CN111791923A - Energy-saving-oriented single-track railway train scheduling method and system - Google Patents
Energy-saving-oriented single-track railway train scheduling method and system Download PDFInfo
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Abstract
An energy-saving single-track railway train scheduling method and system belong to the technical field of rail transit train operation control. Includes step S1: reading a planned train operation diagram from a train dispatching system, extracting train-to-transmission information from the planned operation diagram, and regenerating a feasible operation diagram according to the train-to-transmission information and a 'first-to-first' principle; step S2: optimizing all trains in the feasible operation diagram according to the time sequence and based on the rules to obtain an optimized train operation diagram; step S3: and returning to the step S1 to re-optimize the train operation diagram when the train late event occurs according to the current real-time train operation information. The invention considers the actual running condition of the train, optimizes the train process, reduces the train stop time at the station, dynamically optimizes the running chart in real time, generates a train speed optimization curve according to the time constraint of the running chart, improves the energy-saving efficiency of the train, and can expand the application range by setting the priority of the train.
Description
Technical Field
The invention relates to an energy-saving single-track railway train scheduling method and system, and belongs to the technical field of rail transit train operation control.
Background
Along with the improvement of environmental awareness and the increase of railway operation pressure of people, the energy consumption of trains is reduced by researching and applying related technical means, and more attention is paid. At present, both domestic and foreign countries have technical researches for train energy conservation, the foreign countries relate to the research on train energy conservation, the direction of the research mainly aims at optimizing train operation, namely, the optimal train operation speed is selected according to the type of a locomotive, the load of a train, the line condition, the transportation plan requirement and the like, so that the aim of energy conservation is fulfilled, and the research on a DAS (driver advisory System) system is wide and the technology is mature. A mature train driving auxiliary system is not provided in China. The study at home and abroad for the train dispatching of the single-track railway mainly aims at solving the train conflict and improving the transportation efficiency. The DAS capable of communicating with the control center provides a basic condition for scheduling optimization, but research for realizing energy saving by optimizing scheduling is still less.
Train scheduling is the core of railway transportation production organization, and the optimal scheduling of trains is an important means for realizing energy conservation and environmental protection of trains and improving the running efficiency of the trains. Therefore, an optimal driving scheduling plan can be formed according to the traffic flow direction, train marshalling and empty and heavy, train giving and transportation time requirements and the like, so that the purposes of saving power and reducing energy consumption are achieved. Due to the characteristics of the single-track railway, the process of enabling the train to stay at the station can be optimized by setting the priority of the train, the time for enabling the heavy train to stay at the station and the light train to stay at the station is shortened, time constraint is provided for optimizing the running speed curve of a train section, and energy-saving running of the train is realized. Because the train operation is influenced by many factors, uncertain factors exist in the departure and operation processes, the train can not be guaranteed to run completely according to the operation diagram, and the energy-saving effect is directly influenced.
Therefore, it is desirable to provide a single-track railway train dispatching method and system for energy conservation.
Disclosure of Invention
The invention aims to solve the technical problem of providing an energy-saving single-track railway train scheduling method, which considers the actual running condition of a train and dynamically optimizes a running chart in real time so as to improve the energy-saving efficiency. The invention aims to solve the other technical problem of providing an energy-saving single-track railway train dispatching system.
In order to solve the technical problems, the invention adopts the following technical scheme:
an energy-saving single-track railway train scheduling method comprises the following steps:
step S1: reading a planned train operation diagram from a train dispatching system, extracting train-to-transmission information from the planned operation diagram, and regenerating a feasible operation diagram according to the train-to-transmission information and a 'first-to-first' principle;
step S2: optimizing all trains in the feasible operation diagram according to the time sequence and based on the rules to obtain an optimized train operation diagram;
step S3: and returning to the step S1 to re-optimize the train operation diagram when the train late event occurs according to the current real-time train operation information.
Preferably, the planned operation diagram comprises train number, starting station, passing station, ending station, starting time and ending time, and train operation conflicts can exist in the planned operation diagram;
the feasible operation diagram is the operation diagram which meets the interval operation time requirement and solves the meeting conflict.
