CN110155126A - An integrated optimization method for high-speed train dispatching and control under temporary speed limit - Google Patents

Abstract

The invention provides an integrated optimization method for high-speed train dispatching and control under temporary speed limit. The method includes: configuring and optimizing the train operation adjustment map and the basic parameters of the railway line topology, signal system and train dynamic characteristics required by the speed curve; configuring the basic data of the temporary speed limit scene; according to the railway line topology, signal system characteristics, train The basic parameters of the dynamic characteristics and the basic data of the temporary speed limit scene establish the integrated optimization model of train operation adjustment and driving control under the condition of temporary speed limit, and use mixed integer linear programming to solve the integrated optimization model of train operation adjustment and driving control, and obtain Adjustment map of train operation with locking time and speed curve of each train. The present invention can automatically compile and provide the train operation adjustment diagram and speed curve with lock-up time when the operation of the high-speed railway is disturbed by the temporary speed limit, and can ensure the optimization and implementability of the train adjustment plan and the recommended speed operation curve .

Description

An integrated optimization method for high-speed train dispatching and control under temporary speed limit

technical field

The invention relates to the technical field of train operation adjustment and control, in particular to an integrated optimization method for high-speed train dispatching and control under temporary speed limit.

Background technique

As a green travel mode with large capacity, low energy consumption and high efficiency, the high-speed railway system occupies an important position in the public transportation system. By the end of 2017, the total mileage of my country's high-speed railways had exceeded 22,000 kilometers. With the opening of more high-speed rail lines and the increase of train speed, the negative impact of wind, rain, snow, earthquake and other natural disasters on the safety and efficiency of train operation is becoming more and more significant. When the disaster monitoring system sends out early warning and alarm information, issuing a temporary speed limit order is an effective measure to control the speed of the train and ensure the safety of the train.

The reduction in operating speed will increase the operating time of the train on the temporary speed limit section and cause the train to be delayed. At this time, the key task of the train dispatcher is to adjust the affected train schedule and further reduce the potential negative impact. The train driver monitors the running status of the train according to the dispatch order, manually drives the train and feeds back a confirmation signal. The "two-tier" control method of dispatching command control and train operation control under severe weather conditions will reduce the recovery ability of the operation and cannot guarantee the global optimal solution of the two.

Existing train operation adjustment models do not take train driving control details into consideration. In view of this, in order to improve the emergency response capability of high-speed railway under temporary speed limit, an integrated optimization method of high-speed train operation adjustment and driving control under temporary speed limit is urgently needed to realize the optimization of train adjustment plan and recommended speed operation curve and implementability.

Contents of the invention

Embodiments of the present invention provide an integrated optimization method for high-speed train dispatching and control under temporary speed limit, so as to overcome the problems in the prior art.

In order to achieve the above object, the present invention adopts the following technical solutions.

An integrated optimization method for high-speed train dispatching and control under temporary speed limit, comprising:

Configure the basic parameters of railway line topology, signaling system and train dynamics characteristics required for optimizing train operation adjustment diagram and speed curve;

Configure basic data for temporary speed limit scenarios;

An integrated optimization model of train operation adjustment and driving control under temporary speed limit conditions is established according to the railway line topology, signal system characteristics, basic parameters of train dynamic characteristics and temporary speed limit scene basic data, the integrated optimization model includes : Train temporary speed limit constraint model, train dynamics model based on discrete distance, train arrival and departure time model, train running interval calculation model based on track section locking time, track section capacity constraint model and objective function model;

The mixed integer linear programming is used to solve the integrated optimization model of train operation adjustment and driving control, and the train operation adjustment diagram with lock-up time and the speed curve of each train are obtained.

Preferably, the basic parameters of train dynamics characteristics required for the configuration optimization train operation adjustment map and speed curve include: high-speed railway line information, station information, line fixed speed limit information, track section information, initial timetable, train length , path, station stop time, train departure time window, minimum acceleration and maximum acceleration.

Preferably, the basic data of the temporary speed limit scene includes: temporary speed limit track section, temporary speed limit start time and end time, and temporary speed limit value.

Preferably, the train temporary speed limit constraint model is as follows:

ξ _f,i,j indicates whether the train f is affected by the temporary speed limit in the blocked section (i,j)

In order to judge whether the train f is affected by the temporary speed limit in the block section (i, j), when the train f has left the block section before the temporary speed limit in the block section (i, j), or the train f is at the end of the temporary speed limit Then the train will not be affected by ξ _f,i,j =0, otherwise the train will be affected by the temporary speed limit ξ _f,i,j =1.

