CN112784406A - Train tracking operation optimization method based on mobile block space-time occupancy zone model - Google Patents

Train tracking operation optimization method based on mobile block space-time occupancy zone model Download PDF

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CN112784406A
CN112784406A CN202110014051.XA CN202110014051A CN112784406A CN 112784406 A CN112784406 A CN 112784406A CN 202110014051 A CN202110014051 A CN 202110014051A CN 112784406 A CN112784406 A CN 112784406A
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train
speed
time
interval
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CN112784406B (en
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上官伟
盛昭
蔡伯根
宋鸿宇
王剑
陆德彪
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Beijing Jiaotong University
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    • G06—COMPUTING; CALCULATING OR COUNTING
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    • G06F30/20—Design optimisation, verification or simulation
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    • G06Q10/04—Forecasting or optimisation specially adapted for administrative or management purposes, e.g. linear programming or "cutting stock problem"
    • G06Q10/047—Optimisation of routes or paths, e.g. travelling salesman problem
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
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    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F2111/00—Details relating to CAD techniques
    • G06F2111/06—Multi-objective optimisation, e.g. Pareto optimisation using simulated annealing [SA], ant colony algorithms or genetic algorithms [GA]
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Abstract

The invention provides a train tracking operation optimization method based on a mobile block space-time occupancy zone model. The method comprises the following steps: before a train starts, a mobile block space-time occupancy zone model is established; obtaining the key speed of the train interval running process according to the relation between the mobile block space-time occupancy zone model and the train interval running speed-distance curve: outbound throat speed, inter-station cruise speed, idle end speed, and inbound throat speed; establishing a moving block space-time occupancy zone model for the train tracking operation according to the key speed of the train interval operation process, and acquiring an optimal operation line for the train tracking operation; and controlling the train to run according to the optimal running line of the train tracking running. The method adopts a mobile block space-time occupancy zone model, can utilize the track resources to the maximum extent, and improves the line transportation capacity; the method can be used for a train operation control system to guide the safe, efficient and energy-saving tracking operation of the high-speed train in the moving block mode.

Description

Train tracking operation optimization method based on mobile block space-time occupancy zone model
Technical Field
The invention relates to the technical field of high-speed train operation control, in particular to a train tracking operation optimization method based on a mobile block space-time occupancy zone model.
Background
Railway transportation has the advantages of large transportation capacity, high transportation speed, high safety degree, low transportation cost, small influence of weather and the like, and is in an important backbone status for a long time in the development process of passenger and cargo transportation in China. In recent years, high-speed railways have paid attention to more and more countries due to the advantages of large transportation capacity, safety, comfort, energy conservation, environmental protection, all-weather transportation and the like, and become one of important trends in world railway development and important signs of transportation modernization. By the end of 2019, the domestic high-speed rail operation mileage reaches 3.5 kilometers. Along with the rapid development of high-speed railways, the passenger transport demand is increasing day by day, and more advanced mobile blocking becomes the development direction of a train operation control mode.
The tracking operation of the high-speed train in the moving block mode is a multi-objective optimization process which needs to meet the requirements of safety, energy conservation, punctuality and the like at the same time, and all objectives in the process are mutually restricted and influenced. The train tracking interval is shortened, on one hand, the operation capacity of a line is increased, and on the other hand, the train tracking operation process is challenged. Therefore, how to more fully and reasonably utilize the track resources in terms of time and space utilization is a core problem of train tracking operation. The method comprehensively considers the running time cost and the energy consumption cost, reasonably plans a running line in the train tracking process from the perspective of space-time utilization of track resources, and adjusts an interval tracking strategy on line, and is essentially a multi-constraint multi-target optimization problem.
At present, in the prior art, no deep research is carried out on a high-speed train tracking operation method based on a space-time occupied zone.
Disclosure of Invention
The embodiment of the invention provides a train tracking operation optimization method based on a mobile block space-time occupancy zone model, which is used for guiding the safe, efficient and energy-saving tracking operation of a high-speed train in a mobile block mode.
In order to achieve the purpose, the invention adopts the following technical scheme.