Preferably, the principle of 'first arrival first sending' is that the trains which arrive at the stations at the two ends of the target interval first enter the interval, and the trains which arrive later wait until the interval is free;
preferably, step S2 includes:
step S21: and searching for a meeting and giving event according to time, and for a light vehicle, giving a heavy vehicle event, under the condition of meeting speed limit and preparation for route switching and departure of a station, prolonging the running time of the light vehicle in a section before the meeting and giving the station, shortening the stay time of the light vehicle in the meeting and giving the station, and correspondingly adjusting the running time of the next section after giving the station according to the influence condition.
Step S22: the method comprises the steps of searching for a meeting and giving event according to time, and giving a light vehicle event to a heavy vehicle, adjusting the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle to the light vehicle by prolonging the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle and/or reducing the running time of the light vehicle in the section before the meeting and giving the heavy vehicle to the light vehicle under the condition of meeting, and adjusting the running time of the next section after giving the heavy vehicle according to the influence condition.
Step S23: searching for a yield event according to time, searching for a light vehicle event for a heavy vehicle, and adjusting the heavy vehicle event not to the light vehicle event according to the step S22, under the condition of meeting speed limit and preparation for route switching and departure of a station, prolonging the running time of the heavy vehicle in the previous section of the yield station, shortening the stay time of the heavy vehicle in the yield station, and correspondingly adjusting the running time of the next section according to the influence condition.
Step S24: the single-track railway for mixed passenger and freight running is optimized on the basis of the established running chart of the passenger car.
Preferably, the current real-time running information of the train is information such as train number, total weight, length, locomotive type, running direction, located section or station, next section or station, speed limit in front of running and the like of the current running train.
Preferably, the generated optimized train operation diagram is transmitted to the vehicle-mounted terminal module as a constraint condition for optimizing the locomotive speed curve.
The invention provides an energy-saving single-track railway train dispatching system which comprises a dispatching information acquisition module, an optimized dispatching scheme calculation module, a vehicle-mounted terminal module, an LKJ data interface module, a station terminal module and a communication module.
The scheduling information acquisition module is used for reading the planned operation chart data in the train scheduling system, the module utilizes the display unit to display the scheduling information in the train scheduling system in real time, and the scheduling information comprises: the system comprises a planning schedule, a train priority, a train temporary speed limit, a section blocking, a station track occupation and the like, wherein the display information displayed by a display unit is obtained by a camera, the display information acquired by the camera is identified by a special image identification algorithm, and the display information is transmitted to an optimized scheduling scheme calculation module.
The LKJ data interface module is used for acquiring information such as current train number, position, total weight, length, locomotive type, running direction, train running historical data and the like from an LKJ system and transmitting the information to the optimal scheduling scheme calculating module.
And the optimized scheduling scheme calculation module optimizes the planned operation diagram based on the scheduling information provided by the scheduling information acquisition module and the information provided by the LKJ data interface module, prompts a dispatcher to confirm after the operation diagram is optimized, and sends the optimized operation diagram to the vehicle-mounted terminal module and the station terminal module after the confirmation.
The vehicle-mounted terminal module is used for receiving the optimized operation diagram output by the optimized scheduling scheme calculation module, generating an energy-saving optimized speed curve and a locomotive operation sequence, calculating train energy consumption corresponding to the optimized operation diagram according to the outgoing energy consumption characteristic information of the locomotive and by combining with the historical measured energy consumption data, and displaying the train energy consumption to a driver.
And the station terminal module is used for receiving the optimized operation diagram information output by the optimized scheduling scheme calculation module and presenting the optimized operation diagram information to an operator on duty in a graphic mode through a display unit.
The communication module is used for communication among the modules such as the optimized scheduling scheme calculation module, the vehicle-mounted terminal module, the LKJ data interface module, the station terminal module and the like.