Preferably, the train dynamics model based on discrete distance is as follows:

Divide each block partition into nd discrete intervals, on each block partition, there are nd+1 speed points, assuming that the acceleration of the train in a discrete interval remains consistent, the relationship between acceleration, speed and interval length is given by the following formula Show:

Where acc _{f, i, j, k} represent the acceleration value of the train f in the kth discrete interval of the block interval (i, j); v _{f, i, j, k} represent the acceleration value of the train f in the block interval (i, j). The velocity value of the kth velocity point, Indicates the length of each discrete interval on the block interval (i, j), and the relationship between the length of each discrete interval, the speed of entering and exiting the interval, and the running time in the discrete interval is shown in the following formula:

Where Δt _f,i,j,k represent the running time of train f in the kth discrete interval of the blocked interval (i,j);

Train running speed constraint:

(1) The train running speed cannot exceed the line fixed speed limit of each block zone

in is the fixed speed limit of the line where the block zone (i, j) is located;

(2) If the train is affected by the temporary speed limit in the block area (i, j), that is, ξ _{f, i, j} = 1, then the train

When passing through the temporary speed limit section, the temporary speed limit value cannot be exceeded;

in is the temporary speed limit value of block (i, j);

(3) The train speed continuity at the junction of two adjacent block zones should satisfy the following constraints

(4) Relationship between train speed and train stops

Where w _f,i,j represent the stop time of train f at block point (i,j).

Preferably, the train arrival and departure time model is as follows:

(1) The train departure time window constraints are as follows:

In the formula Indicates the moment when the train f arrives at the starting point o _f , and EST _f indicates the earliest departure time of the train at the starting station;

(2) The arrival and departure time constraints of trains in two adjacent block zones are as follows:

Where d _{f, i, j} represent the moment when train f arrives at the block interval (i, j), and a _{f, j, q} represent the moment when train f leaves the block interval (i, j);

(3) The calculation of train departure time is as follows:

Preferably, the train running interval calculation model based on the track section locking time is as follows:

1: Calculation of track section locking time

The track section locking time includes the route establishment time, reaction time, approach time, running time, clearing time and route unlock time, among which the route establishment time, reaction time and route unlock time are all fixed parameters, and the approach time , running time, and clearing time are calculated as follows:

Calculation close to time

The approach time is assumed to be 60s for both the arrival and departure lines at the station, and the calculation for the main line at the station and the main line at the section is as follows:

in Indicates the approach time of train f in the block interval (i, j), Indicates that the blocked interval (p, q) that train f passes is the interval where the blocked interval (i, j) is close to the forecast point;

Calculation of running time

in Indicates the running time of train f passing through the block interval (i, j);

Calculation of clearing time

in Indicates the clearing time of train f in the block interval (i, j);

2: Calculation of train running safety interval

The formula for calculating the pre-occupancy time of the blocking interval in the blocking interval is as follows:

Where g _{f, i, j} represent the pre-occupancy time of train f for the block interval (i, j);

Calculation of unlocking time in blocked interval

Where h _{f, i, j} represent the unlocking time of train f to the blocked section (i, j);

Calculation of the moment when the blocked interval starts to occupy the blocked interval

Where α _{f, i, j} represent the moment when train f starts to occupy the block interval (i, j);

Calculation of the time when the blocked interval ends and occupies the blocked interval

Where β _{f, i, j} represent the moment when train f finishes occupying the block interval (i, j).

Preferably, the track section capacity constraint model is as follows:

Where α _{f', i, j} are constants of train operation sequence, θ _{f, f', i, j} = 1 means that train f passes through the block interval (i, j) before train f', θ _{f, f', i, j} = 0 means that train f' passes through the block interval (i, j) before train f, and this constraint means that when train f passes through the block interval (i, j) before train f', train f' starts to occupy the block interval (i ,j) at time α _f',i,j must be greater than or equal to the time β _f,i,j at which train f finishes occupying block interval (i,j).

