CN103481918B - A kind of high speed rail train operation method of adjustment based on feedback regulation - Google Patents

Abstract

The invention discloses a kind of high speed rail train operation method of adjustment based on feedback regulation, to solve in prior art the defect of being carried out conflict resolution by the sequence of conflict seriousness more successively, the present invention first obtain current time train running state, pass through a station and state of section; Again detect and whether have conflict occur or whether have potential conflict in future time, if not, then upgrade data message when future time arrives, and repeat this step, otherwise, then enter next step; Finally clear up cost according to adjusted train diagram rule with Min-conflicts and carry out train operation conflict resolution, and by clearing up result adjustment train operation scheme until train operation terminates, otherwise, return previous step.By said method, the present invention carries out conflict resolution according to adjusted train diagram rule, first sorts and clears up successively, can realize feedback regulation, has the advantage of high real-time and high globality.

Description

A kind of high speed rail train operation method of adjustment based on feedback regulation

Technical field

The present invention relates to a kind of high speed rail train operation method of adjustment, specifically, refer to that a kind of dynamic property, high speed railway run with high speed train after implementing certain adjusted train diagram scheme runs conflict to high speed train influence on system operation degree for feedback information carries out the Method for Train Operation Adjustment of adjusted train diagram scheme optimization.

Background technology

Adjusted train diagram problem is a typical resource scheduling, and the research that domestic and international expert and scholar are devoted to this problem has the history of nearly 50 years.Expert and scholar successively establish the mathematical programming model of combustion adjustment problem and solve train adjustment model based on the dynamic approach of discrete event and utilize the methods such as genetic algorithm, coordination optimization algorithm, branch boundary to solve model, construct the expert system of plan of adjusting train operation, improve the intelligent of Operation and dispatching system.The mode of priority that proposes to conflict the earliest such as Shi Feng clears up conflict in train diagram to realize adjusted train diagram, the problem of the combination although this method can avoid conflict, but conflict that the is different classes of and order of severity is not treated with a certain discrimination, serious conflict may be caused to clear up condition due to shortage and can not get well clearing up.

Summary of the invention

The invention provides a kind of high speed rail train operation method of adjustment based on feedback regulation, object is the seriousness of conflict to sort from high to low, and according to the initiation reason of this order conflict removal, in order to avoid the conflict that place has been cleared up produces conflict with other form at another place by certain transfer and conversion.

To achieve these goals, the technical solution used in the present invention is as follows:

Based on a high speed rail train operation method of adjustment for feedback regulation, comprise the following steps:

(1) obtain the running state of current time train, pass through a station and state of section;

(2) whether detection having conflict occur or whether having potential conflict in future time, if not, then upgrades data message when future time arrives, and repeats this step, otherwise, then enter next step;

(3) train operation conflict resolution is carried out according to adjusted train diagram rule, and by clearing up result adjustment train operation scheme until train operation terminates, otherwise, return previous step.

For further illustrating the foundation of conflict resolution, in described step (3), the method for conflict resolution is as follows:

(3a) train operation conflict tolerance is carried out;

(3b) train operation conflict resolution order is determined;

(3c) according to the Removing Tactics of single conflict, one of them conflict resolution cost is calculated;

(3d) that formulates this conflict clears up scheme;

(3e) judge whether that the scheme of clearing up of all conflicts is determined, if determined all conflicts clear up scheme, this conflict resolution process terminates, if do not determined all conflicts clear up scheme, then repeat step (3c) ~ (3e).

Further, described determine train operation conflict resolution order be according to conflict severity sort from high to low.

As preferably multiple, the Removing Tactics of single conflict is translation operation line, exchanges travel line, changes at least one stopped and in overtaking.

When upgrading train operation scheme, in step (3) described in demand fulfillment, adjustment adjusted train diagram scheme is subject to the constraint of following 11 aspects simultaneously:

(I) train interval time of run constraint;

(II) train dwelling time-constrain;

(III) train set out tracking interval constraint;

(IV) train arrives tracking interval constraint;

(V) constraint at the time of departure of passenger's business station need be handled;

(VI) station retrains to hair line number;

(VII) motor train unit connecting time constraint;

(VIII) passenger transference time-constrain;

(IX) overline train cross-line time-constrain;

(X) Window time constraint;

(XI) logical constraint.

Compared with prior art, the present invention has following beneficial effect:

The present invention is after detection conflicts and prediction may clash in the future, first the sequence of conflict seriousness is carried out, make comparatively seriously to make the larger conflict of life and property loss first make the action of conflict resolution, and feed back to present stage, clear up cost with Min-conflicts and clear up conflict in advance so that high speed rail train operation occurs that Analysis of Train Operation Order is disorderly greatly, improves train operation quality in the future.

The present invention is simultaneously judged by conflict, measure, is predicted, clears up that the integrated use of technology solves adjusted train diagram problem, the computation complexity of adjusted train diagram problem is reduced by appropriate design Strategy of Conflict Resolution, improve adjusted train diagram optimization efficiency, there is the advantage of high real-time and high globality.

Accompanying drawing explanation

Fig. 1 is diagram of circuit of the present invention.

Fig. 2 is the diagram of circuit of conflict resolution method in the present invention.

Fig. 3 is example periodic plan running chart before simulation run.

Fig. 4 is train 1 late 600s plan for adjustment figure in emulation sight one.

Fig. 5 is train 1 late 600s operation conflict resolution cost diagram of curves in emulation sight one.

Fig. 6 is train 1 late 1800s operation conflict resolution cost diagram of curves in emulation sight two.

Detailed description of the invention

Below in conjunction with accompanying drawing and embodiment, the invention will be further described, and embodiments of the present invention include but not limited to the following example.

Embodiment

Train operation conflict resolution be an order to conflict train occupation transport resource and time redefine problem.Different train operation conflict resolution schemes, will bring different adjusted train diagram effects, affect train traffic control quality.Therefore, the quality of train operation conflict resolution scheme directly affects the effect of train traffic control.Clearing up of train operation conflict is by changing train operation order and eliminating between train the overlap of transport resource holding time to time or make the utilization of technical equipment meet the technical operation requirement of train.

As depicted in figs. 1 and 2, implementation procedure of the present invention is as follows:

(1) first, obtain the running state of current time train, pass through a station and state of section, to facilitate subsequent calculations.

(2) whether detection having conflict occur or whether having potential conflict in future time, if not, then upgrades data message when future time arrives, and repeats this step, otherwise, then enter next step;

Conflict or potential conflict whether is had to be prior art therefore seldom to explain for detection.

(3) train operation conflict resolution is carried out according to adjusted train diagram rule, and by clearing up result adjustment train operation scheme until train operation terminates, otherwise, return previous step.

The step that step (3) will describe in detail for the present embodiment.

In all kinds of train operation conflicts of high speed railway, may interval be occurred in, also may occur in station.Time interval between two adjacent trains at station conflict, use conflict, the conflict of motor train unit connecting time, train operation to be occur in conflicting of station with passenger transference time conflict, overline train cross-line time conflict to hair line, and intervally to conflict, vehicling operation conflicts with maintenance activity is the conflict occurring in interval.Headway conflict in time interval between two adjacent trains at station conflict and use the current station occurred in conflict of clearing up of conflict to complete to hair line, and clearing up of interval conflict needs the station before conflict occurs to complete.The conflict of motor train unit connecting time, train operation and passenger transference time conflict, overline train cross-line time conflict are conflicting of occurring at section destination stop or specific several station, need respectively to stand in its front and constantly carry out project setting according to the operation possibility in train future and correction is cleared up, the present embodiment is using the Appreciation gist of this few class conflict as aforementioned all kinds of conflict resolution concept feasible, and when train operation conflict prediction, emphasis is considered the possibility that this few class conflict occurs and be it can be used as the feedback information of conflict resolution scheme.But no matter high speed rail train operation conflict occurs in station or interval, and clearing up of train operation conflict completes all AT STATION.