The invention has the following beneficial effects:
the invention discloses an energy-saving single-track railway train scheduling method and system, which consider the actual running condition of a train, optimize the train process, reduce the train stop time at a station, dynamically optimize a running chart in real time, generate a train speed optimization curve according to the time constraint of the running chart and improve the train energy-saving efficiency. Meanwhile, the invention can also expand the application range by setting the priority of the train.
Drawings
The following describes embodiments of the present invention in further detail with reference to the accompanying drawings.
Fig. 1 is a flow chart of an energy-saving single-track railway train scheduling method according to the present invention.
Fig. 2 is a schematic diagram of optimization and adjustment of a heavy train scenario by a light train in an embodiment of the energy-saving single-track railway train scheduling method and system.
Fig. 3 is a schematic diagram illustrating that a heavy train and a light train can be optimally adjusted in a scene in an embodiment of the energy-saving single-track railway train scheduling method and system.
Fig. 4 is a schematic diagram of a power-saving single-track railway train dispatching system of the present invention.
Fig. 5 is a feasible operation diagram of the energy-saving single-track railway train scheduling method and system.
Fig. 6 is an optimized operation diagram of the energy-saving single-track railway train scheduling method and system.
FIG. 7 is a comparison of the run charts before and after the scheduling scheme optimization in the embodiment of the present invention.
Detailed Description
In order to more clearly illustrate the invention, the invention is further described below with reference to preferred embodiments and the accompanying drawings. Similar parts in the figures are denoted by the same reference numerals. It is to be understood by persons skilled in the art that the following detailed description is illustrative and not restrictive, and is not to be taken as limiting the scope of the invention.
Example 1: as shown in fig. 1,2, 3, 4, 5, 6 and 7, an energy-saving single-track railway train dispatching method includes:
step S1: and reading the planned train operation diagram from the train dispatching system, extracting train-to-transmission information from the planned operation diagram, and regenerating a feasible operation diagram according to the train-to-transmission information and a 'first-to-first' principle. The planned operation diagram comprises train number, starting station, passing station, ending station, starting time and ending time, and train operation conflicts can exist in the planned operation diagram. According to the planned operation diagram, departure events are searched according to the time sequence, and meeting conflicts are solved according to the principle that trains which arrive at stations at two ends of a target interval first enter the interval, and then the arriving trains wait until the interval is free. Considering that a certain time is required for switching the route of the train during the period that the train can give way at the station, the time constraint of route switching needs to be considered when generating a feasible solution. Assuming that there are M stations, the first station in the ascending is defined as station 1.
Assuming that train j stops at station m and train i passes, departure time of train i at station m
The following constraints must be satisfied:
wherein: t issThe time for switching the route of the station is,
Tppreparation time for departure (when the stop time is longer due to meeting at the intermediate station, a certain program is required before departure, and when the stop time is shorter, TpTake 0).
The feasible operation diagram is the operation diagram which meets the interval operation time requirement and solves the meeting conflict.
Step S2: optimizing all trains in the feasible operation diagram according to the time sequence and based on the rules to obtain an optimized train operation diagram;
step S21: and searching for a meeting and giving event according to time, and for a light vehicle, giving a heavy vehicle event, under the condition of meeting speed limit and preparation for route switching and departure of a station, prolonging the running time of the light vehicle in a section before the meeting and giving the station, shortening the stay time of the light vehicle in the meeting and giving the station, and correspondingly adjusting the running time of the next section after giving the station according to the influence condition.
The possible scheduling scheme would have a scenario as shown in fig. 2, where:
Definition of
And
the adjustment ranges of (a) and (b) are respectively:
and
aiming at the condition that the light vehicle can let the heavy vehicle in the feasible scheduling scheme, if the parking time of the light vehicle i exceeds 2Ts+TpIn this case, the train can be transported in a section of the train iLine time
And the train i stops for a time Δ T:
wherein the content of the first and second substances,
the stop time of the train i at the m stations.
Step S22: the method comprises the steps of searching for a meeting and giving event according to time, and giving a light vehicle event to a heavy vehicle, adjusting the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle to the light vehicle by prolonging the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle and/or reducing the running time of the light vehicle in the section before the meeting and giving the heavy vehicle to the light vehicle under the condition of meeting, and adjusting the running time of the next section after giving the heavy vehicle according to the influence condition.