Preferably, the objective function model is as follows:

The objective function model will minimize the following objective function:

F _obj = λ ₁ × F _{obj, time} + λ ₂ × F _{obj, comf}

Wherein, λ ₁ and λ ₂ are weights;

In the objective function, F _{obj, time} is the part that minimizes the deviation between the time when the train in the adjusted train diagram arrives at the terminal station and the time when the train in the original train diagram arrives at the terminal station, and it is expressed as:

In the objective function, F _{obj, comf} is the part that minimizes the acceleration rate of the train speed curve, which expresses

Preferably, the mixed integer linear programming is used to solve the integrated optimization model of train operation adjustment and driving control, and obtain the train operation adjustment diagram with lock-up time and the speed curves of each train, including:

The linearization of the nonlinear constraint condition part in the integrated optimization model of train operation adjustment and driving control includes as follows:

1: Linearize the quadratic term

Linearize the quadratic term part v ² _f,i,j,k in the acceleration calculation of the train dynamics model based on the discrete distance, and introduce the variable y _f,i,j,k =v ² _{f,i,j, k} , the specific implementation method is as follows:

Where δ _{x, f, i, j, k} satisfy the following conditions:

0≤δ _x,f,i,j,k ≤1,x=1...m

δ _x,f,i,j,k -2×η _x,f,i,j,k ≤0

δ _x,f,i,j,k -ε×η _x,f,i,j,k ≥0

2: Linearize the real variable times the real variable term

Linearize the Δt _{f, i, j, k} × v _{f, i, j, k} part of the discrete interval distance calculation in the train dynamics model based on the discrete distance, and the specific implementation method is as follows:

In the first step, express the constraint as:

The second step is to introduce variables

The third step is to use the quadratic term linearization method to linearize the contained quadratic term;

3: Linearize if-then constraints

Linearize the if-the condition of the 0-1 variable part of whether the train in the train temporary speed limit constraint model is affected by the temporary speed limit, and the specific implementation method is as follows:

Among them, λ _{1, fij} , λ _{2, fi. j} should meet the following conditions:

ξ _{e, i, j} = λ _{1, fij} × λ _{2, fij}

-λ _1,fij +ξ _f,i,j ≤0

-λ _2,fij +ξ _f,i,j ≤0

λ _1,fij +λ _2,fij -ξ _f,i,j ≤1

4: Input the configuration parameters, use mixed integer linear programming to solve the integrated optimization model of train operation adjustment and driving control, obtain the optimal solution, and obtain the optimized train of the high-speed railway train under the condition of temporary speed limit disturbance according to the optimal solution Run the adjustment plan and provide the driver/ATO with a recommended train speed profile.

It can be seen from the technical solutions provided by the above-mentioned embodiments of the present invention that the embodiments of the present invention automatically compile and provide train operation adjustment diagrams and speed curves with locking time when the operation of the high-speed railway is disturbed by temporary speed limits, and The integrated optimization of the adjustment plan and the operation curve can not only ensure the optimization and implementability of the train adjustment plan and the recommended speed operation curve, but also significantly reduce the interference of the temporary speed limit on the train operation.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and will become apparent from the description, or may be learned by practice of the invention.

Description of drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For Those of ordinary skill in the art can also obtain other drawings based on these drawings without making creative efforts.

Fig. 1 is the processing flowchart of the integrated optimization method of high-speed train dispatching and control under a kind of temporary speed limit provided by the embodiment of the present invention;

Fig. 2 is a schematic diagram of a train passing a temporary speed limit provided by an embodiment of the present invention;

Fig. 3 is a schematic diagram of the locking time of a train track section provided by an embodiment of the present invention;

Fig. 4 is a schematic diagram of a train running safety interval provided by an embodiment of the present invention;

Fig. 5 is an adjusted train running diagram with track section locking time provided by an embodiment of the present invention;

Figure 6(a)(b)(c)(d) is a train operation curve corresponding to an adjusted train operation diagram with track section locking time provided by an embodiment of the present invention.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

Those skilled in the art will understand that unless otherwise stated, the singular forms "a", "an", "said" and "the" used herein may also include plural forms. It should be further understood that the word "comprising" used in the description of the present invention refers to the presence of said features, integers, steps, operations, elements and/or components, but does not exclude the presence or addition of one or more other features, Integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Additionally, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Those skilled in the art can understand that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It should also be understood that terms such as those defined in commonly used dictionaries should be understood to have a meaning consistent with the meaning in the context of the prior art, and unless defined as herein, are not to be interpreted in an idealized or overly formal sense explain.

