a stand-alone software package, partly on the user's computer and partly on a remote computer or entirely on the remote computer or server. In the case of a remote computer, the remote computer may be connected to the user's computer through any type of Network, including a Local Area Network (LAN) or a Wide Area Network (WAN), or the connection may be made to an external computer (for example, through the Internet using an Internet service provider)
In the description herein, reference to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," 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 application. In this specification, the schematic representations of the terms used above are not necessarily intended to refer 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, various embodiments or examples and features of different embodiments or examples described in this specification can be combined and combined by one skilled in the art without contradiction.
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 steps of a custom logic function or process, and alternate implementations are included within the scope of the preferred embodiment of the present application 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 present application.
In the several embodiments provided in the present application, it should be understood that the disclosed apparatus and method may be implemented in other ways. For example, the above-described device embodiments are merely illustrative, and for example, the division of the units is only one logical functional division, and other divisions may be realized in practice, for example, a plurality of modules may be combined or integrated into another device, or some features may be omitted, or not executed. In addition, the shown or discussed mutual coupling or direct coupling or communication connection may be an indirect coupling or communication connection of modules or units through some interfaces, and may be in an electrical, mechanical or other form.
In addition, functional units in the embodiments of the present application may be integrated into one processing unit, or each unit may exist alone physically, or two or more units are integrated into one unit. The integrated unit can be realized in a form of hardware, or in a form of hardware plus a software functional unit.
The integrated unit implemented in the form of a software functional unit may be stored in a computer readable storage medium. The software functional unit is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) or a Processor (Processor) to execute some steps of the methods according to the embodiments of the present application. And the aforementioned storage medium includes: a U disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
The above description is only exemplary of the present application and should not be taken as limiting the present application, as any modification, equivalent replacement, or improvement made within the spirit and principle of the present application should be included in the scope of protection of the present application.

Claims (10)