Aiming at the condition that the 'heavy vehicle can lead to light vehicle' in the feasible scheduling scheme, the method can be divided into two optimization conditions according to the judgment condition whether the condition can be adjusted to 'light vehicle can lead to heavy vehicle', when the following conditions are met,
wherein the content of the first and second substances,
for the stopping time of the train j at the m station, the condition that the heavy train lets the light train "can be adjusted to" the light train lets the heavy train ", and then the specific optimization and adjustment steps are as follows:
(1) firstly, the first step is to
Increase Δ T3Comprises the following steps:
(2)
the variable quantity of (A) is:
(3) interval running time
The variable quantity of (A) is:
(4) interval running time
The variable quantity of (A) is:
ΔΤ6＝-(ΔT4+2Ts+Tp)
step S23: searching for a yield event according to time, searching for a light vehicle event for a heavy vehicle, and adjusting the heavy vehicle event not to the light vehicle event according to the step S22, under the condition of meeting speed limit and preparation for route switching and departure of a station, prolonging the running time of the heavy vehicle in the previous section of the yield station, shortening the stay time of the heavy vehicle in the yield station, and correspondingly adjusting the running time of the next section according to the influence condition.
When the following condition is not satisfied,
the scene that the heavy vehicle can lead the light vehicle cannot be adjusted to the scene that the light vehicle can lead the heavy vehicle, the stop time of the heavy vehicle can be only optimized, and the interval running time of the heavy vehicle
Can increase Delta T2At the same timeStop time of train j
Can reduce Delta T2，ΔT2The following equation should be satisfied:
step S24: the single-track railway for mixed passenger and freight running is optimized on the basis of the established running chart of the passenger car. The train with special operation requirements can obtain the priority right of passage by setting the priority of the train, and when the train can be optimized in the process, the train with high priority has the priority right of passage; other trains can be optimized on the basis of the train operation diagram with high priority.
Step S3: and returning to the step S1 to re-optimize the train operation diagram when the train late event occurs according to the current real-time train operation information. The current real-time running information of the train is information such as train number, total weight, length, locomotive type, running direction, located area or station, next area or station, running front speed limit and the like of the current running train. The invention can detect the actual departure event in real time, can predict the arrival time of the train at the next station according to the optimized train running speed curve when the departure event is detected, and returns to S1 when other departure events which are inconsistent with the optimized running chart are detected, optimizes the running chart again according to the current information, and transmits the optimized running chart to the vehicle-mounted terminal module and the station terminal module.
Example 2: as shown in fig. 1, fig. 2, fig. 3, fig. 4, fig. 5, fig. 6, and fig. 7, the system for energy-saving single-track railway train dispatching comprises a dispatching information acquisition module, an optimal dispatching scheme calculation module, a vehicle-mounted terminal module, an LKJ data interface module, a station terminal module, and a communication module, wherein the optimal dispatching scheme calculation module is connected with the dispatching information acquisition module, the LKJ data interface module, and the communication module is connected with the station terminal module and the vehicle-mounted terminal module.
The scheduling information acquisition module is used for reading planned operation diagram data in the train scheduling system, the module utilizes the display unit to display scheduling information in the train scheduling system in real time, utilizes the camera to acquire display information displayed by the display unit, utilizes a special image recognition algorithm to recognize the display information acquired by the camera, and transmits the display information to the optimized scheduling scheme calculation module, and the scheduling information comprises: schedule, train priority, temporary train speed limit, block, station track occupation, etc.
The LKJ data interface module is used for acquiring information such as current train number, position, total weight, length, locomotive type, running direction, train running historical data and the like from an LKJ system and transmitting the information to the optimal scheduling scheme calculating module.