A train tracking operation optimization method based on a mobile block space-time occupancy zone model comprises the following steps:
before a train starts, a mobile block space-time occupancy zone model is established;
obtaining the key speed of the train interval running process according to the relation between the mobile block space-time occupancy zone model and the train running speed-distance curve: outbound throat speed, inter-station cruise speed, idle end speed, and inbound throat speed;
establishing a space-time occupation zone model for the train tracking operation under the moving block according to the key speed of the train interval operation process, and acquiring an optimal operation line for the train tracking operation;
and controlling the train to run according to the optimal running line of the train tracking running.
Preferably, before the train starts, the establishing of the mobile block space-time occupancy zone model includes:
before a train starts, a distance-time curve of train operation is taken as a target object, a moving block space-time occupancy zone model is established, and block occupancy time t of the train at any position s is calculated according to the space-time occupancy zone modelm(s) the occlusion occupancy time is represented by a pre-occupancy time tm,1(s) and occupancy mitigation time tm,2(s) the pre-occupation time tm,1(s) comprises: pre-occupancy signal system reflection time, driver reaction time and deceleration braking time, said occupancy mitigation time tm,2(s) comprises: the reaction time of the occupied signal system and the time of the whole vehicle for leaving the track is eliminated;
Figure BDA0002886129530000021
wherein, tlRepresenting the pre-occupancy signal system reflection time, trRepresenting driver reaction time, v(s) being the speed at that location, b representing brake deceleration, tuIndicating the reaction time of the system for the release of occupancy signal,/tIndicating the train length.
Calculating according to the block occupation time of each position to obtain the upper limit and the lower limit of the space-time occupation zone of the whole operation interval of the train
Figure BDA0002886129530000031
T AB(s)。
Preferably, the key speed of the train interval running process is obtained according to the relationship between the mobile block space-time occupancy zone model and the train interval running 'speed-distance' curve: outbound throat speed, inter-station cruise speed, coast end speed, and inbound throat speed, including:
considering the limitation of train departure and crossing speed of the throat area of the train entering, establishing the relation between a train speed-distance curve and a moving block space-time occupancy zone model, and expressing the operation optimization process of a train interval as 8 operation stages: the method comprises a starting acceleration stage, an outbound throat constant speed stage, a traction acceleration stage, an interval cruise stage, an interval coasting stage, a near-stop braking stage, an inbound throat constant speed stage and an in-station parking stage, wherein the 8 operation stages are determined by 4 key speeds, and V is (V ═ V [ ((V {)sw vcr vcovbs)，vswShowing the outbound throat velocity, vcrIndicating inter-station cruising speed, vcoRepresenting the last coasting speed, vbsIndicating the inbound throat velocity.
Preferably, the start acceleration stage is a start acceleration of the train from a standstill to an outbound throat speed vsw，
Figure BDA0002886129530000032
Figure BDA0002886129530000033
The lateral allowable speed of the outbound throat turnout is obtained;
the exit throat is in the constant speed stage and is used for the train to run at the speed vswPassing through throat area at uniform speed;
the traction acceleration stage is used for accelerating the train in the stage, and the speed is from vswSpeed v of cruise between stationscrLast traction velocity vcr＜vmax，vmaxLimiting the speed of the current line;
the interval cruising stage is that the train cruises at the stage and the cruising speed vcrPassing at a constant speed;
the interval coasting stage is that the train coasts in the interval coasting stage, and after the coasting working condition, the speed of the train is controlled by vcrDown to the final idle speed vco；
The entering throat is in the constant speed stage, the train is braked near the station, and the speed is vcoDecrease to inbound throat velocity vbsLimited by lateral speed limit of turnout in throat area
Figure BDA0002886129530000041
Figure BDA0002886129530000042
The lateral speed limit of the turnout in the station entrance throat area is realized;
the stage of the throat of the station entering is a speed v for the trainbsPassing through throat area at uniform speed;
and the in-station parking stage is used for braking the train to stop in the station.