Therefore:

A. first carry out train operation conflict tolerance, namely judge the order of severity of all conflicts.

B. difference conflict is carried out to the tolerance of conflict grade, the order of severity according to each conflict sorts.In order to reduce the complexity of conflict resolution, the most serious conflict of each selection is preferentially cleared up, and preferential elimination has the greatest impact to train travelling process, endangers the most serious train operation conflict.

C. next solve each conflict successively, concrete Removing Tactics is formulated to each conflict, and different Removing Tactics will cause different integral train running statees, produce different impacts to follow-up train operation.It is noted that conflict disappears, the formulation of strategy mainly solves two problems: the operation order of conflict train and the timing shift amount of conflict train.

Choose 3 indices of train running to assess the running state of train.

First index: the conflict time clears up cost

If the unit time cost using two train operation eigenwerts as conflict train time-shifting, then the product making the Train Schedule translational movement of gained scheme under itself and corresponding Removing Tactics is conflict resolution time cost P _cT.If two row trains are respectively i and j, be respectively Δ T at the translational movement at k station _ikwith Δ T _jk, the train operation eigenwert that two row trains are stood at j is respectively T _ikand T _jk, then the conflict resolution time cost of train i and j is:

$P_{\mathrm{CT}}^{\mathrm{ik}}=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_{\mathrm{ik}}$

$P_{\mathrm{CT}}^{\mathrm{jk}}=T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_{\mathrm{jk}}$

This conflict resolution scheme is R _k, R _kconflict resolution time cost be P _cT(R _k, s (k), i, j), have:

P _CT(R _k,s(k),i,j)=T _ik×ΔT _ik+T _jk×ΔT _jk

The P of corresponding conflict scheme in Strategy of Conflict Resolution _cTless, the effect of its conflict resolution is more excellent, when conflict resolution as the foundation that conflict resolution scheme is determined.

Second index: aftereffect conflict

Clear up the conflict of train i at k station after, the summation of the following all kinds of train operation conflict possibility of train is called and is designated as the aftereffect conflict of conflict resolution scheme and have:

$V_{\mathrm{CT}}^{\mathrm{ik}}=\underset{j}{\overset{4}{\mathrm{\Σ}}}{P}_1\left(C_{\mathrm{Pj}}^i\right)+\underset{k+1}{\overset{n}{\mathrm{\Σ}}}\underset{r}{\overset{2}{\mathrm{\Σ}}}{P}_2\left(C_{\mathrm{Pr}}^{\mathrm{ik}}\right)$

Plus sige first half on the right of equal sign in formula for the conflict prediction value of order run-mode drift net, be all kinds of conflict likelihood value of train after conflict resolution, comprise 4 class conflicts; For selecting the conflict prediction value of run-mode drift net, for each transport resource two workflows after conflict resolution prop up the likelihood value of net conflict, comprise station tracking interval conflict and use conflict two class to hair line, wherein n is section terminal station sequence number.

3rd index: train operation conflict resolution cost

The conflict resolution cost of train i and j is:

${\hat{P}}_{\mathrm{CT}}^{\mathrm{ik}}=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_{\mathrm{ik}}\×V_{\mathrm{CT}}^{\mathrm{ik}}$

${\hat{P}}_{\mathrm{CT}}^{\mathrm{jk}}=T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_{\mathrm{jk}}\×V_{\mathrm{CT}}^{\mathrm{jk}}$

R _jconflict resolution cost for:

$\begin{array}{c}{\hat{P}}_{\mathrm{CT}}(R_k,s\left(k\right),i,j)={\hat{P}}_{\mathrm{CT}}^{\mathrm{ik}}+{\hat{P}}_{\mathrm{CT}}^{\mathrm{jk}}\\ =T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_{\mathrm{ik}}\left(R_k\right)\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(R_k\right)+T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_{\mathrm{jk}}\left(R_k\right)\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(R_k\right)\end{array}$

In order to realize the optimum of train operation effect, when carrying out conflict resolution, the always scheme of prioritizing selection conflict resolution Least-cost.For pursuing the scheme of all train conflict resolution Least-costs, then, train that aftereffect conflict large large for certain train operation eigenwert, need to formulate its train operation plan in detail, reduce its conflicting with other trains, otherwise have an immense impact on to the operation of other trains, in order to realize this target, then needing the translational movement making this train to be tending towards minimum, carrying out the adjusted train diagram principle of emphasis train priority support.

Therefore after determining conflict resolution order, to the train translational movement of each conflict under certain Removing Tactics, calculate the rear skirmish under train operation characteristic value and this train translational movement, and determine the conflict operation order of train and the actual time of origin of each train activity according to conflict resolution cost.

By the impact of randol noise delay time in the present embodiment, thus propose to reduce possibility that conflict occurs, to clear up play a decisive role translation operation line, exchange travel line, change and stop and overtaking and mathematical programming four kinds of strategies:

Strategy I: translation operation line namely refer to when technical operations of train interval time be less than relevant operation or work standard and occur train operation conflict time, to be correlated with travel line by reasonable translation conflict point, make technical operations of train interval greater than etc. relevant production time standard.

Strategy II: exchange travel line and namely refer to when occurring or conflict by train operation, by exchange correlation train path at the starting order of standing to eliminate corresponding conflict.

Strategy III: change and to stop and namely overtaking scheme refers to that this strategy is the bus stop of train by changing, number of stops and to be avoided and overtaking point and then reach the target eliminating train operation conflict, it is the expansion of tactful II.

Strategy IV: mathematic programming methods refers to according to certain conflict resolution and adjusted train diagram target, mathematic programming methods is utilized to seek the Combinatorial Optimization of train operation conflict, be optimized permutation and combination by aforementioned three kinds of strategies, formulate the conflict resolution scheme of minimum cost from overall angle.

Wherein single conflict resolution relates to again multiple conflict, as time interval between two adjacent trains at station conflict, interval conflict, uses conflict and other conflicts to hair line.

If we illustrate that often kind of conflict calculates conflict resolution cost by different strategies successively.

Time interval between two adjacent trains at station conflict is divided into again interarrival time conflict and interval time conflict of setting out.

One, to the conflict resolution of interarrival time conflict

Under strategy I, interarrival time conflict resolution cost is:

${\hat{P}}_{\mathrm{CT}}^1=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^1\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(1\right)+T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_j^1\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(1\right)$

Under strategy II, interarrival time conflict resolution cost is:

${\hat{P}}_{\mathrm{CT}}^2=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^2\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(2\right)+T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_j^2\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(2\right)=T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_i^2\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(2\right)$

Under strategy III, interarrival time conflict resolution cost is:

${\hat{P}}_{\mathrm{CT}}^3=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^3\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(3\right)+T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_j^2\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(3\right)=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^2\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(1\right)$

Therefore final Removing Tactics and determining clear up scheme according to for making conflict resolution Least-cost:

${\hat{P}}_{\mathrm{CT}}^{*}=\min \{{\hat{P}}_{\mathrm{CT}}^1,{\hat{P}}_{\mathrm{CT}}^2,{\hat{P}}_{\mathrm{CT}}^3\}$

In formula, i is first train, and j is second train adjacent with first train, and k represents a kth platform, and T represents the time, and Δ T represents translational movement, and V represents aftereffect conflict.