In order to facilitate the understanding of the embodiments of the present invention, several specific embodiments will be taken as examples for further explanation below in conjunction with the accompanying drawings, and each embodiment does not constitute a limitation to the embodiments of the present invention.

Embodiment one

An embodiment of the present invention provides a method for integrating operation adjustment and driving control of a high-speed railway train under a temporary speed limit. The method mainly includes: establishing an integrated optimization model of train operation adjustment and driving control under the condition of temporary speed limit according to the topological structure and signal system characteristics of China's high-speed railway line, temporary speed limit information and train dynamics characteristics, the integrated optimization model Including: train temporary speed limit constraint model, train dynamics model based on discrete distance, train arrival and departure time model, train running interval calculation model based on track section locking time, track section capacity constraint model and objective function model; A mixed integer programming algorithm is used to solve the integrated optimization model, obtain an optimized train operation adjustment plan for the high-speed railway train under the temporary speed limit disturbance situation, and provide a recommended speed curve for the driver/ATO (Automatic TrainOperation, automatic train driving system).

In order to realize the above-mentioned operation diagram preparation method, the processing flow of a high-speed train dispatching and control integrated optimization method under temporary speed limit provided by the embodiment of the present invention is shown in Figure 1, including the following processing steps:

Step S10 , configure and optimize the train operation adjustment map and the speed curve required for the topology of the railway line, the signal system and the basic parameters of the dynamic characteristics of the train.

Step S20, configuring the basic data of the temporary speed limit scene.

Step S30, establishing an integrated optimization model of train operation adjustment and driving control under temporary speed limit conditions according to the railway line topology, signal system characteristics, basic parameters of train dynamic characteristics, and temporary speed limit scene basic data. The optimization model includes: train temporary speed limit constraint model, train dynamics model based on discrete distance, train arrival and departure time model, train running interval calculation model based on track section locking time, track section capacity constraint model and objective function model .

Step S40 , using mixed integer linear programming to solve the above-mentioned integrated optimization model, and obtain the train operation adjustment map with lock-up time and the speed curves of each train.

Further, the basic parameters required for the train operation adjustment map and speed curve configured in step S10 include:

Configure the basic parameters required for the integrated optimization model according to the actual high-speed railway line topology, signal system, and train dynamics characteristics. The basic parameters include high-speed railway line information, station information, line fixed speed limit information, track section information, initial Timetable, train length, route, station stop time, train departure time window, minimum acceleration and maximum acceleration.

Further, the temporary speed limit scene basic data configured in step S20 includes:

The basic data of the temporary speed limit scene includes the temporary speed limit track section, the start time and end time of the temporary speed limit, and the temporary speed limit value.

Further, the integrated optimization model of train operation adjustment and driving control under the condition of temporary speed limit described in step S30 includes:

1: Train temporary speed limit constraint model:

ξ _f,i,j indicates whether the train f is affected by the temporary speed limit in the blocked section (i,j)

Fig. 2 is a schematic diagram of a train passing through a temporary speed limit provided by an embodiment of the present invention. As shown in Fig. 2, in order to judge whether the train f is affected by the temporary speed limit in the blocked section (i, j), when the train f is in the blocked section (i,j) If the train has already left the block area before the temporary speed limit starts, or the train enters the block area after the temporary speed limit ends, the train will not be affected ξ _f,i,j = 0, otherwise the train will Will be affected by the temporary speed limit ξ _f,i,j =1. This logical relationship can be represented by the following constraints:

where d _f,i,j represent the time when train f leaves the block (i,j), a _f,i,j represent the time when train f arrives at the block (i,j), and t _sta represents the moment when the temporary speed limit starts , t _end indicates the moment when the temporary speed limit ends.

2: Train dynamics model based on discrete distance:

Divide each block partition into nd discrete intervals, on each block partition, there are nd+1 speed points, the embodiment of the present invention assumes that the acceleration of the train on a discrete interval is consistent, and the acceleration is consistent with the speed and interval length The relationship looks like this:

Where acc _{f, i, j, k} represent the acceleration value of the train f in the kth discrete interval of the block interval (i, j), and v _{f, i, j, k} represent the acceleration value of the train f in the block interval (i, j). The velocity value of the kth velocity point, Indicates the length of each discrete interval on the occluded interval (i, j). The relationship between the length of each discrete interval and the entry and exit speeds of the interval and the running time in the discrete interval can be expressed as:

Where Δt _f,i,j,k represents the running time of train f in the kth discrete interval of the blocked interval (i,j).