Preferably, the establishing a space-time occupancy zone model of the train tracking operation under the moving block according to the key speed of the train interval operation process to obtain the optimal operation line of the train tracking operation includes:
obtaining an occupancy zone upper and lower limit curve of the front train in the whole interval according to the mobile block space-time occupancy zone model and the key speed of the train interval in the running process
Figure BDA0002886129530000043
And tracking upper and lower limits of occupancy zones of the train
Figure BDA0002886129530000044
The space-time occupation zones of the leading train and the tracking train are respectively composed of 4 speed decision variables
Figure BDA0002886129530000045
And interval time I of train trackinghfDetermining;
according to the preceding train route
Figure BDA0002886129530000046
Surrounding space-time occupancy zone and train tracking
Figure BDA0002886129530000047
The enclosed space-time occupation zone establishes a space-time occupation zone model for tracking and running the train under the moving block, and a decision variable of the tracking and optimizing problem of the train in the same direction between stations is obtained: x ═ Ihf Vh Vf]1×9The decision variable X divides a running speed-distance curve between each train station into 8 stages, and the safety constraint of the train tracking process meets the requirement
Figure BDA0002886129530000048
Interval time I tracked by the trainhfMust satisfy the requirement of being larger than the train departure tracking interval IdTrain interval tracking departure interval IbAnd train station arrival tracking interval IaI.e. Ihf＞Imin＝max{Id,Ib,IaThe train station departure tracking interval IdThe time interval from the departure of a first train to the departure of the train in the same direction of the station; the train section tracking interval IbThe minimum interval time of the tracking operation of the train is referred to; train station arrival tracking interval IaFrom the first train to the stationThe minimum time interval of arrival time and arrival time of the backward trains in the same direction; and solving the train tracking optimization problem to obtain an optimal operation line of the train tracking operation before the train operation, wherein the optimal operation line is a distance-time curve.
Preferably, the method further comprises:
establishing a model description for train tracking operation optimization as follows:
min[E(X),T(X)]
performance index constraints:
Figure BDA0002886129530000051
and (3) train running state updating constraint:
Figure BDA0002886129530000052
the key speed constraint:
Figure BDA0002886129530000053
tracking interval initial constraint: i ishf＞Imin＝max{Id,Ib,Ia}
Space-time occupancy zone constraints:
Figure BDA0002886129530000054
sA≤s≤sB
wherein E ish,Th,Ef,TfRespectively representing energy consumption and time of operation of the train before and after, where sk，vkAnd tkRespectively representing the position, the speed and the time of the operation of the train at the end of the kth sampling interval; m is the mass of the train; gamma represents a train revolution mass coefficient; ft(v) And Br(v) Respectively representing the maximum traction force and the maximum common brake force of the train when the speed is v, and being determined by the traction and brake characteristics of the train; r (v)k,sk) Representing the resistance u associated with the current speed and track condition during the travel of the trainf,ub∈[0,1]Representing traction and braking coefficients, respectively;
in the process of tracking and running the train, acquiring static data and dynamic data of a preceding train and a tracked train, wherein the static data comprises characteristic parameters of traction and braking performance of the train, and the dynamic data comprises the current position, speed, remaining mileage, position deviation and speed deviation of the train, acquiring slope, curvature and tunnel data of a line, and acquiring an optimal running line for tracking and running the starting front train;
judging whether the running state of the tracked train conforms to the optimal running line of the train tracking running or not according to the acquired data, and if so, judging that the running state of the tracked train is a normal running state; otherwise, judging that the running state of the tracking train is an abnormal state;
and if the running state of the tracking train is abnormal, performing online adjustment on the tracking train by using a quantum evolution algorithm according to the optimized model of the train tracking running, and replanning the rest interval running plan of the tracking train.
Preferably, the online adjustment of the tracked train by using a quantum evolution algorithm according to the model for optimizing the train tracking operation and replanning the remaining interval operation plan of the tracked train comprises:
step 6.1, determining a decision variable of the remaining interval, and determining a key speed vector X of the remaining interval according to the current position of the tracked train;
step 6.2 Quantum bit coding, construction of quantum chromosome, population initialization
Figure BDA0002886129530000061
Wherein g is the current population generation number, the initialization time g is 1,
Figure BDA0002886129530000062
is the nth chromosome of the g generation, N is more than or equal to 1 and less than or equal to NpEach chromosome contains the consistent number of genes and the number of parameters in the solution decision variables;
step 6.3, generating a real number determination solution about the decision variables through decoding operation, and performing decoding operation on all chromosomes to obtain a decoded measurement population Q' (g);
6.4, calculating the population fitness of each individual according to the running time and energy consumption of the remaining interval;
6.5, performing variation operation on the population individuals by adopting a quantum revolving door, and updating all chromosomes to obtain a new generation of updated population Q (g + 1);
6.6 judging whether the algorithm is terminated according to the change of the fitness function and the maximum evolution algebra, and ending iteration when a termination condition is reached; if the termination condition is not met, the step 6.4 is returned.
