CN110155126B - High-speed train dispatching and control integrated optimization method under temporary speed limit - Google Patents

High-speed train dispatching and control integrated optimization method under temporary speed limit Download PDF

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CN110155126B
CN110155126B CN201910477032.3A CN201910477032A CN110155126B CN 110155126 B CN110155126 B CN 110155126B CN 201910477032 A CN201910477032 A CN 201910477032A CN 110155126 B CN110155126 B CN 110155126B
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train
time
block
speed limit
block section
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CN110155126A (en
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孟令云
王义惠
龙思慧
李璇
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Beijing Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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Abstract

The invention provides a high-speed train dispatching and control integrated optimization method under temporary speed limit. The method comprises the following steps: configuring a railway line topological structure, a signal system and train dynamic characteristic basic parameters required by optimizing a train operation adjustment diagram and a speed curve; configuring basic data of a temporary speed limiting scene; according to the topological structure of the railway line, the characteristics of a signal system, the basic parameters of the dynamic characteristics of the train and the basic data of the temporary speed limiting scene, an integrated optimization model of train operation adjustment and driving control under the temporary speed limiting condition is established, a mixed integer linear programming is adopted to solve the integrated optimization model of train operation adjustment and driving control, and a train operation adjustment diagram with locking time and each train speed curve are obtained. The invention can automatically compile and provide the train operation adjusting diagram and the speed curve with the locking time under the condition that the operation of the high-speed railway is disturbed by the temporary speed limit, and can ensure the optimization and the practicability of the train adjusting plan and the recommended speed operation curve.

Description

High-speed train dispatching and control integrated optimization method under temporary speed limit
Technical Field
The invention relates to the technical field of train operation adjustment and control, in particular to a high-speed train scheduling and control integrated optimization method under temporary speed limit.
Background
As a green travel mode with large transportation capacity, low energy consumption and high efficiency, the high-speed railway system plays an important role in a public transportation system. By the end of 2017, the total mileage of high-speed railway operation in China breaks through 2.2 kilometers. With the opening of more high-speed railway lines and the improvement of the running speed of the train, the negative effects of natural disasters such as wind, rain, snow, earthquake and the like on the running safety and the running efficiency of the train are more and more obvious. When the disaster monitoring system sends out early warning and alarming information, issuing a temporary speed limiting command is an effective measure for controlling the running speed of the train and guaranteeing the running safety of the train.
The decrease in the operating speed will result in an increase in the train's operating time over the temporary speed limit section resulting in a delay of the train. At the moment, the key task of the train dispatcher is to adjust the affected train schedule and further reduce the potential negative influence, and the train driver monitors the train running state according to the dispatching command, drives the train manually and feeds back a confirmation signal. The two-tier control method of dispatch command control and train operation control in severe weather conditions can reduce the operation recovery capability and cannot ensure the global optimization solution of the two.
Existing train operation adjustment models do not take into account train driving control details. In view of this, in order to improve the emergency handling capability of the high-speed railway under the temporary speed limit, an integrated optimization method for train operation adjustment and driving control of the high-speed railway under the temporary speed limit is urgently needed to achieve optimization and feasibility of a train adjustment plan and a recommended speed operation curve.
Disclosure of Invention
The embodiment of the invention provides a high-speed train dispatching and control integrated optimization method under temporary speed limit, which aims to overcome the problems in the prior art.
In order to achieve the purpose, the invention adopts the following technical scheme.
A high-speed train dispatching and control integrated optimization method under temporary speed limit comprises the following steps:
configuring a railway line topological structure, a signal system and train dynamic characteristic basic parameters required by optimizing a train operation adjustment diagram and a speed curve;
configuring basic data of a temporary speed limiting scene;
according to the railway line topological structure, the signal system characteristic, the train dynamic characteristic basic parameter and the temporary speed limiting scene basic data, establishing a train operation adjustment and driving control integrated optimization model under the temporary speed limiting condition, wherein the integrated optimization model comprises the following steps: the method comprises the following steps of (1) a temporary train speed limit constraint model, a train dynamics model based on discrete distance, a train arrival and departure moment model, a train operation interval calculation model based on track section locking time, a track section capacity constraint model and an objective function model;
and solving the train operation adjustment and driving control integrated optimization model by adopting mixed integer linear programming to obtain a train operation adjustment diagram with locking time and each train speed curve.
Preferably, the train dynamics basic parameters required for configuring and optimizing the train operation adjustment map and the speed curve include: the system comprises high-speed railway line information, station information, line fixed speed limit information, track section information, an initial schedule, train length, a path, station stop time, a train departure time window, minimum acceleration and maximum acceleration.