Two, to the conflict resolution of interval time conflict of setting out

Under strategy I, interarrival time conflict resolution cost is:

${\hat{P}}_{\mathrm{CT}}^1=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_j^1\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(1\right)=T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_j^2\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(1\right)\×(I_f-T_z)$

Under strategy II, interarrival time conflict resolution cost is:

${\hat{P}}_{\mathrm{CT}}^2=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^2\×V_{\mathrm{CT}}^{\mathrm{ik}}\left(2\right)+T_{\mathrm{jk}}\×\mathrm{\Δ}{T}_j^2\×V_{\mathrm{CT}}^{\mathrm{jk}}\left(2\right)=T_{\mathrm{ik}}\×\mathrm{\Δ}{T}_i^2\×(I_f+T_z)$

Therefore final Removing Tactics and determining clear up scheme according to for making conflict resolution Least-cost:

${\hat{P}}_{\mathrm{CT}}^{*}=\min \{{\hat{P}}_{\mathrm{CT}}^1,{\hat{P}}_{\mathrm{CT}}^2\}$

In like manner can obtain other conflict resolution costs.

(4) that conflicts according to the Removing Tactics formulation of conflict clears up scheme, and the math modeling of adjustment adjustment train operation, be:

$\underset{i=1}{\overset{N_D}{\mathrm{\Σ}}}\underset{k=1}{\overset{K_D}{\mathrm{\Σ}}}{T}_{i,k}\×\mathrm{\Δ}{T}_{i,k}\×V_{\mathrm{CT}}^{i.k}+\underset{i=1}{\overset{N_D}{\mathrm{\Σ}}}\underset{k=1}{\overset{K_D}{\mathrm{\Σ}}}{T}_{j,k}\×\mathrm{\Δ}{T}_{j,k}\×V_{\mathrm{CT}}^{j.k}$

The most urine of above numerical value is the conflict resolution scheme determined.

Wherein, T _i,kand T _j,kbe respectively uplink and downlink train i and j and carry out the train operation eigenwert in train operation conflict metrics process at k station respectively.

Δ T _i,kwith Δ T _j,kbe respectively uplink and downlink train operation and depart from the operational plan time, comprise arrival time and depart from and depart from the time leaving from station.

with the aftereffect conflict of the descending and up train after being respectively conflict resolution, they are that train actually to arrive at a station/the function of time-division leaving from station, are determining a train arrival/after the time-division leaving from station by all kinds of conflict possibility sum in future that train operation conflict prediction obtains.

The math modeling of this train operation conflict resolution scheme is subject to multiple constraint, is single goal nonlinear mixed-integer programming model.As can be seen from model, the quantity of its independent variable and constraint condition is very large, therefore this math modeling must meet all constraint condition simultaneously and really could complete conflict resolution, the present embodiment will illustrate the particular content of constraint condition, in order to follow-up modeling is convenient, here the constant needing to use and variable are explained.First the relevant constant related in model is described:

descending category-A train set in adjusting stage, the high speed train that this linear velocity is higher, $N_D^H=\left|T_D^H\right|,$ $\·\·\·,N_D^H;$

descending B in adjusting stage ₁the set of class train, the high speed train that this linear velocity is lower, $N_D^M=\left|T_D^M\right|,$ $i=\mathrm{1,2},\·\·\·,N_D^M;$

descending B in adjusting stage ₂the set of class train, cross-line high speed train,

T _d: down train set in the adjusting stage, has $T_D=T_D^H\∪T_D^M\∪T_D^O,N_D=\left|T_D\right|,i=\mathrm{1,2},L,N_D;$

up category-A train set in adjusting stage, the high speed train that this linear velocity is higher, $N_U^H=\left|T_U^H\right|,$ $i=\mathrm{1,2},L,N_U^H;$

up B in adjusting stage ₁the set of class train, the high speed train that this linear velocity is lower, $N_U^M=\left|T_U^M\right|,$ $i=\mathrm{1,2},L,N_U^M;$

up B in adjusting stage ₂the set of class train, cross-line high speed train, $N_U^O=\left|T_U^O\right|,$ $i=\mathrm{1,2},L,N_U^O;$

T _u: up train set in the adjusting stage, has $T_U=T_U^{H}U{T}_U^{M}U{T}_U^O,N_U=\left|T_U\right|,i=\mathrm{1,2},L,N_U;$

T: train set, therefore T=T in the adjusting stage _duT _u, N=|T|, N=N _d+ N _u, i=1,2, L, N;

W _i: the priority valve of the i-th row train in the adjusting stage, meet

λ (i): the i-th row type of train, λ (i)=1 represents category-A train, and λ (i)=2 represent B ₁class train, λ (i)=3 represent B ₂class train,

θ: type of train, θ=1 represents category-A train, and θ=2 represent B ₁class train, θ=3 represent B ₂class train;

S _d: the set of descending station, is numbered each station successively by down direction, K _d=| S _d|, k=1,2, L, K _d;

B _d: downlink interval set, is numbered each interval successively by down direction, K _d-1=|B _d|, kk=1,2, L, K _d-1;

S _u: the set of up station, is numbered each station successively by up direction, K _u=| S _u|, k=1,2, L, K _u;

B _u: uplink interval set, is numbered each interval successively by up direction, K _u-1=|B _u|, kk=1,2, L, K _u-1;

according to train operation plan, the operation pathway of the i-th row down train on high speed railway---station phraseology, $G_D^i=\{{\mathrm{KD}}_1^i,{\mathrm{KD}}_2^i,L,{\mathrm{KD}}_t^{i}L,{\mathrm{KD}}_{K\left(i\right)}^i\},\∀i\∈T_D,G_D^i\⊆S_D;$ with represent respectively according to train operation plan, t of the i-th row down train process and last station;

according to train operation plan, the operation pathway of the i-th row up train on high speed railway---station phraseology, $G_U^i=\{{\mathrm{KU}}_1^i,{\mathrm{KU}}_2^i,L,{\mathrm{KU}}_t^{i}L,{\mathrm{KU}}_{K\left(i\right)}^i\},\∀i\∈T_U,G_U^i\⊆S_U;$ with represent according to row train operation plan respectively, t of the i-th row up train process and last station;

the operation pathway of the i-th row down train on high speed railway---station phraseology in adjusting stage, $J_D^i=\{{\mathrm{kd}}_1^i,{\mathrm{kd}}_2^i,L,{\mathrm{kd}}_t^{i}L,{\mathrm{kd}}_{K\left(i\right)}^i\},\∀i\∈T_D,J_D^i\⊆S_D;$ with represent t and last station of the i-th row down train process in the adjusting stage respectively;

the operation pathway of the i-th row down train on high speed railway---interval phraseology in adjusting stage, $V_D^i=\{{\mathrm{kkd}}_1^i,{\mathrm{kkd}}_2^i,L,{\mathrm{kkd}}_t^{i}L,{\mathrm{kkd}}_{\mathrm{KK}\left(i\right)}^i\},\∀i\∈T_D,V_D^i\⊆B_D;$ with represent t and last interval of the i-th row down train process in the adjusting stage respectively;

the operation pathway of the i-th row up train on high speed railway---station phraseology in adjusting stage, $J_U^i=\{{\mathrm{ku}}_1^i,{\mathrm{ku}}_2^i,L,{\mathrm{ku}}_t^{i}L,{\mathrm{ku}}_{K\left(i\right)}^i\},\∀i\∈T_U,J_U^i\⊆S_U;$ with represent t and last station of the i-th row up train process in the adjusting stage respectively;

the operation pathway of the i-th row up train on high speed railway---interval phraseology in adjusting stage, $V_U^i=\{{\mathrm{kku}}_1^i,{\mathrm{kku}}_2^i,L,{\mathrm{kku}}_t^{i}L,{\mathrm{kku}}_{\mathrm{KK}\left(i\right)}^i\},\∀i\∈T_U,V_U^i\⊆B_U;$ with represent that the t of the i-th row up train process is individual and last is interval respectively in adjusting stage;