And repeatedly executing the planning process, obtaining the optimal operation line of the train remaining interval through iterative optimization, outputting the key position suggested speed of the tracked train remaining interval, guiding the tracked train to operate in the remaining interval until the tracked train reaches an operation target station, and finishing the optimization of the train tracking process based on the mobile block space-time occupancy zone model.
According to the technical scheme provided by the embodiment of the invention, the method adopts the mobile block space-time occupancy zone model, so that the track resource can be utilized to the maximum extent, and the line operation capacity is improved; the method can be used for a train operation control system to guide the safe, efficient and energy-saving tracking operation of the high-speed train in the moving block mode.
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.
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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 schematic diagram of a high-speed train tracking operation optimization based on a mobile block space-time occupancy zone model according to an embodiment of the present invention;
FIG. 2 is a schematic diagram of a space-time occupancy zone model for high-speed train movement block according to an embodiment of the present invention;
FIG. 3 is a schematic diagram of a velocity-distance curve and a moving block space-time occupancy zone model for an inter-station operation process according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of a mobile block space-time occupancy zone model for tracking operation of a train according to an embodiment of the present invention;
fig. 5(a) is a graph of energy consumption versus time for tracking train section operation according to an embodiment of the present invention;
FIG. 5(b) is a graph of the relationship between the running speed and the distance of the tracked train section according to the embodiment of the present invention;
fig. 6 is a space-time occupancy map of the optimized train tracking operation 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.
The embodiment of the invention provides a mobile block high-speed train tracking operation optimization method of a mobile block space-time occupancy zone model, which realizes train tracking operation optimization adjustment from the aspect of track resource space-time occupancy.
Example one
Aiming at the development requirements of small intervals and large density of a high-speed train, and taking a tracking process of a mobile block train as a research object, the invention provides a schematic diagram of a tracking operation optimization method of the high-speed train based on a mobile block space-time occupancy zone model, which is shown in figure 1, and the method specifically comprises the following processing steps:
step 1: before the train starts, a train operation distance-time curve is taken as a target object, and a moving block space-time occupancy zone model shown in figure 2 is established.
Calculating the block occupation time t of the train at any position s according to the mobile block space-time occupation zone modelm(s) the occlusion occupancy time is represented by a pre-occupancy time tm,1(s) and occupancy mitigation time tm,2(s) the pre-occupation time tm,1(s) comprises: pre-occupancy signal system reflection time, driver reaction time and deceleration braking time, said occupancy mitigation time tm,2(s) comprises: occupancy-free signaling system response time andthe whole vehicle is long in track clearing time;
Figure BDA0002886129530000091
wherein, tlRepresenting the pre-occupancy signal system reflection time, trRepresenting driver reaction time, v(s) being the speed at that location, b representing brake deceleration, tuIndicating the reaction time of the system for the release of occupancy signal,/tIndicating the train length.
The upper limit and the lower limit of the space-time occupation zone of the whole operation interval of the train can be calculated according to the block occupation time of each position
Figure BDA0002886129530000092
T AB(s)。
Step 2: considering the limitation of train departure and crossing speed in the throat area of the station, the relationship between the train speed-distance curve and the moving block space-time occupancy zone model shown in figure 3 is established. The train interval operation optimization process is expressed as 8 operation stages: the method comprises a starting acceleration stage, an outbound throat constant speed stage, a traction acceleration stage, an interval cruise stage, an interval coasting stage, a near-stop braking stage, an inbound throat constant speed stage and an in-station parking stage, wherein the 8 operation stages are determined by 4 key speeds, and V is (V ═ V [ ((V {)sw vcr vco vbs)，vswShowing the outbound throat velocity, vcrIndicating inter-station cruising speed, vcoRepresenting the last coasting speed, vbsIndicating the inbound throat velocity.