Preferably, the temporary speed limit scene basic data includes: the temporary speed limit track section, the start time and the end time of the temporary speed limit and the temporary speed limit value.
Preferably, the train temporary speed limit constraint model is as follows:
ξf,i,jindicates whether the train f is affected by the temporary speed limit in the block section (i, j)
Figure GDA0002555204730000021
In order to judge whether the train f is influenced by the temporary speed limit in the block section (i, j), when the train f leaves the block subarea before the temporary speed limit in the block section (i, j) begins or the train enters the block subarea after the temporary speed limit is finished, the train is not influenced ξf,i,jOtherwise the train will be affected by the temporary speed limit ξf,i,j＝1。
Preferably, the discrete distance-based train dynamics model is as follows:
dividing each block subarea into nd discrete intervals, wherein nd +1 speed points exist in each block subarea, the acceleration of the train on one discrete interval is consistent, and the relationship between the acceleration, the speed and the interval length is shown as the following formula:
Figure GDA0002555204730000031
wherein accf,i,j,kRepresenting the acceleration value of the train f in the k discrete section of the block section (i, j); v. off,i,j,kA speed value of the train f at the k-th speed point of the block section (i, j),
Figure GDA0002555204730000032
the length of each discrete interval on the occlusion interval (i, j) is expressed by the following formula:
Figure GDA0002555204730000033
where Δ tf,i,j,kRepresenting the operation time of the train f in the k discrete section of the block section (i, j);
and (3) restricting the train running speed:
(1) the train running speed can not exceed the fixed speed limit of the line of each block subarea
Figure GDA0002555204730000034
Wherein
Figure GDA0002555204730000035
A fixed speed limit for the line in which the block partition (i, j) is located;
(2) if the train is affected by a temporary speed limit in the block zone (i, j), ξf,i,jWhen the train passes through the temporary speed limit section, the temporary speed limit value cannot be exceeded;
Figure GDA0002555204730000036
wherein
Figure GDA0002555204730000037
Is the temporary speed limit of the block partition (i, j);
(3) the speed continuity of the train at the junction of two adjacent block subareas meets the following constraint
Figure GDA0002555204730000038
(4) Train speed versus train stop
Figure GDA0002555204730000041
Wherein wf,i,jThe stop time of the train f in the block section (i, j) is shown.
Preferably, the train arrival time model is as follows:
(1) the train departure time window is constrained as follows:
Figure GDA0002555204730000042
in the formula
Figure GDA0002555204730000043
Indicating the arrival of the train f at the starting point ofTime of (EST)fRepresenting the earliest departure time of the train at the starting station;
(2) the arrival and departure time constraints of two adjacent block subareas are as follows:
Figure GDA0002555204730000044
wherein d isf,i,jIndicates the time a at which the train f leaves the block section (i, j)f,j,qIndicates the time when the train f reaches the block section (j, q);
(3) the train departure time is calculated as follows:
Figure GDA0002555204730000045
wherein, af,i,jThis indicates the time when the train f arrives at the block section (i, j).
Preferably, the train operation interval calculation model based on the track section locking time is as follows:
1: track section locking time calculation
The track section locking time comprises route establishing time, reaction time, approaching time, running time, clearing time and route unlocking time, wherein the route establishing time, the reaction time and the route unlocking time are all fixed parameters, and the approaching time, the running time and the clearing time are calculated as follows:
calculation of approach time
The approaching time is assumed to be 60s from the station to the departure line, and the calculation of the main line and the section main line at the station is as follows:
Figure GDA0002555204730000046
wherein
Figure GDA0002555204730000051
Indicates the approach time of the train f in the block section (i, j),
Figure GDA0002555204730000052
a block section (p, q) indicating that the train f passes through is a section where the block section (i, j) approaches the advance notice point;
calculation of run time
Figure GDA0002555204730000053
Wherein
Figure GDA0002555204730000054
Represents the running time of the train f passing through the block section (i, j);
calculation of the time of birth
Figure GDA0002555204730000055
Wherein
Figure GDA0002555204730000056
Indicating the clearing time of the train f in the block section (i, j);
2: calculation of train operation safety interval
The calculation formula of the block interval pre-occupied block interval time is as follows:
Figure GDA0002555204730000057
wherein g isf,i,jRepresents the pre-occupation time of the train f to the block section (i, j);
calculation of block interval unlock time
Figure GDA0002555204730000058
Wherein h isf,i,jIndicating the unlocking time of the train f to the block section (i, j);
calculation of time when block section starts to occupy block section
Figure GDA0002555204730000059
α thereinf,i,jIndicates the time when the train f starts to occupy the block section (i, j);
calculation of time when block section is occupied at end of block section
Figure GDA00025552047300000510
β thereinf,i,jThis indicates the time when the train f finishes occupying the block section (i, j).