And the optimized scheduling scheme calculation module optimizes the planned operation diagram based on the scheduling information provided by the scheduling information acquisition module and the current train information provided by the LKJ data interface module. The optimization process comprises the following steps: reading a planned train operation diagram from a train dispatching system, extracting train-to-transmission information from the planned operation diagram, and regenerating a feasible operation diagram according to the train-to-transmission information and a 'first-to-first' principle; optimizing all trains in the feasible operation diagram according to the time sequence and based on the rules to obtain an optimized train operation diagram; and returning to the first step when a train late event occurs according to the current real-time running information of the train, and re-optimizing the train running chart. And prompting a dispatcher to confirm after the optimization of the running chart is completed, and sending the optimized running chart to the vehicle-mounted terminal module and the station terminal module after the confirmation.
The vehicle-mounted terminal module is used for receiving the optimized operation diagram output by the optimized scheduling scheme calculation module, generating an energy-saving optimized speed curve and a locomotive operation sequence, calculating train energy consumption corresponding to the optimized operation diagram according to the outgoing energy consumption characteristic information of the locomotive and by combining with the historical measured energy consumption data, and displaying the train energy consumption to a driver.
Because the stop or passing scheme of the train at the station changes after the train dispatching scheme is adjusted, only considering the running energy consumption of the train interval is not enough when the train energy consumption is calculated, and the train slave unit needs to be calculated independentlySpeed 0 accelerates to the inter-station running average speed
The required traction energy consumption. Therefore, a train dynamics model needs to be established, and the train dynamics model can be expressed as:
wherein v is the speed of the train (unit: M/s), t is the time (unit: s), u is the traction or braking force of the train (unit: newtons), r (v) is the basic resistance of the train (unit: newtons), w is the additional resistance of the train (unit: newtons), and M is the total weight of the train (unit: Kg). Since the additional resistance during the train outbound start phase is primarily ramp resistance, the additional resistance is defined as ramp resistance:
w＝g(x)
where g (x) is the ramp resistance (in newtons) of the train and x is the slope. The train traction energy consumption calculation formula is as follows:
wherein
I is train number, K (K is 1,2, …, K) is station number in ascending direction (station number from Longkong to Longkoxi is 1), T is running time (unit: second), and the calculated function is obtained
For train tractive mechanical energy (in joules), then the corresponding fuel consumption can be expressed as:
wherein eta is the thermal efficiency of the diesel engine and q is the calorific value of the diesel (unit: Joule/kg). If the stopping process of the train is increased at a certain station in the process, the train starting energy consumption needs to be calculated, and the train starting energy consumption is considered in the total energy consumption.
And the station terminal module is used for receiving the optimized operation diagram information output by the optimized scheduling scheme calculation module and presenting the optimized operation diagram information to an operator on duty in a graphic mode through a display unit.
The communication module is used for communication among the modules such as the optimized scheduling scheme calculation module, the vehicle-mounted terminal module, the LKJ data interface module, the station terminal module and the like.
In the following, the present invention is further explained by taking a single-track railway with a total length of 175 km and a total of 10 stations as a specific embodiment, where 20 trains in the up-down and down-down movement within 24 hours are taken as backgrounds at a given train departure interval, the up movement is a heavy vehicle, and the down movement is a light vehicle, and the simulation data set and obtained by the relevant parameters are shown in the following tables 1,2, 3 and 4:
TABLE 1 simulation parameters Table
| Parameter name | Parameter value | Parameter name | Parameter value |
| Train dead weight | 1190t | Calorific value of diesel oil | 42.6MJ/kg |
| Train load | 3000t | Thermal efficiency of locomotive | 30％ |
| Basic resistance parameter a | 0.2474 | Train departure interval | 1h |
| Basic resistance parameter b | 0.0364 | Route switching time | 1min |
| Basic resistance parameter c | 0.0008 |
TABLE 2 train section running information
TABLE 3 stop information of train station
TABLE 4 comparison of energy consumption before and after optimization
| Index name | Index value |
| Optimized front ascending train oil consumption (liter) | 992.1 |
| Optimized fuel consumption (liter) of ascending train | 862.7 |
| Energy saving rate of ascending train | 13.05％ |
| Optimized front down train oil consumption (liter) | 455.1 |
| Optimized fuel consumption (liter) of downstream train | 479.5 |
| Energy saving rate of down train | -5.36％ |
| Total energy saving rate | 7.26％ |
Under the condition of a given train departure interval, a feasible scheduling scheme is generated according to the principle of 'first-come first-serve' of the train, as shown in fig. 5, in the figure, a heavy train can be called, and a light train can be called. Each giving-up process is further optimized on the basis of a feasible scheduling scheme to generate an energy-saving giving-up scheme, as shown in fig. 6, table 2 compares the running time between trains before and after optimization, table 3 compares the train stop time before and after optimization, as can be seen from table 3, the optimized running scheme totally realizes that 'heavy vehicles are given by light vehicles', and fig. 7 shows the comparison of the running schemes before and after optimization. It can be seen from table 4 that, by adopting the technical scheme of the invention, the energy consumption of light trains is increased by 5.36%, the energy consumption of heavy trains is reduced by 13.05%, and the total energy consumption of all trains is reduced by 7.26%.