1. A method of adjusting a fare of a railway train, comprising:
acquiring an airline ticket price of a historical reference period before a takeoff date;
calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period;
determining the variation trend of the aviation fares according to the aviation fares of the takeoff date and the aviation fares of the historical reference period;
and adjusting the train fare related to the departure date according to the change trend of the aviation fare.
2. The method of railroad train fare adjustment of claim 1,
calculating the air fares P of the departure date according to the air fares of the historical reference periodiyThe method comprises the following steps:
Figure FDA0002616507160000011
Figure FDA0002616507160000012
wherein f isij(r, s) is the railway passenger sending quantity from city r to city s with the takeoff date of i corresponding to the distance of j days from the takeoff date in the pre-sale period; alpha is alphajy(r, s) represents the weight of the air price in the pre-sale period, which is up to the monitoring date y and is j days away from the takeoff date, in the whole pre-sale period; pij(r, s) is the departure date i, and the air price of selling the date j days away from the departure date is Pij(r, s); r represents a takeoff city; s represents a target city; i is the identification of the takeoff date.
3. A method of adjusting a fare of a railroad train according to claim 2, further comprising:
determining the average value of the air fares of the historical reference period according to the air fares of the historical reference period
Figure FDA0002616507160000013
Figure FDA0002616507160000014
Figure FDA0002616507160000015
Figure FDA0002616507160000021
Figure FDA0002616507160000022
Figure FDA0002616507160000023
Figure FDA0002616507160000024
Figure FDA0002616507160000025
Figure FDA0002616507160000026
An air price determined based on currently existing data;
Figure FDA0002616507160000027
is a predicted air price;
βithe air price weight corresponding to the ith takeoff date;
n is the total number of samples in weeks of the takeoff date within the historical reference period;
fij(r, s) is the railway passenger transmission amount of the monitoring date y days away from the ith takeoff date.
4. A method of adjusting a fare of a railway train according to claim 3,
an airline fare P according to the takeoff dateiyAnd an airline fare for said historical reference period
Figure FDA0002616507160000028
Determining the variation trend of the airline fares, comprising:
the aviation fares of the takeoff date and the average value of the aviation fares of the historical reference period
Figure FDA0002616507160000029
Comparing;
if it is not
Figure FDA00026165071600000210
Determining the change trend of the airline fares as price reduction;
if it is not
Figure FDA00026165071600000211
Determining that the change trend of the airline fares is the price expansion;
adjusting the train fare related to the departure date according to the variation trend of the aviation fare, and the method comprises the following steps:
if the change trend of the aviation fare is price reduction, the fare of the railway train related to the departure date is adjusted to be low;
and if the change trend of the aviation fare is the rising fare, the fare of the railway train related to the departure date is increased.
5. A method of adjusting a fare of a railway train according to claim 1, wherein the determination of the associated train includes:
counting all railway train numbers from the departure place to the destination on the departure date;
a train for any one train number;
calculating the correlation coefficient of the sending quantity of the train and the air price in the historical reference period;
calculating the actual turnover amount and the passenger seat rate of the train from the origin to the destination in the historical reference period;
calculating to obtain an aviation influence comprehensive evaluation index of the train according to the correlation coefficient of the sending quantity of the train and the aviation price in the historical reference period, the turnover quantity and the passenger seat rate;
and judging whether the train is a related train or not according to the comprehensive aviation influence evaluation index of the train.
6. The method of railroad train fare adjustment of claim 5,
calculating an aviation influence comprehensive evaluation index F of the traink(r, s) comprising:
Figure FDA0002616507160000031
Figure FDA0002616507160000032
Figure FDA0002616507160000033
Figure FDA0002616507160000034
Figure FDA0002616507160000035
wherein S iskRepresenting the actual turnover number of the train k; sk(r, s) represents the actual turnover of the train k from the origin to the end of the passenger at the OD (r, s); t iskA graph representing the train k specified turnover; p is a radical ofkThe proportion of the actual turnover of the passengers from the beginning to the end of the train k on the OD (r, s) to the whole actual turnover is shown;
Zkthe passenger seat rate of the train k.
7. The method of railroad train fare adjustment of claim 6,
correlation coefficient Pccs of sending quantity and air price of the train in historical reference periodk(r, s) comprising:
Figure FDA0002616507160000041
Figure FDA0002616507160000042
Pccsj(r, s) is the correlation degree between the departure date i and the air price and the train k at the distance of j days from the departure date;
Figure FDA0002616507160000043
fijsending volume which is any one starting date i in all the starting dates of the train k and is j days corresponding to the starting date;
n is the total number of days of the sampling starting day, and n is greater than or equal to 1;
Figure FDA0002616507160000044
the average value of the sending quantity of each starting day i which is j days away from n starting days of the train is obtained;
Figure FDA0002616507160000045
the average of the air prices for j days from each of the n origination days.
8. A device for adjusting the fare of a railway train, comprising:
the obtaining module is used for obtaining the aviation fares of the historical reference period before the takeoff date;
the aviation fare calculation module is used for calculating the aviation fare of the takeoff date according to the aviation fare of the historical reference period; determining the variation trend of the air fares according to the air fares of the takeoff date and the air fares of the historical reference period;
and the train fare adjusting module adjusts the train fare related to the departure date according to the change trend of the aviation fare.
9. An electronic device, 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 to 7.
10. A non-transitory computer-readable storage medium storing computer instructions that cause a computer to perform the method of any one of claims 1 to 7.
CN202010770714.6A 2020-08-04 2020-08-04 Method, device and storage medium for adjusting ticket price of railway train Pending CN112036703A (en)

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118861686A (en) * 2024-07-31 2024-10-29 中航信数智科技(北京)有限公司 Prediction model training method, passenger volume prediction method, device and electronic equipment

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN118861686A (en) * 2024-07-31 2024-10-29 中航信数智科技(北京)有限公司 Prediction model training method, passenger volume prediction method, device and electronic equipment

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Application publication date: 20201204