Train running speed constraint:

(1) The train running speed cannot exceed the line fixed speed limit of each block zone

in is the fixed speed limit of the line where the block partition (i, j) is located.

(2) If the train is affected by the temporary speed limit in the block zone (i, j) (ie ξ _{f, i, j} = 1), then the column

When a vehicle passes through the temporary speed limit section, it cannot exceed the temporary speed limit value.

in is the temporary speed limit value of block point (i, j).

(3) The train speed continuity at the junction of two adjacent block zones should satisfy the following constraints

(4) Relationship between train speed and train stops

Where w _f,i,j represent the stop time of train f at block point (i,j)

3: Train arrival and departure time model

(1) Train departure time window constraints

In the formula Indicates the moment when train f arrives at the starting point o _f , and EST _f indicates the earliest departure time of the train at the starting station.

(2) Arrival and departure time constraints of trains in two adjacent block zones

Where d _{f, i, j} represent the moment when train f arrives at the block interval (i, j), and a _{f, j, q} represent the moment when train f leaves the block interval (i, j).

(3) The calculation of train departure time is as follows

4: Calculation model of train running interval based on track section locking time

(1) Calculation of track section locking time

Fig. 3 is the locking time of a train track section provided by the embodiment of the present invention. As shown in Fig. 3, the locking time includes route establishment time, reaction time, approach time, running time, clearance time, and route unlocking Time has 6 time elements, among which the route establishment time, reaction time, and route unlocking time are all fixed parameters. The calculations for approach time, run time, and clear time are as follows:

Calculation close to time

The approach time is assumed to be 60s for both the arrival and departure lines at the station, and the calculation for the main line at the station and the main line at the section is as follows:

in Indicates the approach time of train f in the block interval (i, j), Indicates that the block section (p, q) passed by the train f is the block section (i, j) where the approach warning point is located. The setting of approaching the warning point refers to the braking performance and running speed of the train.

Calculation of running time

in Indicates the running time of train f passing through the block interval (i, j). The process of passing may be a process of not stopping, or a process of stopping and then starting to pass. It depends on where the block is on the line, whether it's in a section, or at a station.

Calculation of clearing time

in Indicates the clearing time of train f in the block interval (i, j).

(2) Calculation of train running safety interval

Fig. 4 is a schematic diagram of a train running safety interval provided by an embodiment of the present invention, and the calculation formula for pre-occupied blocking interval time in the blocked interval is as follows:

Where g _{f, i, j} represent the pre-occupancy time of train f for the block section (i, j).

Calculation of unlocking time in blocked interval

Where h _{f, i, j} represent the unlocking time of train f to the blocked section (i, j).

Calculation of the moment when the blocked interval starts to occupy the blocked interval

Where α _{f, i, j} represent the moment when train f starts to occupy the block section (i, j).

Calculation of the time when the blocked interval ends and occupies the blocked interval

Where β _{f, i, j} represent the moment when train f finishes occupying the block interval (i, j).

5: Track section capacity constraint model:

Among them, α _{f', i, j} are constants of train operation sequence, θ _{f, f', i, j} = 1 means that train f passes through the block interval (i, j) before train f', θ _{f, f', i, j} = 0 means that train f' passes through the block section (i, j) before train f. This constraint means that when train f passes through the block interval (i, j) before train f', the time α _{f', i, j} when train f' starts to occupy the block interval (i, j) must be greater than or equal to the time when train f stops occupying the block Time β _f,i,j of interval (i,j).

6: Objective function model;

Further, the objective function model in step S30 includes:

The objective function model will minimize the following objective function:

F _obj = λ ₁ × f _{obj, time} + λ ₂ × f _{obj, comf}

Among them, λ ₁ and λ ₂ are weights.