The starting acceleration stage is that the train starts to accelerate from a standstill to an outbound throat speed vswIn order to ensure that the train safely passes through turnouts in outbound throat areas, the requirements of the turnout in outbound throat areas must be met
Figure BDA0002886129530000101
Figure BDA0002886129530000102
Lateral allowable speed for station A outbound laryngopharynx turnout；
At the stage of constant speed of outbound throat, the train is at speed vswPassing through throat area at uniform speed;
traction acceleration phase, during which the train accelerates at a speed from vswSpeed v of cruise between stationscrThe final traction speed must satisfy vcr＜vmax，vmaxLimiting the speed of the current line;
section cruise phase, in which the train is cruising at a cruising speed vcrPassing at a constant speed;
the interval coasting stage, the train coasting in the stage, after the coasting working condition, the speed of the train is from vcrDown to the final idle speed vco；
In the stage of constant speed of the incoming throat, the train is braked near the station at the speed of vcoDecrease to inbound throat velocity vbsLimited by lateral speed limit of turnout in throat area
Figure BDA0002886129530000103
Figure BDA0002886129530000104
The lateral speed limit of the turnout in the station entrance throat area is realized;
at the stage of arrival throat, the train is at speed vbsPassing through throat area at uniform speed;
and in the in-station parking stage, the train is braked to stop in the station.
The 4 critical influence velocities V ═ V (V) abovesw vcr vco vbs) (outbound throat speed, inter-station cruising speed, idle end speed and inbound throat speed) determines a speed-distance curve and a space-time occupation zone of the train interval operation.
And step 3: fig. 4 is a schematic diagram of a space-time occupancy zone model for train tracking operation under mobile block according to the tracking operation mode.
The mobile block space-time occupancy zone model of the train tracking operation comprises a space-time occupancy zone of a front train (composed of
Figure BDA0002886129530000111
Surround) and track the space-time occupancy zone of the train (by
Figure BDA0002886129530000112
Surround). The space-time occupation zones of the leading train and the tracking train are respectively composed of 4 speed decision variables
Figure BDA0002886129530000113
And interval time I of train trackinghfAnd (6) determining.
Therefore, the decision variable of the inter-train station equidirectional tracking optimization problem can be expressed as X ═ Ihf Vh Vf]1×9The train tracking optimization problem can be expressed as:
min[E(X),T(X)]
performance index constraints:
Figure BDA0002886129530000114
and (3) train running state updating constraint:
Figure BDA0002886129530000115
the key speed constraint:
Figure BDA0002886129530000116
tracking interval initial constraint: i ishf＞Imin＝max{Id,Ib,Ia}
Space-time occupancy zone constraints:
Figure BDA0002886129530000117
sA≤s≤sB
wherein E ish,Th,Ef,TfRespectively representing energy consumption and time of operation of the train before and after, where sk，vkAnd tkRespectively representing the position, the speed and the time of the operation of the train at the end of the kth sampling interval; m isThe quality of the train; gamma represents a train revolution mass coefficient; ft(v) And Br(v) Respectively representing the maximum traction force and the maximum common brake force of the train when the speed is v, and being determined by the traction and brake characteristics of the train; r (v)k,sk) Representing the resistance u associated with the current speed and track condition during the travel of the trainf,ub∈[0,1]Representing traction and braking coefficients, respectively;
and 4, step 4: and solving the train tracking optimization problem to obtain an optimization result of the train tracking operation mode. The optimization result takes train operation time and operation energy consumption as indexes and is an off-line tracking optimization result before train operation. Fig. 5(a) is a graph of energy consumption versus time for tracking train section operation according to an embodiment of the present invention, and fig. 5(a) is a Pareto optimal solution set for balancing consideration of operation time and energy consumption. FIG. 5(b) is a graph of the relationship between the running speed and the distance of the tracked train section according to the embodiment of the present invention; fig. 5(b) is a "speed-time" curve of the train tracking operation corresponding to an optimal solution in the selected Pareto solution set.