Preferably, the track section capability constraint model is as follows:
Figure GDA00025552047300000511
α thereinf′，i，jConstant for train operation sequence, thetaf，f′，i，j1 indicates that the train f passes through the block section (i, j) before the train f', and θf，f′，i，jWhen the train f passes the block section (i, j) before the train f, the constraint indicates a time point α at which the train f starts occupying the block section (i, j) when the train f passes the block section (i, j) before the train f, where 0 indicates that the train f passes the block section (i, j), and the constraint indicates that the train f starts occupying the block section (i, j)f′，i，jTime β when train f ends occupying block section (i, j) or moref，i，j。
Preferably, the objective function model is as follows:
the objective function model will minimize the following objective function:
Fobj＝λ1×Fobj，time+λ2×Fobj，comf
wherein λ is1And λ2Is a weight;
in the objective function Fobj，timeThe deviation between the time when the train arrives at the terminal station and the time when the train arrives at the terminal station from the adjusted train operation diagram is minimized, and the deviation is expressed as follows:
Figure GDA0002555204730000061
in the objective function Fobj，comfIs the portion that minimizes the rate of change of acceleration of the train speed profile, which represents
Figure GDA0002555204730000062
Preferably, the method for solving the train operation adjustment and driving control integrated optimization model by using the mixed integer linear programming to obtain the train operation adjustment diagram with the locking time and each train speed curve comprises the following steps:
linearizing a nonlinear constraint condition part in the train operation adjustment and driving control integrated optimization model, wherein the linearizing process comprises the following steps:
1: linearizing a quadratic term
Quadratic component v in acceleration calculation of train dynamics model based on discrete distance2 f，i，j，kLinearization is carried out, and a variable y is introducedf，i，j，k＝ν2 f，i，j，kThe specific implementation method is as follows:
Figure GDA0002555204730000071
Figure GDA0002555204730000072
whereinx，f，i，j，kThe following conditions are satisfied:
0≤x，f，i，j，k≤1，x＝1...m
x，f，i，j，k-2×ηx，f，i，j，k≤0
x，f，i，j，k-×ηx，f，i，j，k≥0
Figure GDA0002555204730000073
Figure GDA0002555204730000074
2: linearizing a real variable multiplied by a real variable term
Delta t in distance calculation for discrete intervals in a discrete distance-based train dynamics modelf，i，j，k×Vf，i，j，kAnd (3) carrying out partial linearization, wherein the specific implementation method is as follows:
in a first step, the constraint is expressed as:
Figure GDA0002555204730000075
second step, introducing variables
Figure GDA0002555204730000076
Figure GDA0002555204730000077
Figure GDA0002555204730000078
Thirdly, linearizing the quadratic term contained by using a quadratic term linearization method;
3: linearizing if-then constraints
Linearizing if-the condition of 0-1 variable part of the train affected by the temporary speed limit in the temporary speed limit constraint model of the train, and concretely realizing the method as follows:
Figure GDA0002555204730000081
Figure GDA0002555204730000082
wherein λ1，f.i.j、λ2，f.i.jThe following conditions should be satisfied:
ξe，i，j＝λ1，f.i.j×λ2，f.i.j
-λ1，f.i.j+ξf，i，j≤0
-λ2，f.i.j+ξf，i，j≤0
λ1，f.i.j+λ2，f，i.j-ξf，i，j≤1
4: inputting configuration parameters, solving the train operation adjustment and driving control integrated optimization model by adopting mixed integer linear programming, obtaining an optimal solution, obtaining a train operation adjustment plan optimized under the condition of temporary speed limit disturbance of the high-speed railway train according to the optimal solution, and providing a recommended train speed curve for drivers/ATOs.
According to the technical scheme provided by the embodiment of the invention, the train operation adjustment diagram and the speed curve with the locking time are automatically compiled and provided under the condition that the operation of the high-speed railway is disturbed by the temporary speed limit, and the adjustment plan and the operation curve are integrally optimized, so that the optimization and the feasibility of the train adjustment plan and the recommended speed operation curve can be ensured, and the interference of the temporary speed limit on the train operation can be obviously reduced.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a processing flow chart of a high-speed train scheduling and control integrated optimization method under temporary speed limit provided by an embodiment of the invention;
fig. 2 is a schematic diagram of a train passing temporary speed limit provided by an embodiment of the invention;
FIG. 3 is a schematic diagram of locking times for a train track segment according to an embodiment of the present invention;
fig. 4 is a schematic diagram of a train operation safety interval according to an embodiment of the present invention;
FIG. 5 is a diagram of a train operating with adjusted locking times for track sections according to an embodiment of the present invention;
fig. 6(a), (b), (c) and (d) are train operation curves corresponding to the adjusted train operation diagram with track section locking time according to the embodiment of the present invention.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude 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. Further, "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.
