传统的周期性列车运行图编制模型（Cycle Periodicity Formulation ，CPF）中有明确的接续约束。我国高速铁路列车运行图尚未采用周期性列车运行图，更未形成一套明确的列车接续关系，编制周期性列车运行图只能基于备选列车接续进行，求解过程中不同列车接续组合使描述CPF模型的约束图具有不同的结构，导致模型需要不断重构，且换乘客流的接续服务缺乏保障。针对上述问题，本文从决策变量、目标函数、约束条件等方面改进了CPF模型，建立了适合备选列车接续的周期性列车运行图编制模型（Potential Connections ＆ Cycle Peri‐odicity Formulation ，PCCPF），提出分类整数圈基避免列车接续调整时模型重构，引入“二次列车接续”变量保证两次换乘客流的接续服务需求；以约8700 km的我国高速铁路网进行案例研究，验证了模型的有效性。%Cycle Periodicity Formulation (CPF) , a traditional model for cyclic timetabling , has clear connection constraints . Periodic timetable has not been used in high‐speed railways in China , let alone clear train connec‐tions . The CPF model can only be based on the potential connections .During the calculation process , differ‐ent train connection combinations led to the variation of constraint graph describing the CPF model , resulting in the continuous reconstruction of the model and lack of guarantee for transfer passenger flow connection serv‐ice quality . In response to these problems , this paper improved the CPF model in terms of decision variables , objective function ,constraints . A new cyclic timetable model called Potential Connections & Cycle Periodicity Formulation was provided to adapt to the characteristics of Chinese high speed railways . This paper proposed a new integer cycle base called classified integer cycle base to avoid the variation of constraint graph during train connection adjustment and introduced a “second time train connection” variable to guarantee the connection service quality for transfer passengers . Finally , the validity of the proposed model was verified by a case study of the 8 700 km high‐speed rail network in China .
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