θ class down train at the minimum pure time of run of kth k downlink interval, $\∀i\∈T_D,$ $\∀\mathrm{kk}\∈B_D;$

the θ class up train at the minimum pure time of run of kth k uplink interval, $\∀i\∈T_U,$ $\∀\mathrm{kk}\∈B_U;$

θ class down train in the cycling start additional period at kth descending station,

θ class down train in the parking additional period at kth descending station,

the θ class up train in the cycling start additional period at kth up station,

the θ class up train in the parking additional period at kth up station,

u class down train and the set out interval time of v class down train at a kth descending station, $\∀i\∈T_D,\∀k\∈S_D;$

u class down train and the interarrival time of v class down train at a kth descending station, $\∀i\∈T_D,\∀k\∈S_D;$

u class is up

Train and the set out interval time of the v class up train at a kth up station,

the u class up train and the interarrival time of the v class up train at a kth up station, $\∀i\∈T_U,\∀k\∈S_U;$

i-th row down train in its kth descending station minimum dwell time, if the i-th row train starts at a kth station or terminal time, make its minimum dwell time equal 0,

the i-th row up train in its kth up station minimum dwell time,

kth descending station to hair line number,

kth up station to hair line number,

the skylight time opening of kth k downlink interval,

the skylight end time of kth k downlink interval,

the skylight time opening of kth k uplink interval,

the skylight end time of kth k uplink interval,

i-th row down train, in the plan time of advent at a kth descending station, if the i-th row train is when starting in a kth station, makes its plan equal to plan the time of departure time of advent,

i-th row down train is in the plan time of departure at kth descending station, if the i-th row train is when kth station Zhongdao, makes its plan time of departure equal plan time of advent,

the i-th row up train in the plan time of advent at kth up station,

the i-th row up train in the plan time of departure at kth up station,

0-1 constant, if the i-th row down train needs to handle passenger's business at a kth descending station, is taken as 1, otherwise is 0, $\∀i\∈T_D,\∀k\∈J_D^i;$

0-1 constant, if the i-th row up train needs to handle passenger's business at a kth up station, is taken as 1, otherwise is 0, $\∀i\∈T_U,\∀k\∈J_U^i;$

the descending cross-line B of i-th row ₂class train can allow earliest arrival time when arriving its high speed railway and being connected station (cross-line point),

the descending cross-line B of i-th row ₂class train can allow the time of advent the latest when arriving its high speed railway and being connected station (cross-line point),

the up cross-line B of i-th row ₂class train can allow earliest arrival time when arriving its high speed railway and being connected station (cross-line point),

the up cross-line B of i-th row ₂class train can allow the time of advent the latest when arriving its high speed railway and being connected station (cross-line point),

i-th train continues with it train connecting time standard;

passenger's connecting time standard of the i-th train and ii train;

M: one abundant large integer.

Secondly the correlated variables related in model is described:

i-th row down train in the actual time of arrival at kth descending station,

i-th row down train in the actual time of departure at kth descending station,

the i-th row up train in the actual time of arrival at kth up station,

the i-th row up train in the actual time of departure at kth up station,

0-1 variable, if the i-th row down train advances into kth k downlink interval at jth row down train, its value is taken as 0, otherwise is 1, and i ≠ j,

0-1 variable, if the i-th row up train advances into kth k uplink interval at the jth up train, its value is taken as 0, otherwise is 1, and i ≠ j,

0-1 variable, if the i-th row down train passes through at a kth descending station, is taken as 0, otherwise is 1, $\∀i\∈T_D,\∀k\∈J_D^i;$

0-1 variable, if the i-th row up train passes through at a kth up station, is taken as 0, otherwise is 1, $\∀i\∈T_U,\∀k\∈J_U^i;$

The following describes the constraint condition that it is concrete:

A. train interval time of run constraint

According to Train Stopping or by two adjacent stations, the section operation time needs to consider that train plays additional time for stopping, that is:

$X_D^{i,\mathrm{kk}+1}\≥Y_D^{i,\mathrm{kk}}+t_D^{\mathrm{\λ}\left(i\right),\mathrm{kk}}+{\mathrm{\φ}}_D^{i,\mathrm{kk}}{\mathrm{\α}}_D^{\mathrm{\λ}\left(i\right),\mathrm{kk}}+{\mathrm{\φ}}_D^{i,\mathrm{kk}+1}{\mathrm{\β}}_D^{\mathrm{\λ}\left(i\right),\mathrm{kk}+1};\∀i\∈T_D,\∀\mathrm{kk}\∈V_D^i$

$X_U^{i,\mathrm{kk}+1}\≥Y_U^{i,\mathrm{kk}}+t_U^{\mathrm{\λ}\left(i\right),\mathrm{kk}}+{\mathrm{\φ}}_U^{i,\mathrm{kk}}{\mathrm{\α}}_U^{\mathrm{\λ}\left(i\right),\mathrm{kk}}+{\mathrm{\φ}}_U^{i,\mathrm{kk}+1}{\mathrm{\β}}_U^{\mathrm{\λ}\left(i\right),\mathrm{kk}+1};\∀i\∈T_U,\∀\mathrm{kk}\∈V_U^i$

When above formula represents that the i-th kth k of row down train on its operating path downlink interval is run, it arrives the time at this station, interval front and must not be less than interval minimum motion time from the time gap at this station, if train passes through at certain station, get the corresponding parking additional hours that rises and be divided into 0; When following formula represents that the i-th kth k of the row up train on its operating path uplink interval runs, it arrives the time at this station, interval front and must not be less than interval minimum motion time from the time gap at this station.

B. train dwelling time-constrain

According to train operation plan, each train needs to handle passenger's business in its operation pathway upper part or whole station.For each train, need to handle on the station of passenger's business at it, need to give the necessary dwell time, get on or off the bus for passenger or carry out necessary technical operation, that is:

$Y_D^{i,k}\≥X_D^{i,k}+s_D^{i,k};\∀i\∈T_D,\∀k\∈J_D^i;$

$Y_U^{i,k}\≥X_U^{i,k}+s_U^{i,k};\∀i\∈T_U,\∀k\∈J_U^i;$

Above formula represents that the length of the halt on the kth of the i-th row down train on its an operating path descending station must not be less than the minimum dwell time, and following formula represents that the length of the halt on the kth of the i-th row up train on its an operating path up station must not be less than the minimum dwell time.