It will be understood by those skilled in the art 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 will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
Example one
The embodiment of the invention provides a method for integrating operation adjustment and driving control of a high-speed railway train under temporary speed limit. The method mainly comprises the following steps: according to the topological structure of the Chinese high-speed railway line and the characteristics of a signal system, temporary speed limit information and train dynamics characteristics, an integrated optimization model for train operation adjustment and driving control under the temporary speed limit condition is established, and the integrated optimization model comprises the following steps: the method comprises the following steps of (1) a temporary train speed limit constraint model, a train dynamics model based on discrete distance, a train arrival and departure moment model, a train operation interval calculation model based on track section locking time, a track section capacity constraint model and an objective function model; and solving the integrated optimization model by adopting a mixed integer programming algorithm, obtaining a train operation adjustment plan optimized under the condition of temporary speed limit disturbance of the high-speed railway train, and providing a recommended speed curve for a driver/Automatic Train Operation (ATO).
In order to implement the above method for compiling an operation diagram, a processing flow of the method for optimizing dispatching and control of a high-speed train under temporary speed limit provided by the embodiment of the invention is shown in fig. 1, and includes the following processing steps:
and S10, configuring and optimizing railway line topological structures, signal systems and train dynamic characteristic basic parameters required by the train operation adjustment diagram and the speed curve.
And step S20, configuring the temporary speed limit scene basic data.
Step S30, establishing an integrated optimization model of train operation adjustment and driving control under the condition of temporary speed limit according to the railway line topological structure, the signal system characteristic, the train dynamics characteristic basic parameter and the temporary speed limit scene basic data, wherein the integrated optimization model comprises the following steps: the system comprises a temporary train speed limit constraint model, a train dynamics model based on discrete distance, a train arrival and departure moment model, a train operation interval calculation model based on track section locking time, a track section capacity constraint model and an objective function model.
And step S40, solving the integrated optimization model by adopting mixed integer linear programming, and acquiring a train operation adjustment diagram with locking time and each train speed curve.
Further, the basic parameters required by the train operation adjustment map and the speed curve configured in step S10 include:
basic parameters required by the integrated optimization model are configured according to the topological structure of the actual high-speed railway line, a signal system and the dynamic characteristics of the train, wherein the basic parameters comprise high-speed railway line information, station information, line fixed speed limit information, track section information, an initial schedule, train length, a path, in-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 temporary speed-limiting scene basic data comprises a temporary speed-limiting track section, the starting time and the ending time of the temporary speed limit and a temporary speed limit value.
Further, the train operation adjustment and driving control integrated optimization model under the temporary speed limit condition in step S30 includes:
1: the temporary speed limit constraint model of the train is as follows:
ξf,i,jindicates whether the train f is affected by the temporary speed limit in the block section (i, j)
Figure GDA0002555204730000111
Fig. 2 is a schematic diagram of a train passing through a temporary speed limit according to an embodiment of the present invention, and as shown in fig. 2, in order to determine whether a train f is affected by the temporary speed limit in a block section (i, j), when the train f leaves the block section before the temporary speed limit in the block section (i, j) begins, or the train enters the block section after the temporary speed limit ends, the train is not affected ξf,i,jOtherwise the train will be affected by the temporary speed limit ξf,i,j1. The logical relationship may be represented by the following constraints:
Figure GDA0002555204730000112
wherein d isf,i,jRepresents the time at which the train f leaves the block section (i, j), af,i,jRepresents the time, t, at which the train f arrives at the block partition (i, j)staTime, t, indicating the start of the temporary speed limitendIndicating the time at which the temporary speed limit ends.
2: train dynamics model based on discrete distance:
each block subarea is divided into nd discrete intervals, and nd +1 speed points exist on each block subarea, the embodiment of the invention assumes that the acceleration of a train on one discrete interval is consistent, and the relationship between the acceleration and the speed as well as the interval length is as follows:
Figure GDA0002555204730000121
wherein accf,i,j,kRepresents the acceleration value, v, of the train f in the k-th discrete section of the block section (i, j)f,i,j,kIndicates the speed of the train f at the k-th speed point of the block section (i, j)The value of the intensity of the light beam is calculated,
Figure GDA0002555204730000122
indicates the length of each discrete interval over the occlusion interval (i, j). The relationship between the length of each discrete interval and the interval entering and exiting speeds and the running time in the discrete interval can be expressed as:
Figure GDA0002555204730000123
where Δ tf,i,j,kThe operation time of the train f in the k-th discrete section of the block section (i, j) is shown.
