CN113256177B - Existing vehicle distribution calculation method and system - Google Patents
Existing vehicle distribution calculation method and system Download PDFInfo
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Abstract
The invention belongs to the field of train point reporting calculation, and particularly relates to a current train distribution calculation method and a system thereof. The current vehicle distribution calculation method comprises the following steps: s1: reading actual current vehicle distribution section and shunting plan list data; s2: setting the corresponding shunting plan in the shunting plan list to be in a report point state; s3: calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report; s4: if the actual current car section calculation fails, withdrawing the shunting plan report state; if the calculation of the actual current car section is successful, calculating a planned current car section according to the new actual current car section and the shunting plans of all unreported points; s5: if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, the actual current car section is updated, and the planned current car section is updated, namely the point reporting is successful. The invention can realize the continuous calculation of a plurality of shunting plans, and the calculation steps are simpler, thereby improving the calculation rate.
Description
Technical Field
The invention belongs to the field of train point reporting calculation, and particularly relates to a current train distribution calculation method and a system thereof.
Background
The shunting plan is a work plan of a shunting locomotive for picking up and moving vehicles, which is compiled by a station dispatcher, and field workers send the vehicles to a target station track by using the vehicles in an internal combustion engine or electric locomotive coupling station track according to the shunting plan. The shunting plan state is divided into a reporting point state and an unreported point state. And when the field working personnel finish the shunting operation according to the shunting plan and report the operation completion time, the shunting plan at the moment is changed into a reporting state.
The current vehicle management system on the market supports the functions of calculating the actual current vehicle flow according to the report point state shunting plan and calculating the information of the planned current vehicle flow according to the report point state shunting plan, but part of the system only supports the calculation of 1 shunting plan, and a plurality of data such as an original distribution section, an actual distribution section and a planned distribution section need to be read during calculation, so that the calculation process is complicated, the efficiency is low, and the future planned current vehicle distribution cannot be quickly calculated according to a station dispatcher and all the planned current vehicle flow plans.
Disclosure of Invention
In order to solve the problems, the invention discloses a current vehicle distribution calculation method, which comprises the following steps:
s1: reading actual current vehicle distribution section and shunting plan list data;
s2: setting the corresponding shunting plan in the shunting plan list to be in a report point state;
s3: calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report;
s4: if the actual current car section calculation fails, withdrawing the shunting plan report state;
if the calculation of the actual current car section is successful, calculating a planned current car section according to the new actual current car section and the shunting plans of all unreported points;
s5: if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, the actual current car section is updated, and the planned current car section is updated, namely the point reporting is successful.
Further, step S1 specifically includes the following steps:
reading actual vehicle section and shunting plan list data from a database, and loading the data into a system memory;
and in the system memory, sequentially deducing according to the actual current vehicle distribution section and the undiscovered shunting plans in the shunting plan list to obtain the planned current vehicle distribution section and storing the planned current vehicle distribution section in the system memory.
Further, when the new shunting plan of the shunting plan table needs to update the current-vehicle distribution tangent plane of the plan in step S1, the estimation step is as follows:
s11: putting the newly-built shunting plan into the last position of a shunting plan list;
s12: calculating a new planned current car section according to the original planned current car section and the newly-built shunting plan;
s13: if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the planned current vehicle is not updated, and the newly-built shunting plan is deleted from the shunting plan list.
Further, the shunting plan list comprises an unreported shunting plan and a scheduled shunting plan.
Further, the criterion for calculating success is that the system searches whether a corresponding vehicle exists in the stock track according to the shunting plan content, and the sequence of the vehicle must be consistent with the sequence of the vehicle specified in the shunting plan.
Further, when the reporting is not performed according to the sequence of the shunting plan list, the specific derivation steps are as follows:
calculating a new actual current car section according to the original actual current car section, namely the reported point reporting shunting plan;
and sequentially calculating the shunting plan of the unreported points according to the new actual current vehicle distribution section to obtain a new planned current vehicle distribution section.
The invention also discloses a current vehicle distribution calculation system, which comprises an access module and a calculation module;
the access module is used for reading an actual current vehicle distribution section and a shunting plan list from a database; and the calculation module is used for calculating a new actual current vehicle distribution section from the actual current vehicle distribution section in sequence according to the undiscovered shunting plan in the shunting plan list.
Further, calculating a new actual current vehicle distribution section when the shunting plan is reported specifically includes: setting the corresponding shunting plan in the shunting plan list to be in a report point state; calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report; calculating a new planned current car section according to the new actual current car section and the shunting plans of all unreported points; if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, updating the actual current car section and updating the planned current car section; if the actual current car section calculation fails, withdrawing the shunting plan report state; and if the calculation of the actual current vehicle section is successful, further calculating a new planned current vehicle distribution section.