In the objective function, F _{obj, time} is the part that minimizes the deviation between the time when the train arrives at the terminal station in the adjusted train diagram and the time when the train arrives at the terminal station in the original train diagram, which is expressed as:

In the objective function, F _{obj, comf} is the part that minimizes the acceleration rate of the train speed curve, which expresses

Further, as described in step S40, linearize the part of the nonlinear constraints in the optimization model to solve the optimization model by using mixed integer linear programming, obtain the optimized train operation adjustment plan of the high-speed railway train under the condition of temporary speed limit disturbance and provide the driver /ATO provides recommended speed profiles, including:

(1) Linearize the quadratic term

To the quadratic term in the acceleration calculation of the train dynamics model based on the discrete distance described in step S30 Partially linearized, introducing variables The specific implementation method is as follows:

Among them, δ _{x, f, i, j, k} should meet the following conditions:

0≤δ _x,f,i,j,k ≤1,x=1...m,

(2) Linearize the real variable multiplied by the real variable term:

In step S30, in the discrete interval distance calculation based on the train dynamics model of discrete distance

Δt _{f, i, j, k} × v _{f, i, j, k} are partly linearized, and the specific implementation method is as follows:

In the first step, express the constraint as:

The second step is to introduce variables

The third step is to use the quadratic term linearization method to linearize the contained quadratic term.

(3) Linearize if-then constraints

Carry out linearization to the if-the condition of the 0-1 variable part of whether the train in the train temporary speed limit constraint model is affected by the temporary speed limit in step S30, the specific implementation method is as follows:

Among them, λ _{1, fij} , λ _{2, fij} should meet the following conditions:

ξ _{e, i, j} = λ _{1, fij} × λ _{2, fij}

-λ _1,fij +ξ _f,i,j ≤0

-λ _2,fij +ξ _f,i,j ≤0

λ _1,fij +λ _2,fij -ξ _f,i,j ≤1.

(4) Input the configuration parameters, and solve the mixed integer linear programming optimization problem. If the optimization problem can obtain the optimal solution, output the optimal solution, and draw the recommended speed curve and the train operation diagram.

Embodiment two

According to the method of the embodiment of the present invention, a kind of adjusted train running diagram with track section locking time is shown in Figure 5, and its corresponding train running curve is shown in Figure 6 (a)(b)(c)(d) ) shown. The abscissa in Figure 6 is the operating time of the high-speed railway line, from 6:00 p.m. to 6:50 p.m., and the ordinate is the space, that is, the block zone. The gray blocks in Figure 6 represent the locking time in the block zone. In Fig. 6, the abscissa is the space, that is, the block partition, and the ordinate is the speed of the train (the unit is m/s).

In summary, the embodiment of the present invention realizes the automatic preparation of the optimized train operation adjustment plan and the acquisition of the recommended speed curve for high-speed railway trains under the condition of temporary speed limit disturbance, and has the following advantages:

1. The automatically compiled operation adjustment plan can meet constraints such as arrival and departure time, safety interval, train sequence, track section capacity, etc., to ensure the feasibility of the adjustment plan and reduce train delay time; the recommended speed curve can meet the requirements of the train on the track section The fixed speed limit and temporary speed limit requirements ensure the smooth running of trains under temporary speed limit conditions and ensure the comfort of passengers.

2. The train running interval calculation model based on the locking time can meet the refined requirements of high-speed railway system dispatching and command, and lay the foundation for the guarantee of high-speed railway line capacity under emergencies.

Those skilled in the art can understand that the accompanying drawing is only a schematic diagram of an embodiment, and the modules or processes in the accompanying drawing are not necessarily necessary for implementing the present invention.

It can be seen from the above description of the implementation manners that those skilled in the art can clearly understand that the present invention can be implemented by means of software plus a necessary general hardware platform. Based on this understanding, the essence of the technical solution of the present invention or the part that contributes to the prior art can be embodied in the form of software products, and the computer software products can be stored in storage media, such as ROM/RAM, disk , CD, etc., including several instructions to make a computer device (which may be a personal computer, server, or network device, etc.) execute the methods described in various embodiments or some parts of the embodiments of the present invention.

Each embodiment in this specification is described in a progressive manner, the same and similar parts of each embodiment can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device or system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and for relevant parts, refer to part of the description of the method embodiments. The device and system embodiments described above are only illustrative, and the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, It can be located in one place, or it can be distributed to multiple network elements. Part or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. It can be understood and implemented by those skilled in the art without creative effort.

The above is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present invention can easily think of changes or Replacement should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the protection scope of the claims.