And (3) restricting the train running speed:
(1) the train running speed can not exceed the fixed speed limit of the line of each block subarea
Figure GDA0002555204730000124
Wherein
Figure GDA0002555204730000125
Is a fixed speed limit for the line on which the block partition (i, j) is located.
(2) If the train is affected by the temporary speed limit in the block (i, j) (i.e. ξ)f,i,j1) the train cannot exceed the temporary speed limit while passing through the temporary speed limit section.
Figure GDA0002555204730000126
Wherein
Figure GDA0002555204730000127
Is the temporary speed limit of the block partition (i, j).
(3) The speed continuity of the train at the junction of two adjacent block subareas meets the following constraint
Figure GDA0002555204730000128
(4) Train speed versus train stop
Figure GDA0002555204730000131
Wherein wf，i，jRepresenting the stop time of the train f in the block section (i, j)
3: train arrival and departure time model
(1) Train departure time window constraint
Figure GDA0002555204730000132
In the formula
Figure GDA0002555204730000133
Indicating the arrival of the train f at the starting point ofTime of (EST)fIndicating the earliest departure time of the train at the origin station.
(2) Arrival and departure time constraints of two adjacent block subareas of trains
Figure GDA0002555204730000134
Wherein d isf，i，jIndicates the time a at which the train f leaves the block section (i, j)f，j，qThe time when the train f reaches the block section (j, q) is shown.
(3) The train departure time is calculated as follows
Figure GDA0002555204730000135
4: train operation interval calculation model based on track section locking time
(1) Track section locking time calculation
Fig. 3 is a locking time of a train track section according to an embodiment of the present invention, as shown in fig. 3, the locking time includes 6 time elements, i.e., a route establishing time, a response time, an approach time, an operating time, a departure time, and a route unlocking time, where the route establishing time, the response time, and the route unlocking time are all fixed parameters. The approach time, run time, and purge time are calculated as follows:
calculation of approach time
The approaching time is assumed to be 60s from the station to the departure line, and the calculation of the main line and the section main line at the station is as follows:
Figure GDA0002555204730000136
wherein
Figure GDA0002555204730000141
Indicates the approach time of the train f in the block section (i, j),
Figure GDA0002555204730000142
the block section (p, q) indicating the passage of the train f is a section in which the approach notice point of the block section (i, j) is located. The setting of the approaching forecast point refers to the braking performance and the running speed of the train.
Calculation of run time
Figure GDA0002555204730000143
Wherein
Figure GDA0002555204730000144
The operation time of the train f passing through the block section (i, j) is shown. The passing process may be a process without stopping the vehicle or a process of stopping the vehicle and then starting the passing process. Depending on the location of the block on the line, whether it is in a block or at a station.
Calculation of the time of birth
Figure GDA0002555204730000145
Wherein
Figure GDA0002555204730000146
The clear time of the train f in the block section (i, j) is shown.
(2) Calculation of train operation safety interval
Fig. 4 is a schematic diagram of a train operation safety interval provided by an embodiment of the present invention, where a calculation formula of a block interval pre-occupied time of the block interval is as follows:
Figure GDA0002555204730000147
wherein g isf，i，jThe pre-occupation time of the train f for the block section (i, j) is shown.
Calculation of block interval unlock time
Figure GDA0002555204730000148
Wherein h isf，i，jIndicates the unlocking time of the train f for the block section (i, j).
Calculation of time when block section starts to occupy block section
Figure GDA0002555204730000149
α thereinf，i，jThis indicates the time when the train f starts occupying the block section (i, j).
Calculation of time when block section is occupied at end of block section
Figure GDA0002555204730000151
Wherein β f，i，jThis indicates the time when the train f finishes occupying the block section (i, j).
5: track section capacity constraint model:
Figure GDA0002555204730000152
α thereinf′，i，jConstant for train operation sequence, thetaf，f′，i，j1 indicates that the train f passes through the block section (i, j) before the train f', and θf，f′，i，jThe constraint indicates a time α at which the train f' starts occupying the block section (i, j) when the train f passes the block section (i, j) before the train f, and indicates that the train f passes the block section (i, j) before the train ff′，i，jTime β when train f ends occupying block section (i, j) or moref，i，j。
6: an objective function model;
further, the objective function model in step S30 includes:
the objective function model will minimize the following objective function:
Fobj＝λ1×fobj，time+λ2×fobj，comf
wherein λ is1And λ2Are weights.