C. train set out tracking interval constraint

When adjacent train is from same station in the same way, certain tracking interval that sets out need be met, that is:

$Y_D^{i,k}\≥Y_D^{j,k}+p_D^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),k}$ Or $Y_D^{j,k}\≥Y_D^{i,k}+p_D^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),k};$ Wherein

$\∀i,j\∈T_D$ And i ≠ j, $\∀k\∈J_D^i\∩J_D^j;$

$Y_U^{i,k}\≥Y_U^{j,k}+p_U^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),k}$ Or $Y_U^{j,k}\≥Y_U^{i,k}+p_U^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),k};$ Wherein

$\∀i,j\∈T_U$ And i ≠ j, $\∀k\∈J_U^i\∩J_U^j.$

Above formula represents that adjacent in the same way the i-th row and the jth row down train kth descending station in its identical pathway need meet the tracking interval that sets out when setting out; Following formula represents that adjacent in the same way the i-th row and the jth row up train kth up station in its identical pathway need meet the tracking interval that sets out when setting out;

By introducing decision variable above-mentioned nonlinear restriction can be converted to linear restriction, that is:

$Y_D^{i,\mathrm{kk}}\≥Y_D^{j,\mathrm{kk}}+p_D^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),\mathrm{kk}}-(1-{\mathrm{\χ}}_D^{i,j,\mathrm{kk}})\mathrm{gM},\∀i,j\∈T_D$ And i ≠ j, $\∀\mathrm{kk}\∈V_D^{i}I{V}_D^j;$

$Y_D^{j,\mathrm{kk}}\≥Y_D^{i,\mathrm{kk}}+p_D^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),\mathrm{kk}}-{\mathrm{\χ}}_D^{i,j,\mathrm{kk}}\mathrm{gM},\∀i,j\∈T_D$ And i ≠ j, $\∀\mathrm{kk}\∈V_D^{i}I{V}_D^j;$

$Y_U^{i,\mathrm{kk}}\≥Y_U^{j,\mathrm{kk}}+p_U^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),\mathrm{kk}}-(1-{\mathrm{\χ}}_U^{i,j,\mathrm{kk}})\mathrm{gM},\∀i,j\∈T_U$ And i ≠ j, $\∀\mathrm{kk}\∈V_U^{i}I{V}_U^j;$

$Y_U^{j,\mathrm{kk}}\≥Y_U^{i,\mathrm{kk}}+p_U^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),\mathrm{kk}}-{\mathrm{\χ}}_U^{i,j,\mathrm{kk}}\mathrm{gM},\∀i,j\∈T_U$ And i ≠ j, $\∀\mathrm{kk}\∈V_U^{i}I{V}_U^j.$

D. train arrives tracking interval constraint

When adjacent train arrives same station in the same way, certain arrival tracking interval need be met, that is:

$X_D^{i,k}\≥X_D^{j,k}+q_D^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),k}$ Or $X_D^{j,k}\≥X_D^{i,k}+q_D^{\mathrm{\λ}\left(i\right)\mathrm{\λ}\left(j\right),k};$ Wherein $\∀i,j\∈T_D$ And i ≠ j, $\∀k\∈J_D^{i}I{J}_D^j;$

$X_U^{i,k}\≥X_U^{j,k}+q_U^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),k}$ Or $X_U^{j,k}\≥X_U^{i,k}+q_U^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),k},$ Wherein $\∀i,j\∈T_U$ And i ≠ j, $\∀k\∈J_U^i\∩J_U^j.$

Wherein above formula represents that adjacent in the same way the i-th row need meet arrival tracking interval with jth row down train when arriving the descending station of the kth in its identical pathway, following formula represent adjacent in the same way i-th arrange and the jth row up train arrives kth in its identical pathway individual up station time need meet arrival tracking interval.

By above-mentioned decision variable above-mentioned nonlinear restriction is converted to linear restriction, that is:

$X_D^{i,\mathrm{kk}+1}\≥X_D^{j,\mathrm{kk}+1}+q_D^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),\mathrm{kk}}-(1-{\mathrm{\χ}}_D^{i,j,\mathrm{kk}})\mathrm{gM},\∀i,j\∈T_D$ And i ≠ j, $\∀\mathrm{kk}\∈V_D^{i}I{V}_D^j;$

$X_D^{j,\mathrm{kk}+1}\≥X_D^{i,\mathrm{kk}+1}+q_D^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),\mathrm{kk}}-{\mathrm{\χ}}_D^{i,j,\mathrm{kk}}\mathrm{gM},\∀i,j\∈T_D$ And i ≠ j, $\∀\mathrm{kk}\∈V_D^{i}I{V}_D^j;$

$X_U^{i,\mathrm{kk}+1}\≥X_U^{j,\mathrm{kk}+1}+q_U^{\mathrm{\λ}\left(j\right),\mathrm{\λ}\left(i\right),\mathrm{kk}}-(1-{\mathrm{\χ}}_U^{i,j,\mathrm{kk}})\mathrm{gM},\∀i,j\∈T_U$ And i ≠ j, $\∀\mathrm{kk}\∈V_U^{i}I{V}_U^j;$

$X_U^{j,\mathrm{kk}+1}\≥X_U^{i,\mathrm{kk}+1}+q_U^{\mathrm{\λ}\left(i\right),\mathrm{\λ}\left(j\right),\mathrm{kk}}-{\mathrm{\χ}}_U^{i,j,\mathrm{kk}}\mathrm{gM},\∀i,j\∈T_U$ And i ≠ j, $\∀\mathrm{kk}\∈V_U^{i}I{V}_U^j.$

E. need to handle the constraint at the time of departure of passenger's business station

$Y_D^{i,k}\≥y_D^{i,k},\∀i\∈T_D,\∀k\∈J_D^i$ And $c_D^{i,k}=1$

$Y_D^{i,k}\≥y_D^{i,k},\∀i\∈T_D,\∀k\∈J_D^i$ And $c_D^{i,k}=1$

When above formula represents that the i-th row down train need handle passenger's business through certain station within its combustion adjustment stage, must not be less than figure its time of departure at this station determines the time of departure; When following formula represents that the row up train need handle passenger's business through certain station within its combustion adjustment stage, figure must not be less than its time of departure at this station and determine the time of departure.

F. station retrains to hair line

It is available to hair line number that the train number resting on certain station in the same time must not be greater than this station, that is:

$\underset{i\∈T_D}{\mathrm{\Σ}}{M}_D(i,j,k)\≤F_D^k,\∀k\∈J_D^{i}I{J}_D^j$

$\underset{i\∈T_U}{\mathrm{\Σ}}{M}_U(i,j,k)\≤F_U^k,\∀k\∈J_U^{i}I{J}_U^j$

MD(i, j, k) represent that train number (containing passing through train) that the same time rests on a kth descending station must not be greater than that it is available to hair line number; MU (i, j, k) represents that train number (containing passing through train) that the same time rests on kth up station must not be greater than that it is available to hair line number.