Furthermore, when the newly-added shunting plan needs to update the distribution tangent plane of the current train of the plan, the calculation module is used for putting the newly-added shunting plan into the tail position of the shunting plan list; calculating a new planned current car section according to the original planned current car section and the newly-built shunting plan; if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the planned current vehicle is not updated, and the newly-built shunting plan is deleted from the shunting plan list.
Further, when the reporting is not performed according to the sequence of the shunting plan list, the specific derivation step includes the following steps: calculating a new actual current car section according to the original actual current car section, namely the reported point reporting shunting plan; and sequentially calculating the shunting plan of the unreported points according to the new actual current vehicle distribution section to obtain a new planned current vehicle distribution section.
The method has the advantages that the taxi taking plan can be continuously calculated, and the calculation efficiency is high.
The efficiency of the distribution calculation of the current vehicle can be further accelerated by loading the data into the system memory for operation.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 illustrates a technical architecture diagram of an existing vehicle management system in accordance with an embodiment of the present invention;
FIG. 2 illustrates a data model of a CIPS system according to the prior art;
FIG. 3 illustrates a data model diagram of a data model in an embodiment in accordance with the invention;
FIG. 4 is a flow chart illustrating a present vehicle distribution estimation method according to an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating a shunting plan list in accordance with an embodiment of the present invention;
FIG. 6 shows a schematic representation of a derivation of a present vehicle profile in accordance with an embodiment of the present invention;
FIG. 7 is a flowchart illustrating the estimation of the distribution section of the planned current vehicle when a shunting plan is newly created according to an embodiment of the present invention;
FIG. 8 is a schematic flow chart illustrating the calculation of the distribution section of the planned current vehicle when a shunting plan is newly created according to an embodiment of the present invention;
FIG. 9 is a schematic flow chart illustrating the calculation of the actual vehicle distribution section when the shunting plan is scheduled to report;
FIG. 10 is a schematic flow chart illustrating calculation of an actual current vehicle distribution section when points are not reported according to the shunting schedule list in the embodiment of the present invention;
fig. 11 is a schematic diagram showing that the # 0001 vehicle moves among the station roads according to the shunting plan in the embodiment of the invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
The invention discloses a present vehicle management system, and a technical architecture diagram of the present vehicle management system is shown in figure 1. As shown in fig. 1, the present vehicle management system includes a client, an application aggregation service layer, an application kernel service layer, and a database layer.
Illustratively, the existing vehicle management system adopts a B/S micro-service framework based on SOA, installation and deployment of a human-computer interaction end and system maintenance work can be simplified by adopting the B/S micro-service framework based on SOA, and all service logic processing can be dispersed in all micro-services, so that the parallel computing capacity and data throughput of the existing vehicle management system are improved.
Further, a RESTful style lightweight API is adopted for communication between the client and the application aggregation service layer and between the client and the application kernel service layer. The existing vehicle management system can be used in a cross-platform mode through a RESTful style lightweight API, for example, a webpage, ios and android can be provided at the same time for use; in addition, the existing vehicle management system can effectively decouple the foreground and the background, and the foreground can judge the returned result only according to the general state code. For example, the state code returned by the conventional web API is only 200, and a developer is required to customize the communication state between the server and the client. Using a RESTful style interface, different status codes may be returned, such as, for example, 200, which is most often used to indicate success, 500 for Server internal error, 403 for Bad Request, etc.
And the client is used for performing man-machine interaction work on the existing vehicle management system. Illustratively, the client is a mobile phone APP end and/or a PC end. Preferably, the client is implemented based on a browser and adopts a WebUI framework. The installation and deployment of the client and the system maintenance work can be simplified based on the browser, and the friendly user interface style and the convenience of the subsequent software iterative upgrade can be guaranteed by adopting the WebUI framework. The user interface is used for displaying a present vehicle distribution interface, a shunting plan management interface, a technical operation chart, a vehicle receiving and dispatching table, a statistical analysis interface and a system maintenance interface. The client can be used for checking the distribution of the existing vehicle in real time, the technical operation chart and the statistical analysis model generated by the existing vehicle management system can be presented through the client, a shunting plan can be sent to the existing vehicle management system through the client, and the system maintenance of the existing vehicle management system can be carried out through the client.
The application aggregation service layer is used for aggregating all the micro services of the application kernel service layer and providing a uniform access interface for an external system; the system is also used for decoupling the client, the interface layer, the application kernel service layer and the external system; the application kernel service layer is used for providing services to the outside through the application aggregation service layer.