In the objective function Fobj，timeThe deviation between the time when the train arrives at the terminal station and the time when the train arrives at the terminal station from the adjusted train operation diagram is minimized, and the deviation is expressed as follows:
Figure GDA0002555204730000153
in the objective function Fobj，comfIs the portion that minimizes the rate of change of acceleration of the train speed profile, which represents
Figure GDA0002555204730000154
Further, in step S40, linearizing the nonlinear constraint condition part in the optimization model to solve the optimization model by using mixed integer linear programming, obtaining an optimized train operation adjustment plan of the high-speed train under the temporary speed limit disturbance condition, and providing a recommended speed curve for a driver/ATO, including:
(1) linearizing a quadratic term
For the discrete distance-based data set forth in step S30Second order term in acceleration calculation of train dynamics model
Figure GDA0002555204730000161
Partially linearized by introducing variables
Figure GDA0002555204730000162
The specific implementation method comprises the following steps:
Figure GDA0002555204730000163
Figure GDA0002555204730000164
whereinx，f，i，j，kThe following conditions should be satisfied:
0≤x，f，i，j，k≤1，x＝1...m，
Figure GDA0002555204730000165
Figure GDA0002555204730000166
(2) and (3) linearizing the real variable multiplied by a real variable term:
Δ t in calculating the distance between discrete sections in the discrete distance-based train dynamics model in step S30f，i，j，k×vf，i，j，kAnd (3) carrying out partial linearization, wherein the specific implementation method is as follows:
in a first step, the constraint is expressed as:
Figure GDA0002555204730000171
second step, introducing variables
Figure GDA0002555204730000172
Figure GDA0002555204730000173
Figure GDA0002555204730000174
And thirdly, linearizing the contained quadratic term by using a quadratic term linearization method.
(3) Linearizing if-then constraints
Linearizing if-the condition of 0-1 variable part of whether the train is influenced by the temporary speed limit in the temporary train speed limit constraint model in the step S30, wherein the specific implementation method is as follows:
Figure GDA0002555204730000175
Figure GDA0002555204730000176
wherein λ1，f.i.j、λ2，f.i.jThe following conditions should be satisfied:
ξe，i，j＝λ1，f.i.j×λ2，f.i.j
-λ1，f.i.j+ξf，i，j≤0
-λ2，f.i.j+ξf，i，j≤0
λ1，f.i.j+λ2，f，i.j-ξf，i，j≤1。
(4) inputting configuration parameters, solving the mixed integer linear programming optimization problem, outputting the optimal solution if the optimal solution can be obtained by the optimization problem, and drawing a recommended speed curve and a train operation diagram.
Example two
An adjusted train schedule with track segment locking times automatically programmed according to the method of embodiments of the present invention is shown in fig. 5, which corresponds to train schedule curves shown in fig. 6(a) (b) (c) (d). In fig. 6, the abscissa represents the operation time of the high-speed railway line from 6 pm to 6 pm at 50, and the ordinate represents the space, i.e., the block section, and the gray block in fig. 6 represents the locking time in the block section. In fig. 6, the abscissa is the space, i.e., the block section, and the ordinate is the speed of the train (in meters/second).
In summary, the embodiment of the invention realizes the automatic compilation of the optimized train operation adjustment plan and the acquisition of the recommended speed curve of the high-speed railway train under the condition of temporary speed limit disturbance, and has the following advantages:
1. the automatically compiled operation adjustment plan can meet the constraint conditions of arrival time, safety interval, train sequence, track section capacity and the like, the feasibility of the adjustment plan is ensured, and the delay time of the train is reduced; the recommended speed curve can meet the requirements of fixed speed limit and temporary speed limit of the train in the track section, the stable running of the train under the condition of the temporary speed limit is guaranteed, and the comfort of passengers is guaranteed.
2. The train operation interval calculation model based on the locking time can meet the fine requirement of the high-speed railway system dispatching command, and lays a foundation for guaranteeing the capacity of the high-speed railway line in an emergency.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (10)

1. A high-speed train dispatching and control integrated optimization method under temporary speed limit is characterized by comprising the following steps:
configuring a railway line topological structure, a signal system and train dynamic characteristic basic parameters required by optimizing a train operation adjustment diagram and a speed curve;
configuring basic data of a temporary speed limiting scene;
according to the railway line topological structure, the signal system characteristic, the train dynamic characteristic basic parameter and the temporary speed limiting scene basic data, establishing a train operation adjustment and driving control integrated optimization model under the temporary speed limiting condition, wherein the integrated optimization model comprises the following steps: the method comprises the following steps of (1) a temporary train speed limit constraint model, a train dynamics model based on discrete distance, a train arrival and departure moment model, a train operation interval calculation model based on track section locking time, a track section capacity constraint model and an objective function model;
and solving the train operation adjustment and driving control integrated optimization model by adopting mixed integer linear programming to obtain a train operation adjustment diagram with locking time and each train speed curve.