G. train groups connecting time constraint

When sharing one group of motor train unit for two trains, in order to not affect starting on schedule of train, after the deadline that motor train unit serve as last transportation burden should be not later than, transportation burden train moment of starting deducts the connecting time of motor train unit necessity, that is:

$X_D^{i,k}+T_z\≤y_D^{j,k},\∀T_D,\∀i\∈T_{D}U{T}_U,\mathrm{i\Ξj}$

$X_U^{i,k}+T_z\≤y_U^{j,k},\∀T_U,\∀i\∈T_{D}U{T}_U,i\mathrm{\Ξj}$

H. passenger transference time-constrain

In order to ensure the travelling efficiency of passenger, reduce the transfer wait time of passenger as far as possible, continuing between two trains that should ensure a large amount of passenger transference, makes train moment that gets to the station be not later than transfer train moment of setting out and deduct the transfer connecting time of passenger's necessity, that is:

$X_D^{i,k}+T_c\≤y_D^{j,k},\∀T_D,\∀j\∈T_{D}U{T}_U,i\mathrm{\Ξj}$

$X_U^{i,k}+T_c\≤y_U^{j,k},\∀T_U,\∀j\∈T_{D}U{T}_U,i\mathrm{\Ξj}$

I. overline train cross-line time-constrain

In order to make cross-line B2 class train and be connected line train operation and have good continuing, do not produce the propagation of late impact between circuit due to train, realize the coordination of road network train operation, the time demand fulfillment predetermined time interval of overline train when arriving high speed railway linking station (cross-line point), that is:

$H_D^{i,K_{K\left(i\right)}^i}\≤X_D^{i,K_{K\left(i\right)}^i}\≤Q_D^{i,K_{K\left(i\right)}^i},\∀i\∈T_D^O$ And $K_{K\left(i\right)}^i\∈J_D^i$

$H_U^{i,K_{K\left(i\right)}^i}\≤X_U^{i,K_{K\left(i\right)}^i}\≤Q_U^{i,K_{K\left(i\right)}^i},\∀i\∈T_U^O$ And $K_{K\left(i\right)}^i\∈J_U^i$

Above formula represents the i-th row cross-line B2 class train demand fulfillment predetermined time interval when arriving its high speed railway linking station; Following formula represents the i-th row up cross-line B2 class train demand fulfillment predetermined time interval when arriving its high speed railway linking station (cross-line point).

J. Window time constraint

In regulation Window time, train can not carry out skylight operation, that is:

$X_D^{i,\mathrm{kk}+1}\≤L_D^{\mathrm{kk}}U{Y}_D^{i,\mathrm{kk}}\≥R_D^{\mathrm{kk}},\∀i\∈T_D$ And $\mathrm{kk}\∈V_D^i$

$X_U^{i,\mathrm{kk}+1}\≤L_U^{\mathrm{kk}}U{Y}_U^{i,\mathrm{kk}}\≥R_U^{\mathrm{kk}},\∀i\∈T_U$ And $\mathrm{kk}\∈V_U^i$

Above formula represents that the i-th row down train can not arrive or set out in the Window time of kth k downlink interval, and following formula represents that the i-th row up train can not arrive or set out in the Window time of kth k uplink interval.

K. logical constraint

Train whether do not stop by during station to send out a time relationship:

$Y_D^{i,k}-X_D^{i,k}\≤{\mathrm{\φ}}_D^{i,k}\mathrm{gM},\∀i\∈T_D,k\∈J_D^i$

$Y_U^{i,k}-X_U^{i,k}\≤{\mathrm{\φ}}_U^{i,k}\mathrm{gM},\∀i\∈T_U,k\∈J_U^i$

The mathematical programming model of the high speed rail train operation adjustment of having set up before contact and institute's Prescribed Properties, can learn that this mathematical programming model has following characteristics:

First: objective function be single-row train index and, there is not coupled relation between the index of different train.For such optimization aim, the optimum of single-row train performance figure and the optimum equivalence of train overall performance index, take rational method, it is feasible for not carrying out decomposition to model by train, in other words, such objective function structure is conducive to decomposing model, provides possibility for reducing model solution difficulty.

Second: train interval time of run and train dwelling time-constrain all adopt inequality form, meet combustion adjustment strategy, late train is recovered on schedule as far as possible.In adjusted train diagram process, change train interval time of run and dwell time by utilizing running chart redundancy time and late train is recovered on schedule, or the degree alleviating Train delay is the normal strategy adopted; Interval pure time of run and station dwell time all adopt minimum value, can make full use of planned train graph elasticity, recover normal driving as far as possible.

3rd: by introducing 0-1 variable, train is set out and arrives tracking interval nonlinear restriction to be converted to linear restriction, although reduce the difficulty that too much nonlinear restriction causes to model solution, but meanwhile, too much 0-1 variable adds model, increases the difficulty of model solution simultaneously.

4th: for concrete adjusted train diagram problem, have bulk redundancy constraint condition.Within the concrete combustion adjustment stage, often row train likely only has part operating path to complete in this stage, also only need between two row trains thus to consider corresponding partially restrained condition, from the viewpoint of this, although constraint condition is a lot of in master model, but during specific to each concrete combustion adjustment problem, there is a large amount of redundant constaint conditions, realize in the feasible zone that optimization aim only need be formed in the constraint condition needing to consider.

5th: in order to determine T _i,kand T _{ii, k}the value of train operation 5 state indexs need be determined, in these 5 indexs, train class, train route completeness, train run 4 indexs such as nargin after train diagram is given, just can obtains the value of corresponding train i and ii when standing k at parking nargin of standing, train intervals, are one group of constant in a stage plan for adjustment.And the horizontal index of train running on scheduled time need according to the just late situation value of train arrival time, T _i,kand T _{ii, k}about the actual time of arrival of train i and ii at station k respectively with function.

6th: the aftereffect conflict of conflict resolution is the summation calculating all kinds of conflict in each train follow-up operation process after train arrival/time-division leaving from station is determined according to conflict prediction method.Carrying out in conflict prediction process, namely train interval motion time, stop time-division, redundancy time etc. all determine after running chart is determined.Therefore, the aftereffect conflict of conflict resolution with the function about the independent variable train arrival & leaving moment respectively.Wherein train interarrival time conflict and use conflict to be the function of train arrival time deviation to hair line, all the other conflicts are functions of train time deviation leaving from station.

7th: train operation conflict resolution Least-cost is objective function, because the aftereffect conflict of train operation eigenwert and conflict resolution is all obtained by interative computation, its value dispatches preference by Train Dispatching person to be affected little, has higher objectivity.The aftereffect conflict of train operation eigenwert and conflict resolution is all tried to achieve by programmed process, and the key that solves of model determines that rational train operation plan departs from the time.

(5) judge whether that the scheme of clearing up of all conflicts is determined, if determined all conflicts clear up scheme, this conflict resolution process terminates, if do not determined all conflicts clear up scheme, then repeat step (3) ~ (5).

After the mathematical programming model setting up the adjustment of this high speed rail train operation, need to solve.This model solution algorithm is more, but most of algorithm is accurate not, and the result solved is very not satisfactory.Conventional nonlinear optimization method normally requires optimization problem continuously differentiable, and General Requirements initial solution is feasible solution, and many intelligence computations obtain locally optimal solution, in global optimizing, there is wretched insufficiency.For adjusted train diagram problem, train arrival, moment of setting out are discrete, do not have continuously differentiable feature, and the search of different operational plan are calculated as pattern shooting.For the adjusted train diagram problem of M station N train, the train arrival & leaving moment number that need determine is 2MN, using the variable of the arriving and leaving moment of train as adjusted train diagram, then this adjusted train diagram problem has 2MN variable, its calculated amount is very big, and Complex Constraints in train travelling process and there is the time of running the strong feature of logicality, therefore, use conventional non-linear optimization technique to be difficult to construct the simple adjustment of high speed rail train operation efficiently practical algorithm.