Claims (10)

1. the integrated optimization method of high-speed rail train scheduling and control under a kind of temporary speed limitation characterized by comprising

Rail track topological structure, signal system and train dynamics needed for configuration optimization adjusted train diagram figure and rate curve Learn characteristic underlying parameter；

Configure temporary speed limitation scene basic data；

According to the rail track topological structure, signal system characteristic, train dynamics characteristic underlying parameter and temporary speed limitation field Scape basic data establishes adjusted train diagram and Driving control Integrated optimization model under the conditions of temporary speed limitation, the integration Optimized model includes: train temporary speed-limiting restricted model, the Modeling Method for Train Dynamics based on discrete distance, train arrival and leaving moment mould Type, the Train Interval computation model based on the track section locking time, track section capacity consistency model and objective function Model；

The adjusted train diagram and Driving control Integrated optimization model are solved using mixed integer linear programming, obtain band The adjusted train diagram figure of locking time and each train speed curve.

2. the method according to claim 1, wherein the configuration optimization adjusted train diagram figure and rate curve Required train dynamics characteristic underlying parameter include: high-speed railway route information, station information, the fixed speed-limiting messages of route, Track section information, initial time table, train length, path, stand in dwell time, train departure time window, minimum acceleration With peak acceleration.

3. the method according to claim 1, wherein the temporary speed limitation scene basic data includes: interim limit Fast track section, temporary speed limitation time started and end time, temporary speed limitation value.

4. method according to any one of claims 1 to 3, which is characterized in that the train temporary speed-limiting restricted model is such as Under:

ξ_f,i,jIndicate whether train f is influenced by temporary speed limitation in block section (i, j)

To judge whether train f is influenced by temporary speed limitation in block section (i, j), when train f is interim in block section (i, j) Speed limit has been moved off the block section or train and just enters the block section after temporary speed limitation before starting, then should Train will not be affected ξ_f,i,j=0, on the contrary train will influence ξ by temporary speed limitation_f,i,j=1.

5. according to the method described in claim 4, it is characterized in that, the Modeling Method for Train Dynamics based on discrete distance such as Under:

Each block section is divided into nd discrete segment, on each block section, there are nd+1 speed points, if train exists Acceleration on one discrete segment is consistent, and acceleration is shown below with speed, the relationship of siding-to-siding block length:

Wherein acc_f,i,j,kIndicate train f in the acceleration value of k-th of discrete segment of block section (i, j)；v_f,i,j,kIndicate column Vehicle f k-th of speed point of block section (i, j) velocity amplitude,Indicate each discrete segment on block section (i, j) Length, the length of each discrete segment and section enter, speed of going out and the discrete segment runing time relationship such as Shown in following formula:

Wherein Δ t_f,i,j,kIndicate train f in the runing time of k-th of discrete segment of block section (i, j)；

Train running speed constraint:

(1) train running speed is no more than the fixed speed limit of the route of each block section

WhereinThe fixation speed limit of route where block section (i, j)；

(2) if train is influenced in block section (i, j) by temporary speed limitation, i.e. ξ_f,i,j=1, then the train faces by this When speed limit section when, no more than temporary speed limitation value；

WhereinFor the temporary speed limitation value of occlusion point (i, j)；

(3) two neighboring block section intersection train speed continuity should meet following constraint

(4) relationship of train speed and train dwelling

Wherein w_f,i,jIndicate train f in the dwell time of occlusion point (i, j).

6. according to the method described in claim 5, it is characterized in that, the train arrival and leaving moment model is as follows:

(1) constraint of train departure time window is as follows:

In formulaIndicate that train f reaches starting point o_fAt the time of, EST_fIndicate that train originates the time in inception point earliest；

(2) two neighboring block section train arrival, departure time constraint are as follows:

Wherein d_{F, i, j}At the time of indicating that train f reaches block section (i, j), a_{F, j, q}Indicate that train f leaves block section (i, j) Moment；

(3) calculating of train departure time is as follows:

7. according to the method described in claim 6, it is characterized in that, between the train operation based on the track section locking time It is as follows every computation model:

1: the track section locking time calculates

The track section locking time include route settling time, the reaction time, time to approach, runing time, go out the clear time and into Road unlocked time, wherein route settling time, reaction time, route release time are preset parameter, when time to approach, operation Between, go out the clear time calculating it is as follows:

The calculating of time to approach

Time to approach arrives hair line AT STATION and is assumed to be 60s, and the calculating of main track and section main track is as follows AT STATION:

WhereinIndicate train f block section (i, j) time to approach,Indicate what train f passed through Block section (p, q) is block section (i, j) close to section where advance notice point；

The calculating of runing time

WhereinIndicate that train f passes through the runing time of block section (i, j)；

The calculating of clear time out

WhereinIndicate that train f goes out the clear time in block section (i, j)；

2: the calculating at train operating safety interval

The calculation formula that block section occupies the block section time in advance is as follows:

Wherein g_{F, i, j}Indicate train f to the pre- holding time of block section (i, j)；

The calculating of block section unlocked time

Wherein h_{F, i, j}Indicate train f to the unlocked time of block section (i, j)；

Block section starts to occupy the calculating at block section moment

Wherein α_{F, i, j}At the time of indicating that train f starts to occupy block section (i, j)；

Block section terminates to occupy the calculating at block section moment

Wherein β_{F, i, j}At the time of indicating that train f terminates to occupy block section (i, j).

8. the method according to the description of claim 7 is characterized in that the track section capacity consistency model is as follows:

Wherein α_f',i,jFor train operation sequence constant, θ_f,f',i,j=1 indicate train f before the train f ' by block section (i, J), θ_f,f',i,j=0 indicates that train f ' passes through block section (i, j) before train f, and the constraint representation is when train f is before train f ' When by block section (i, j), α at the time of train f ' starts to occupy block section (i, j)_f',i,jBeing greater than terminates equal to train f β at the time of occupying block section (i, j)_f,i,j。

9. according to the method described in claim 8, it is characterized in that, the target function model is as follows:

Target function model will minimize following objective function:

F_obj=λ₁×F_{Obj, time}+λ₂×F_{Obj, comf}

Wherein, λ₁And λ₂For weight；

F in objective function_{Obj, time}Be at the time of reaching terminal with route map of train train adjusted with former train operation Figure train is reached terminal the part that the deviation at moment is minimized, and is indicated are as follows:

F in objective function_{Obj, comf}It is the part minimized to train speed curve rate of acceleration change, indicates are as follows:

10. according to the method described in claim 9, it is characterized in that, the use mixed integer linear programming is to solve Adjusted train diagram and Driving control Integrated optimization model are stated, adjusted train diagram figure and each train with the locking time are obtained Rate curve, comprising:

The adjusted train diagram and Nonlinear Constraints part in Driving control Integrated optimization model are linearized, Include the following:

1: quadratic term is linearized

To the secondary item parts v in the acceleration calculation of the Modeling Method for Train Dynamics based on discrete distance² _f,i,j,kIt is linearized, Introduce variable y_f,i,j,k=v² _f,i,j,k, concrete methods of realizing is as follows:

Wherein δ_x,f,i,j,kMeet the following conditions:

0≤δ_x,f,i,j,k≤ 1, x=1...m

δ_x,f,i,j,k-2×η_x,f,i,j,k≤0

δ_x,f,i,j,k-ε×η_x,f,i,j,k≥0

2: real variable is linearized multiplied by real variable item

To the Δ t in the discrete segment distance calculating in the Modeling Method for Train Dynamics based on discrete distance_{F, i, j, k}×v_{F, i, j, k}Part It is linearized, concrete methods of realizing is as follows:

The first step, by the constraint representation are as follows:

Second step introduces variable

Third step linearizes contained quadratic term with quadratic term linearization technique；

3: if-then constraint is linearized

On the if-the condition for the 0-1 the variable part whether train in train temporary speed-limiting restricted model is influenced by temporary speed limitation It is linearized, concrete methods of realizing is as follows:

Wherein λ_{1, f.i.j}、λ_{2, f.i.j}The following conditions should be met:

ξ_{E, i, j}=λ_{1, f.i.j}×λ_{2, f.i.j}

-λ_1,f.i.j+ξ_f,i,j≤0

-λ_2,f.i.j+ξ_f,i,j≤0

λ_1,f.i.j+λ_2,f.i.j-ξ_f,i,j≤1

4: it is integrated with Driving control excellent to solve the adjusted train diagram using mixed integer linear programming for input configuration parameter Change model, obtain optimal solution, the column that High Speed Railway Trains optimize when temporary speed limitation disturbs are obtained according to the optimal solution Vehicle combustion adjustment plan, and provided for driver/ATO and recommend train speed curve.