And 5: and judging and evaluating the tracking running state of the train. And if the tracking mode is the normal tracking mode, operating according to the offline optimization result of the step 4. If the tracking mode is 'abnormal', the quantum evolutionary algorithm is adopted to optimize and adjust the rest interval.
The criterion of the normal state is
Figure BDA0002886129530000121
Wherein t is*(s),v*(s) respectively represent the running time and speed of the current tracked train at the position s, and t(s), and v(s) respectively represent the standard time and speed of the optimal running line at the position s before departure. t is ts,vsIndicating the set decision threshold. If the above criterion is satisfied, the tracking mode is "normal" tracking mode, and if not satisfied, the tracking mode is "abnormal" tracking mode.
And step 6, further, optimizing and adjusting the remaining interval by adopting a quantum evolution algorithm. The method specifically comprises the following steps:
step 6.1 determines the remaining interval decision variables. And determining a remaining interval key speed vector X according to the current position of the tracking train.
And 6.2, encoding the quantum bit, constructing a quantum chromosome, and initializing a population. Initializing a population
Figure BDA0002886129530000122
Wherein g is the current population generation number, and the initialization time g is 1.
Figure BDA0002886129530000123
Is the nth chromosome (or called individual, N is more than or equal to 1 and less than or equal to N)p) Each chromosome contains the same number of genes as the number of parameters in the solution decision variables).
Step 6.3 generates a real number determination solution for the decision variables via a decoding operation. Decoding operation is carried out on all chromosomes to obtain a decoded measurement population Q' (g).
And 6.4, calculating the population fitness of each individual according to the running time and energy consumption of the remaining interval.
And 6.5, performing variation operation on the population individuals by adopting a quantum revolving door. After all chromosomes are updated, a new generation population Q (g +1) after updating can be finally obtained.
And 6.6, judging whether the algorithm is terminated according to the change of the fitness function and the maximum evolution algebra. When the termination condition is reached, the iteration is ended; if the termination condition is not met, the step 6.4 is returned.
And repeatedly executing the planning process until the train reaches the operation target station, and finishing the optimization of the train tracking process based on the mobile block space-time occupancy zone model. The space-time occupancy zone adjustment planning chart for the tracking operation of the train is shown as an attached figure (6).
The method is suitable for planning and adjusting the train running track in the high-speed railway system of the one-way double-train. The method can be realized by modifying an optimization algorithm for the train running mode under the complex condition.
In summary, the embodiment of the invention is used for optimizing the tracking operation process of the high-speed train, and has the following advantages:
(1) by adopting a mobile block space-time occupancy zone model, the track resources can be utilized to the maximum extent, and the line capacity is improved;
(2) evaluating the state of the rest running interval to realize the online adjustment of train tracking;
(3) the method can be used for a train operation control system to guide the safe, efficient and energy-saving tracking operation of the high-speed train in the moving block mode.
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 software products, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and include instructions for causing a computer device (which may be a computer, a server, or a network device, etc.) to execute the methods 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 (7)

1. A train tracking operation optimization method based on a mobile block space-time occupancy zone model is characterized by comprising the following steps:
before a train starts, a mobile block space-time occupancy zone model is established;
obtaining the key speed of the train interval running process according to the relation between the mobile block space-time occupancy zone model and the train running speed-distance curve: outbound throat speed, inter-station cruise speed, idle end speed, and inbound throat speed;
establishing a space-time occupation zone model for the train tracking operation under the moving block according to the key speed of the train interval operation process, and acquiring an optimal operation line for the train tracking operation;
and controlling the train to run according to the optimal running line of the train tracking running.
2. The method according to claim 1, wherein the establishing of the mobile block space-time occupancy zone model before the departure of the train comprises:
before a train starts, a distance-time curve of train operation is taken as a target object, a moving block space-time occupancy zone model is established, and block occupancy time t of the train at any position s is calculated according to the space-time occupancy zone modelm(s) the occlusion occupancy time is represented by a pre-occupancy time tm,1(s) and occupancy mitigation time tm,2(s) the pre-occupation time tm,1(s) comprises: pre-occupancy signaling system reflection time, driver reaction time, and retard braking time, the occupancy mitigationTime tm,2(s) comprises: the reaction time of the occupied signal system and the time of the whole vehicle for leaving the track is eliminated;
Figure FDA0002886129520000011
wherein, tlRepresenting the pre-occupancy signal system reflection time, trRepresenting driver reaction time, v(s) being the speed at that location, b representing brake deceleration, tuIndicating the reaction time of the system for the release of occupancy signal,/tIndicating the train length.