Genetic algorithm (GeneticAlgorithm is called for short GA) is the adaptive stochastic search optimized algorithm based on Darwinian evolution " survival of the fittest, the survival of the fittest ".Genetic algorithm can play its global optimizing advantage solving in multiple constraint nonlinear programming problem, in industrial technical field widespread use, optimizes field have also been obtained tremendous development and application in railway traffic organization.The key step of genetic algorithm is followed successively by initialization of population, individual evaluation, genetic manipulation and stops judging, wherein initialization of population is realized by genetic coding, individual evaluation obtains by carrying out Adaptability Evaluation to population at individual target function value, genetic manipulation comprises selection, crossover and mutation three work, stop judging to be that search condition by setting stops algorithm, export and there is the optimum individual of maximum adaptation degree and variate-value thereof as optimal solution.

The feature that the present invention adjusts according to high speed rail train operation, design solves the genetic algorithm (Real-codedGeneticAlgorithm, RGA) of adjusted train diagram problem based on real coding.RGA uses each train also directly to carry out genetic manipulation at the arriving and leaving moment coding at each station, without the need to carrying out specific decode procedure, reduce the complexity of algorithm, especially for this kind of extensive, multivariable optimization problem of high speed rail train operation adjustment, the efficiency of algorithm can be improved.

The operating practice of the Beijing-Tianjin inter-city high ferro that China has put into effect, the military wide circuit such as high ferro and Beijing-Shanghai express railway shows: the running interval at China Express Railway operation initial stage is larger, train diagram redundancy time is large, adjusted train diagram elasticity is large, and adjusted train diagram difficulty is less.But along with the development of high speed railway passenger transport market, high density, large volume of traffic will be the development tendencys of China Express Railway, and now Train Regulation Model research is efficiently very important.

The present embodiment builds the example of a high density plan of adjusting train operation according to the operating practice of China's high ferro.And utilize the matlab7.8 high speed rail train operation adjustment genetic algorithm for solving program of having write based on train operation conflict resolution to the object lesson that the periodic plan (3h) containing 5 stations, 10 trains, 260km section adjusts this genetic algorithm to be described solve flow process.

One, optimum configurations

1. determine the essential information of train operation

Station number M=5, station sequence number m=1,2 ..., 5.

Train number N=10, train sequence number m=1,2 ..., 10.

Interval number Q=4, interval sequence number q=1,2 ..., 4.

The plan table time of running of known one-phase plan is as shown in table 1.

Table 1

Wherein "-" represents that train is for starting or Zhongdao train.Train 1 and train 5 are for entering section and at the train of section destination stop Zhongdao, and train 2, train 3, train 4, train 7, train 8 and train 10 are the train of Zhongdao of starting in section, and train 6 and train 9 are the train started in section the outer Zhongdao of section.

Therefore its example periodic plan running chart as shown in Figure 3.

The train class attribute of each train is as shown in table 2, and establishes each train constant at the train class at each station.

Table 2

Wherein " 3 " represent high-grade high speed train, and " 2 " represent inferior grade high speed train.

Account for the ratio of its whole process according to each train operation to the mileage number completed during each station, calculate each train as shown in table 3 in the route completeness at each station.

Table 3

Each train operation state index weights:

w=[0.2220.4510.1020.0620.163]

The section operation of each train and station parking Triangular Fuzzy Number time are respectively as shown in table 4 and table 5.

Table 4

Table 5

Table 6 is each train motor train unit connecting time table.

Table 6

Train 5 and train 10 have a large amount of passenger flow to change to other trains at station 5, and the transfer deadline of this two train is respectively 43980s and 46680s.

Overline train 6 and 9 is respectively [43980,45180] and [45720,46920] at the permission cross-line time interval at station 5.

Stand 1 and station 5 be the terminal station that starts, be set to hair line all enough, stand 2 ~ stand 4 often station one direction all have two to arrive hair line.

Because the high speed railway skylight time of offering is 0 ~ 21600s, therefore this example does not relate to the problem that time conflict is offered in train operation and skylight.

Train plays additional time for stopping t _q=t _t=120s, train arrives, set out minimum tracking interval I _min=180s.

All trains all possess and utilize redundancy time to come at the right time the engineering factor run, inferior grade high speed train come at the right time run time the shortest in 120s at station length of the halt, high-grade high speed train come at the right time run time the shortest at station length of the halt be 60s.

Two, genetic parameter is arranged

Population scale NIND=60;

Mutation probability p _m=0.03;

Maximum genetic algebra MAXGEN=1500;

GGAP=0.1；

Variation step-length h=60s.

Three, sight one is emulated: the late 600s terminal point 1 of train 1

Train 1 and train 2 set out at station 2 interval time conflict, all interarrival time conflict and interval time conflicts of setting out occur at station 3 and station 4 simultaneously.Row of advancing by leaps and bounds through liquidating clears up and after adjusting train operation plan, obtain plan of adjusting train operation as shown in table 7 and Fig. 4, its train operation conflict resolution cost optimization curve as shown in Figure 5.

Table 7

When train 1 short period is late, by means of only changing the frequency of train 1 at station 1 and the frequency of train 2 at station 2, and make train 1 make full use of it to come at the right time operation in redundancy time that is interval and station, the strategy used has translation operation line and exchanges travel line two kinds of single Strategy of Conflict Resolution, eliminate the conflict before adjustment, the operation of train 3 to 10 is not had an impact, the conflict resolution cost being adjusted plan is 2397, all train Zhongdao total late time is kept to 180s, obtain this operation result iteration 990 generation, 86s consuming time, can satisfy the demands in effective.

Four, sight two is emulated: the late 1800s terminal point 1 of train 1

If train 1 utilizes redundancy time to reduce the late time as far as possible, then it will produce at station 1 interval time that sets out with train 5 and will conflict, and all produce interval conflict, produce the interval time that sets out conflict at station 4 with train 3 with train 5 in each interval.Row of advancing by leaps and bounds through liquidating is cleared up and after adjusting train operation plan, is obtained plan of adjusting train operation as shown in table 8.

Table 8

And obtain train 1 late 1800s train operation conflict resolution cost diagram of curves, as shown in Figure 6.

When train 1 long period is late, train 1 whole process makes full use of it and to come at the right time operation in redundancy time that is interval and station, the late 360s that sets out of train 5, train 4 is train 1 to be avoided and train 5 at station 2, train 1 is train 5 to be avoided at station 3, translation operation line, exchange travel line and change overtaking scheme three kinds of single Strategy of Conflict Resolution and all used, eliminate the conflict before adjustment, the operation of other trains is not had an impact, the conflict resolution cost being adjusted plan is 21858, all train Zhongdao total late time is kept to 1380s, obtain this operation result iteration 1006 generation, 86s consuming time.

According to above-described embodiment, just the present invention can be realized well.