2. The method of claim 1, wherein configuring basic train dynamics parameters required to optimize the train operation adjustment map and the speed profile comprises: the system comprises high-speed railway line information, station information, line fixed speed limit information, track section information, an initial schedule, train length, a path, station stop time, a train departure time window, minimum acceleration and maximum acceleration.
3. The method of claim 1, wherein the temporary speed limit scenario base data comprises: the temporary speed limit track section, the start time and the end time of the temporary speed limit and the temporary speed limit value.
4. The method according to any one of claims 1 to 3, wherein the train temporary speed limit constraint model is as follows:
ξf,i,jindicates whether the train f is affected by the temporary speed limit in the block section (i, j)
Figure FDA0002555204720000011
In order to judge whether the train f is influenced by the temporary speed limit in the block section (i, j), when the train f leaves the block subarea before the temporary speed limit in the block section (i, j) begins or the train enters the block subarea after the temporary speed limit is finished, the train is not influenced ξf,i,jOtherwise the train will be affected by the temporary speed limit ξf,i,j＝1。
5. The method of claim 4, wherein the discrete distance based train dynamics model is as follows:
dividing each block subarea into nd discrete intervals, wherein nd +1 speed points exist in each block subarea, the acceleration of the train on one discrete interval is consistent, and the relationship between the acceleration, the speed and the interval length is shown as the following formula:
Figure FDA0002555204720000021
wherein accf,i,j,kRepresenting the acceleration value of the train f in the k discrete section of the block section (i, j); v. off,i,j,kA speed value of the train f at the k-th speed point of the block section (i, j),
Figure FDA0002555204720000022
the length of each discrete interval on the occlusion interval (i, j) is expressed by the following formula:
Figure FDA0002555204720000023
where Δ tf,i,j,kRepresenting the operation time of the train f in the k discrete section of the block section (i, j);
and (3) restricting the train running speed:
(1) the train running speed can not exceed the fixed speed limit of the line of each block subarea
Figure FDA0002555204720000024
Wherein
Figure FDA0002555204720000025
A fixed speed limit for the line in which the block partition (i, j) is located;
(2) if the train is affected by a temporary speed limit in the block zone (i, j), ξf,i,jWhen the train passes through the temporary speed limit section, the temporary speed limit value cannot be exceeded;
Figure FDA0002555204720000026
wherein
Figure FDA0002555204720000027
Is the temporary speed limit of the block partition (i, j);
(3) the speed continuity of the train at the junction of two adjacent block subareas meets the following constraint
Figure FDA0002555204720000031
(4) Train speed versus train stop
Figure FDA0002555204720000032
Wherein wf,i,jThe stop time of the train f in the block section (i, j) is shown.
6. The method of claim 5, wherein the train arrival time model is as follows:
(1) the train departure time window is constrained as follows:
Figure FDA0002555204720000033
in the formula
Figure FDA0002555204720000034
Indicating the arrival of the train f at the starting point ofTime of (EST)fRepresenting the earliest departure time of the train at the starting station;
(2) the arrival and departure time constraints of two adjacent block subareas are as follows:
Figure FDA0002555204720000035
wherein d isf,i,jIndicates the time a at which the train f leaves the block section (i, j)f,j,qIndicates the time when the train f reaches the block section (j, q);
(3) the train departure time is calculated as follows:
Figure FDA0002555204720000036
wherein, af,i,jThis indicates the time when the train f arrives at the block section (i, j).