Calculating according to the block occupation time of each position to obtain the upper limit and the lower limit of the space-time occupation zone of the whole operation interval of the train
Figure FDA0002886129520000021
TAB(s)。
3. The method according to claim 1, wherein the key speed of the train interval operation process is obtained according to the relation between the mobile block space-time occupancy zone model and the train interval operation speed-distance curve: outbound throat speed, inter-station cruise speed, coast end speed, and inbound throat speed, including:
considering the limitation of train departure and crossing speed of the throat area of the train entering, establishing the relation between a train speed-distance curve and a moving block space-time occupancy zone model, and expressing the operation optimization process of a train interval as 8 operation stages: the method comprises a starting acceleration stage, an outbound throat constant speed stage, a traction acceleration stage, an interval cruise stage, an interval coasting stage, a near-stop braking stage, an inbound throat constant speed stage and an in-station parking stage, wherein the 8 operation stages are determined by 4 key speeds, and V is (V ═ V [ ((V {)sw vcr vcovbs)，vswShowing the outbound throat velocity, vcrIndicating inter-station cruising speed, vcoRepresenting the last coasting speed, vbsIndicating the inbound throat velocity.
4. The method of claim 3, wherein:
the starting acceleration stage is used for starting and accelerating the train from a standstill to the outbound throat speed vsw，
Figure FDA0002886129520000022
Figure FDA0002886129520000023
The lateral allowable speed of the outbound throat turnout is obtained;
the exit throat is in the constant speed stage and is used for the train to run at the speed vswPassing through throat area at uniform speed;
the traction acceleration stage is used for accelerating the train in the stage, and the speed is from vswSpeed v of cruise between stationscrLast traction velocity vcr＜vmax，vmaxLimiting the speed of the current line;
the interval cruising stage is that the train cruises at the stage and the cruising speed vcrPassing at a constant speed;
the interval coasting stage is that the train coasts in the interval coasting stage, and after the coasting working condition, the speed of the train is controlled by vcrDown to the final idle speed vco；
The entering throat is in the constant speed stage, the train is braked near the station, and the speed is vcoDecrease to inbound throat velocity vbsLimited by lateral speed limit of turnout in throat area
Figure FDA0002886129520000031
Figure FDA0002886129520000032
The lateral speed limit of the turnout in the station entrance throat area is realized;
the stage of the throat of the station entering is a speed v for the trainbsPassing through throat area at uniform speed;
and the in-station parking stage is used for braking the train to stop in the station.
5. The method according to claim 1, wherein the establishing a space-time occupancy zone model of the train tracking operation under the moving block according to the key speed of the train interval operation process to obtain the optimal operation line of the train tracking operation comprises:
obtaining an occupancy zone upper and lower limit curve of the front train in the whole interval according to the mobile block space-time occupancy zone model and the key speed of the train interval in the running process
Figure FDA0002886129520000033
Figure FDA00028861295200000311
And tracking upper and lower limits of occupancy zones of the train
Figure FDA0002886129520000034
Figure FDA0002886129520000035
The space-time occupation zones of the leading train and the tracking train are respectively composed of 4 speed decision variables
Figure FDA0002886129520000036
Figure FDA0002886129520000037
And interval time I of train trackinghfDetermining;
according to the preceding train route
Figure FDA0002886129520000038
Surrounding space-time occupancy zone and train tracking
Figure FDA0002886129520000039
The space-time occupation zone is surrounded, a space-time occupation zone model for the tracking operation of the train under the moving block is established, and the same-direction tracking optimization of the train between the stations is obtainedDecision variables of the question: x ═ Ihf Vh Vf]1×9The decision variable X divides a running speed-distance curve between each train station into 8 stages, and the safety constraint of the train tracking process meets the requirement
Figure FDA00028861295200000310
sA≤s≤sB；
Interval time I tracked by the trainhfMust satisfy the requirement of being larger than the train departure tracking interval IdTrain interval tracking departure interval IbAnd train station arrival tracking interval IaI.e. Ihf＞Imin＝max{Id,Ib,IaThe train station departure tracking interval IdThe time interval from the departure of a first train to the departure of the train in the same direction of the station; the train section tracking interval IbThe minimum interval time of the tracking operation of the train is referred to; train station arrival tracking interval IaThe time interval is the minimum time interval from the time when the train arrives at the station in the first train and the time when the train arrives at the station in the same direction; and solving the train tracking optimization problem to obtain an optimal operation line of the train tracking operation before the train operation, wherein the optimal operation line is a distance-time curve.