In conclusion, uncertainty in train operation is considered, single-track railway train scheduling energy-saving optimization is carried out based on real-time operation information of trains, the energy-saving efficiency is effectively improved by optimizing the train condition process and using time constraints in the optimized operation diagram as constraint conditions for train operation speed curve optimization, and meanwhile, the invention provides various parameter setting functions for users, and the users can adjust according to actual requirements and can meet energy-saving requirements under the mixed running condition of trains in various levels by setting train priorities.
It should be understood that the above-mentioned embodiments of the present invention are only examples for clearly illustrating the present invention, and are not intended to limit the embodiments of the present invention, and it will be obvious to those skilled in the art that other variations or modifications may be made on the basis of the above description, and all embodiments may not be exhaustive, and all obvious variations or modifications may be included within the scope of the present invention.
Claims (7)
1. An energy-saving single-track railway train scheduling method is characterized by comprising the following steps:
step S1: reading a planned train operation diagram from a train dispatching system, extracting train-to-transmission information from the planned operation diagram, and regenerating a feasible operation diagram according to the train-to-transmission information and a 'first-to-first' principle;
step S2: optimizing all trains in the feasible operation diagram according to the time sequence and based on the rules to obtain an optimized train operation diagram;
step S3: and returning to the step S1 to re-optimize the train operation diagram when the train late event occurs according to the current real-time train operation information.
2. The train dispatching method according to claim 1, wherein the planned operation diagram comprises train number, starting station, passing station, ending station, starting time and ending time, and train operation conflicts can exist in the planned operation diagram;
the feasible operation diagram is the operation diagram which meets the interval operation time requirement and solves the meeting conflict.
3. The energy-saving single-track railway train dispatching method as claimed in claim 1, wherein the principle of first arrival and first transmission is that the trains arriving first at the stations at the two ends of the target section enter the section first, and then the arriving trains wait until the section is free.
4. The energy-saving-oriented single-track railway train dispatching method as claimed in claim 1, wherein the step S2 comprises:
step S21: searching for a yield event according to time, searching for a heavy vehicle yield event for a light vehicle, prolonging the running time of the light vehicle in a section before a yield station under the condition of meeting speed limit and preparation for route switching and departure of the station, shortening the stay time of the light vehicle in the yield station, and correspondingly adjusting the running time of the next section after yield according to the influence condition;
step S22: searching for a meeting and giving event according to time, and searching for a heavy vehicle and a light vehicle, under the condition of meeting the speed limit and the preparation of station route switching and departure, adjusting the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle to the running time of the light vehicle in the section before the meeting and giving the heavy vehicle by prolonging the running time of the heavy vehicle in the section before the meeting and giving the heavy vehicle, and adjusting the running time of the next section after giving the heavy vehicle according to the influence condition;
step S23: searching for a yield event according to time, searching for a light vehicle event for a heavy vehicle, and adjusting the light vehicle event not to the heavy vehicle event according to the step S22, under the condition of meeting speed limit and preparation for route switching and departure of a station, prolonging the running time of the heavy vehicle in the previous section of the yield station, shortening the stay time of the heavy vehicle in the yield station, and correspondingly adjusting the running time of the next section after yield according to the influence condition;
step S24: the single-track railway for mixed passenger and freight running is optimized on the basis of the established running chart of the passenger car.