7. The method of claim 6, wherein the train operating interval calculation model based on track segment locking times is as follows:
1: track section locking time calculation
The track section locking time comprises route establishing time, reaction time, approaching time, running time, clearing time and route unlocking time, wherein the route establishing time, the reaction time and the route unlocking time are all fixed parameters, and the approaching time, the running time and the clearing time are calculated as follows:
calculation of approach time
The approaching time is assumed to be 60s from the station to the departure line, and the calculation of the main line and the section main line at the station is as follows:
Figure FDA0002555204720000041
wherein
Figure FDA0002555204720000042
Indicates the approach time of the train f in the block section (i, j),
Figure FDA0002555204720000043
a block section (p, q) indicating that the train f passes through is a section where an approaching advance notice point of the block section (i, j) is located;
calculation of run time
Figure FDA0002555204720000044
Wherein
Figure FDA0002555204720000045
Represents the running time of the train f passing through the block section (i, j);
calculation of the time of birth
Figure FDA0002555204720000046
Wherein
Figure FDA0002555204720000047
Representing the clearing time of the train f in the block section (i, j);
2: calculation of train operation safety interval
The calculation formula of the block interval pre-occupied block interval time is as follows:
Figure FDA0002555204720000048
wherein g isf,i,jRepresents the pre-occupation time of the train f to the block section (i, j);
calculation of block interval unlock time
Figure FDA0002555204720000049
Wherein h isf,i,jIndicating the unlocking time of the train f to the block section (i, j);
calculation of time when block section starts to occupy block section
Figure FDA00025552047200000410
α thereinf,i,jIndicates the time when the train f starts to occupy the block section (i, j);
calculation of time when block section is occupied at end of block section
Figure FDA0002555204720000051
β thereinf,i,jThis indicates the time when the train f finishes occupying the block section (i, j).
8. The method of claim 7, wherein the track segment capability constraint model is as follows:
Figure FDA0002555204720000052
α thereinf',i,jConstant for train operation sequence, thetaf,f',i,j1 indicates that the train f passes through the block section (i, j) before the train f', and θf,f',i,jWhen the train f passes the block section (i, j) before the train f, the constraint indicates a time point α at which the train f starts occupying the block section (i, j) when the train f passes the block section (i, j) before the train f, where 0 indicates that the train f passes the block section (i, j), and the constraint indicates that the train f starts occupying the block section (i, j)f',i,jTime β when train f ends occupying block section (i, j) or moref,i,j。
9. The method of claim 8, wherein the objective function model is as follows:
the objective function model will minimize the following objective function:
Fobj＝λ1×Fobj,time+λ2×Fobi,comf
wherein λ is1And λ2Is a weight;
in the objective function Fobj,timeThe deviation between the time when the train arrives at the terminal station and the time when the train arrives at the terminal station from the adjusted train operation diagram is minimized, and the deviation is expressed as follows:
Figure FDA0002555204720000053
in the objective function Fobj,comfIs the portion that minimizes the rate of change of the acceleration of the train speed profile, and is represented as:
Figure FDA0002555204720000054
10. the method of claim 9, wherein the using mixed integer linear programming to solve the train operation adjustment and driving control integrated optimization model to obtain the train operation adjustment map with lock-up time and each train speed curve comprises:
linearizing a nonlinear constraint condition part in the train operation adjustment and driving control integrated optimization model, wherein the linearizing process comprises the following steps:
1: linearizing a quadratic term
Quadratic component v in acceleration calculation for a discrete distance-based train dynamics model2 f,i,j,kLinearization is carried out, and a variable y is introducedf,i,j,k＝v2 f,i,j,kThe specific implementation method is as follows:
Figure FDA0002555204720000061
Figure FDA0002555204720000062
whereinx,f,i,j,kThe following conditions are satisfied:
0≤x,f,i,j,k≤1,x＝1...m
x,f,i,j,k-2×ηx,f,i,j,k≤0
x,f,i,j,k-×ηx,f,i,j,k≥0
Figure FDA0002555204720000063
Figure FDA0002555204720000064
2: linearizing a real variable multiplied by a real variable term
Delta t in distance calculation for discrete intervals in a discrete distance-based train dynamics modelf,i,j,k×vf,i,j,kAnd (3) carrying out partial linearization, wherein the specific implementation method is as follows:
in a first step, the constraint is expressed as:
Figure FDA0002555204720000065
second step, introducing variables
Figure FDA0002555204720000066
Figure FDA0002555204720000071
Figure FDA0002555204720000072
Thirdly, linearizing the quadratic term contained by using a quadratic term linearization method;
3: linearizing if-then constraints
Linearizing if-the condition of 0-1 variable part of the train affected by the temporary speed limit in the temporary speed limit constraint model of the train, and concretely realizing the method as follows:
Figure FDA0002555204720000073
Figure FDA0002555204720000074
wherein λ1,f.i.j、λ2,f.i.jThe following conditions should be satisfied:
ξe,i,j＝λ1,f.i.j×λ2,f.i.j
-λ1,f.i.j+ξf,i,j≤0
-λ2,f.i.j+ξf,i,j≤0
λ1,f.i.j+λ2,f.i.j-ξf,i,j≤1
4: inputting configuration parameters, solving the train operation adjustment and driving control integrated optimization model by adopting mixed integer linear programming, obtaining an optimal solution, obtaining a train operation adjustment plan optimized under the condition of temporary speed limit disturbance of the high-speed railway train according to the optimal solution, and providing a recommended train speed curve for drivers/ATOs.
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