6. The method of claim 5, further comprising:
establishing a model description for train tracking operation optimization as follows:
min[E(X),T(X)]
performance index constraints:
Figure FDA0002886129520000041
and (3) train running state updating constraint:
Figure FDA0002886129520000042
the key speed constraint:
Figure FDA0002886129520000043
tracking interval initial constraint: i ishf＞Imin＝max{Id,Ib,Ia}
Space-time occupancy zone constraints:
Figure FDA0002886129520000044
sA≤s≤sB
wherein E ish,Th,Ef,TfRespectively representing energy consumption and time of operation of the train before and after, where sk，vkAnd tkRespectively representing the position, the speed and the time of the operation of the train at the end of the kth sampling interval; m is the mass of the train; gamma represents a train revolution mass coefficient; ft(v) And Br(v) Respectively representing the maximum traction force and the maximum common brake force of the train when the speed is v, and being determined by the traction and brake characteristics of the train; r (v)k,sk) Representing the resistance u associated with the current speed and track condition during the travel of the trainf,ub∈[0,1]Representing traction and braking coefficients, respectively;
in the process of tracking and running the train, acquiring static data and dynamic data of a preceding train and a tracked train, wherein the static data comprises characteristic parameters of traction and braking performance of the train, and the dynamic data comprises the current position, speed, remaining mileage, position deviation and speed deviation of the train, acquiring slope, curvature and tunnel data of a line, and acquiring an optimal running line for tracking and running the starting front train;
judging whether the running state of the tracked train conforms to the optimal running line of the train tracking running or not according to the acquired data, and if so, judging that the running state of the tracked train is a normal running state; otherwise, judging that the running state of the tracking train is an abnormal state;
and if the running state of the tracking train is abnormal, performing online adjustment on the tracking train by using a quantum evolution algorithm according to the optimized model of the train tracking running, and replanning the rest interval running plan of the tracking train.
7. The method of claim 6, wherein the online adjustment of the tracked train by using the quantum evolutionary algorithm according to the model for optimizing the train tracking operation to replan the remaining interval operation plan of the tracked train comprises:
step 6.1, determining a decision variable of the remaining interval, and determining a key speed vector X of the remaining interval according to the current position of the tracked train;
step 6.2 Quantum bit coding, construction of quantum chromosome, population initialization
Figure FDA0002886129520000051
Wherein g is the current population generation number, the initialization time g is 1,
Figure FDA0002886129520000052
is the nth chromosome of the g generation, N is more than or equal to 1 and less than or equal to NpEach chromosome contains the consistent number of genes and the number of parameters in the solution decision variables;
step 6.3, generating a real number determination solution about the decision variables through decoding operation, and performing decoding operation on all chromosomes to obtain a decoded measurement population Q' (g);
6.4, calculating the population fitness of each individual according to the running time and energy consumption of the remaining interval;
6.5, performing variation operation on the population individuals by adopting a quantum revolving door, and updating all chromosomes to obtain a new generation of updated population Q (g + 1);
6.6 judging whether the algorithm is terminated according to the change of the fitness function and the maximum evolution algebra, and ending iteration when a termination condition is reached; if the termination condition is not met, the step 6.4 is returned.
And repeatedly executing the planning process, obtaining the optimal operation line of the train remaining interval through iterative optimization, outputting the key position suggested speed of the tracked train remaining interval, guiding the tracked train to operate in the remaining interval until the tracked train reaches an operation target station, and finishing the optimization of the train tracking process based on the mobile block space-time occupancy zone model.
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