Claims (4)

1., based on a high speed rail train operation method of adjustment for feedback regulation, it is characterized in that, comprise the following steps:

(1) obtain the running state of current time train, pass through a station and state of section;

(2) whether detection having conflict occur or whether have potential conflict in future time, if not, then upgrades data message when future time arrives, and repeats this step, otherwise, then enter next step;

(3) train operation conflict resolution is carried out according to adjusted train diagram rule, and by clearing up result adjustment train operation scheme until train operation terminates, otherwise, return previous step;

Wherein, in described step (3), adjustment adjusted train diagram scheme is subject to the constraint of following 11 aspects:

(I) train interval time of run constraint:

(II) train dwelling time-constrain:

(III) train set out tracking interval constraint:

or wherein

and i ≠ j,

or wherein

and i ≠ j,

(IV) train arrives tracking interval constraint:

or wherein and i ≠ j,

or wherein and i ≠ j,

(V) constraint at the time of departure of passenger's business station need be handled:

and

and

(VI) station retrains to hair line number:

(VII) train groups connecting time constraint:

(VIII) passenger transference time-constrain:

(IX) overline train cross-line time-constrain:

and

and

(X) Window time constraint:

and

and

(XI) logical constraint:

In above formula, the implication of each constant representative is as follows:

descending category-A train set in adjusting stage, the high speed train that this linear velocity is higher,

descending B in adjusting stage ₁the set of class train, the high speed train that this linear velocity is lower,

descending B in adjusting stage ₂the set of class train, cross-line high speed train,

T _d: down train set in the adjusting stage, has n _d=| T _d|, i=1,2, L, N _d;

up category-A train set in adjusting stage, the high speed train that this linear velocity is higher,

up B in adjusting stage ₁the set of class train, the high speed train that this linear velocity is lower,

up B in adjusting stage ₂the set of class train, cross-line high speed train,

T _u: up train set in the adjusting stage, has n _u=| T _u|, i=1,2, L, N _u;

T: train set, therefore T=T in the adjusting stage _d∪ T _u, N=|T|, N=N _d+ N _u, i=1,2, L, N;

W _i: the priority valve of the i-th row train in the adjusting stage, meet

λ (i): the i-th row type of train, λ (i)=1 represents category-A train, and λ (i)=2 represent B ₁class train, λ (i)=3 represent B ₂class train,

θ: type of train, θ=1 represents category-A train, and θ=2 represent B ₁class train, θ=3 represent B ₂class train;

S _d: the set of descending station, is numbered each station successively by down direction, K _d=| S _d|, k=1,2, L, K _d;

B _d: downlink interval set, is numbered each interval successively by down direction, K _d-1=|B _d|, kk=1,2, L, K _d-1;

S _u: the set of up station, is numbered each station successively by up direction, K _u=| S _u|, k=1,2, L, K _u;

B _u: uplink interval set, is numbered each interval successively by up direction, K _u-1=|B _u|, kk=1,2, L, K _u-1;

according to train operation plan, the operation pathway of the i-th row down train on high speed railway---station phraseology, with represent respectively according to train operation plan, t of the i-th row down train process and last station;

according to train operation plan, the operation pathway of the i-th row up train on high speed railway---station phraseology, with represent respectively according to train operation plan, t of the i-th row up train process and last station;

the operation pathway of the i-th row down train on high speed railway---station phraseology in adjusting stage, with represent t and last station of the i-th row down train process in the adjusting stage respectively;

the operation pathway of the i-th row down train on high speed railway---interval phraseology in adjusting stage, with represent t and last interval of the i-th row down train process in the adjusting stage respectively;

the operation pathway of the i-th row up train on high speed railway---station phraseology in adjusting stage, with represent t and last station of the i-th row up train process in the adjusting stage respectively;

the operation pathway of the i-th row up train on high speed railway---interval phraseology in adjusting stage, with represent that the t of the i-th row up train process is individual and last is interval respectively in adjusting stage;

θ class down train at the minimum pure time of run of kth k downlink interval,

the θ class up train at the minimum pure time of run of kth k uplink interval,

θ class down train in the cycling start additional period at kth descending station,

θ class down train in the parking additional period at kth descending station,

the θ class up train in the cycling start additional period at kth up station,

the θ class up train in the parking additional period at kth up station,

u class down train and the set out interval time of v class down train at a kth descending station,

u class down train and the interarrival time of v class down train at a kth descending station,

u class is up

Train and the set out interval time of the v class up train at a kth up station,

the u class up train and the interarrival time of the v class up train at a kth up station,

i-th row down train in its kth descending station minimum dwell time, if the i-th row train starts at a kth station or terminal time, make its minimum dwell time equal 0,

the i-th row up train in its kth up station minimum dwell time,

kth descending station to hair line number,

kth up station to hair line number,

the skylight time opening of kth k downlink interval,

the skylight end time of kth k downlink interval,

the skylight time opening of kth k uplink interval,

the skylight end time of kth k uplink interval,

i-th row down train, in the plan time of advent at a kth descending station, if the i-th row train is when starting in a kth station, makes its plan equal to plan the time of departure time of advent,

i-th row down train is in the plan time of departure at kth descending station, if the i-th row train is when kth station Zhongdao, makes its plan time of departure equal plan time of advent,

the i-th row up train in the plan time of advent at kth up station,

the i-th row up train in the plan time of departure at kth up station,

0-1 constant, if the i-th row down train needs to handle passenger's business at a kth descending station, is taken as 1, otherwise is 0,

0-1 constant, if the i-th row up train needs to handle passenger's business at a kth up station, is taken as 1, otherwise is 0,

the descending cross-line B of i-th row ₂class train can allow earliest arrival time when arriving its high speed railway and being connected station (cross-line point),

the descending cross-line B of i-th row ₂class train can allow the time of advent the latest when arriving its high speed railway and being connected station (cross-line point),

the up cross-line B of i-th row ₂class train can allow earliest arrival time when arriving its high speed railway and being connected station (cross-line point),

the up cross-line B of i-th row ₂class train can allow the time of advent the latest when arriving its high speed railway and being connected station (cross-line point),

i-th train continues with it train connecting time standard;

passenger's connecting time standard of the i-th train and ii train;

M: one abundant large integer;

Secondly the correlated variables related in model is described:

i-th row down train in the actual time of arrival at kth descending station,

i-th row down train in the actual time of departure at kth descending station,

the i-th row up train in the actual time of arrival at kth up station,

the i-th row up train in the actual time of departure at kth up station,

0-1 variable, if the i-th row down train advances into kth k downlink interval at jth row down train, its value is taken as 0, otherwise is 1, and i ≠ j,

0-1 variable, if the i-th row up train advances into kth k uplink interval at the jth up train, its value is taken as 0, otherwise is 1, and i ≠ j,

0-1 variable, if the i-th row down train passes through at a kth descending station, is taken as 0, otherwise is 1,

0-1 variable, if the i-th row up train passes through at a kth up station, is taken as 0, otherwise is 1,

2. a kind of high speed rail train operation method of adjustment based on feedback regulation according to claim 1, is characterized in that, in described step (3), the method for conflict resolution is as follows:

(3a) train operation conflict tolerance is carried out;

(3b) train operation conflict resolution order is determined;

(3c) according to the Removing Tactics of single conflict, one of them conflict resolution cost is calculated;

(3d) that formulates this conflict clears up scheme;

(3e) judge whether that the scheme of clearing up of all conflicts is determined, if that has determined all conflicts clears up scheme, this conflict resolution process terminates, if do not determined all conflicts clear up scheme, then repeat step (3c) ~ (3e).

3. a kind of high speed rail train operation method of adjustment based on feedback regulation according to claim 2, is characterized in that, described determine train operation conflict resolution order be according to conflict severity sort from high to low.

4. a kind of high speed rail train operation method of adjustment based on feedback regulation according to claim 3, is characterized in that, the Removing Tactics of described single conflict is translation operation line, exchanges travel line, changes at least one stopped and in overtaking.