5. The energy-saving single-track railway train dispatching method as claimed in claim 1, wherein the current train real-time running information is train number, total weight, length, locomotive type, running direction, located section or station, next section or station, and speed limit information ahead of running of the current train.
6. The energy-saving oriented single-track railway train dispatching method as claimed in claim 1, wherein the optimized train operation diagram is generated and then transmitted to a vehicle-mounted terminal module as a constraint condition for locomotive speed curve optimization.
7. An energy-saving single-track railway train dispatching system is characterized by comprising a dispatching information acquisition module, an optimized dispatching scheme calculation module, a vehicle-mounted terminal module, an LKJ data interface module, a station terminal module and a communication module;
the scheduling information acquisition module is used for reading the planned operation chart data in the train scheduling system, the module utilizes the display unit to display the scheduling information in the train scheduling system in real time, and the scheduling information comprises: the method comprises the steps that a planning schedule, a train priority, a train temporary speed limit, a zone block and station track occupation are adopted, a camera is used for obtaining display information displayed by a display unit, a special image recognition algorithm is used for recognizing the display information collected by the camera, and the display information is transmitted to an optimized scheduling scheme calculation module;
the LKJ data interface module is used for acquiring current train number, position, total weight, length, locomotive type, running direction and train running historical data information from the LKJ system and transmitting the information to the optimal scheduling scheme calculation module;
the optimized scheduling scheme calculation module optimizes the planned operation diagram based on the scheduling information provided by the scheduling information acquisition module and the information provided by the LKJ data interface module, prompts a dispatcher to confirm after the operation diagram is optimized, and sends the optimized operation diagram to the vehicle-mounted terminal module and the station terminal module after the confirmation;
the vehicle-mounted terminal module is used for receiving the optimized operation diagram output by the optimized scheduling scheme calculation module, generating an energy-saving optimized speed curve and a locomotive operation sequence, calculating train energy consumption corresponding to the optimized operation diagram according to the outgoing energy consumption characteristic information of the locomotive and by combining with historical measured energy consumption data, and displaying the train energy consumption to a driver;
the station terminal module is used for receiving the optimized operation diagram information output by the optimized scheduling scheme calculation module and presenting the optimized operation diagram information to an operator on duty in a graphic mode through a display unit;
the communication module is used for communication among the modules of the optimized scheduling scheme calculation module, the vehicle-mounted terminal module, the LKJ data interface module and the station terminal module.
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Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113415324A (en) * | 2021-08-03 | 2021-09-21 | 东北大学 | Dynamic scheduling and operation control collaborative optimization method and system for high-speed train |
| CN113830143A (en) * | 2021-11-29 | 2021-12-24 | 中国铁道科学研究院集团有限公司通信信号研究所 | Day shift plan application method and device based on CTC system |
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| CN113415324A (en) * | 2021-08-03 | 2021-09-21 | 东北大学 | Dynamic scheduling and operation control collaborative optimization method and system for high-speed train |
| CN113830143A (en) * | 2021-11-29 | 2021-12-24 | 中国铁道科学研究院集团有限公司通信信号研究所 | Day shift plan application method and device based on CTC system |
| CN114044031A (en) * | 2021-12-21 | 2022-02-15 | 卡斯柯信号有限公司 | Automatic train diagram adjusting method, storage medium and electronic device |
| CN114044031B (en) * | 2021-12-21 | 2024-01-30 | 卡斯柯信号有限公司 | Automatic adjustment method for train running chart, storage medium and electronic equipment |
| CN115366957A (en) * | 2022-05-07 | 2022-11-22 | 深圳市永达电子信息股份有限公司 | Method and system for quickly acquiring information island information data based on locomotive running |
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