Specifically, the application aggregation service layer comprises a Web application aggregation service and an interface micro-service platform. The Web application aggregation service is used for providing a unified service API for all the PC terminals and the APP terminals, so that the existing vehicle management system can be applicable to webpages and android by only developing one version of service program. The android version and the webpage version do not need to be developed independently; the interface micro-service platform abstracts an interface part of an external system into an independent interface layer, is separated from a service layer, avoids logical coupling with a service, and cannot influence the service function of the system when a problem occurs in the interaction process of the application aggregation service layer and the external system.
The application aggregation service layer bears the functions of the service gateway, but is subjected to stateless persistence processing so as to conveniently load and improve the throughput capacity. The application aggregation service layer is used for not only assuming the function of the service gateway, but also balancing the load. Load balancing refers to the average distribution of a large number of user access needs across individual servers.
The existing vehicle management system is in butt joint with the external system through the interface micro-service platform, each interface service of the interface micro-service platform is an independent micro-service, and interaction is carried out with the external system through the application aggregation service layer.
Illustratively, the external systems include a planning scheduling information system, a crew information system, a vehicle scheduling information system, a freight scheduling information system, a car number identification system, and a construction management information system.
The application kernel service layer is used for realizing core service logic and providing services to the outside through the application aggregation service layer. Specifically, the application kernel service layer comprises a plurality of kernel services, each kernel service is independent, the kernel services are loosely coupled with each other, and communication is performed in a RESTful or message queue manner.
The application scenarios of the two communication modes are different.
Specifically, the RESTful communication mode is to send a request, wait for feedback, obtain feedback, and process feedback information. That is, the kernel service a requests the kernel service B for data and then waits for the kernel service B to return, and does not complete a communication until the kernel service B returns. This scenario is suitable for users accessing web pages, waiting for the server to return web page information. Or the kernel service A performs operation, and certain data of the kernel service B must be used to complete the calculation in the operation process, so that the kernel service B needs to be requested in a RESTful communication mode, and the kernel service A can continue the operation only after obtaining the data returned by the kernel service B. The advantage of this way is that the kernel service A wants some data, can obtain to other services in real time, and the implementation is simple. The disadvantage is that the coupling with other services is too strong and the kernel service a can only wait once it cannot get the data of other services.
Specifically, the message queue communication mode is that a message is directly thrown into the message queue, information in the message queue is visible to other kernel services, and the other kernel services take the message out of the message queue for performing related calculation. Therefore, the coupling is low, and the cases of web page access and the like are not suitable for the case of not waiting for each other.
Illustratively, the kernel service layer comprises present car service, driving service, statistical decision analysis, authority management service, basic data management and log management. Each kernel service adopts a single program form of a SpringBoot framework, a service interface is independently issued to the outside, and services of other single kernel programs are obtained through a service interface calling mode. Further, under the condition that the service scale is low and distributed deployment is not adopted, a document reading mode management interface is adopted. Preferably, the kernel service layer increases the number of interfaces with the enlargement of the service scale, and the calling between the micro-services can be simplified by deploying the service discovery to realize the automatic registration and discovery functions of the service.
Specifically, the kernel service is to be used, and location information of the service is required to be provided to the outside, and the location information is usually an IP address and port information. Under the condition that the kernel service is only used singly and the address does not change dynamically, the position of the kernel service can be fixedly generated at a using end in a mode of configuration files or codes and the like. In this case, a document reading mode management interface is adopted to write information such as service address connection parameters into the document, and each kernel service is connected according to a connection mode preset in the document. When the service scale is low and distributed deployment is not adopted, the management mode of document reading is more convenient.
Specifically, when the kernel service provides services for a plurality of servers at the same time, different access addresses and access parameters may occur, and the access addresses and the access parameters may even change. The automatic service registration is that when a certain micro service expands a new service address or changes the address, the new address is automatically registered in the registration center, and when the service address fails due to machine failure and the like, the address is automatically logged out from the registration center. The service discovery means that when a client accesses a certain service, an available access address is automatically acquired through a registration center. Applications developed using microservice architectures must therefore address this problem through service registration and discovery techniques.
The application kernel service layer is connected with a common component, and the common component is used for multiplexing communication functions among the service components. Specifically, the common component includes an authorization module, a user operation record, a generic entity object, and a generic tool class. Illustratively, the authorization module may provide authorization functions for individual microservices.
The database layer is communicated with the application kernel service layer and provides data storage and data calling for the kernel service layer.
The invention also discloses a present vehicle management method based on the overall situation, which comprises the following steps:
s1: the core service logic is realized by using the application core service layer, and the service is provided to the outside by using the application aggregation service layer;
s2: aggregating all the micro-services of the application kernel service layer by using an application aggregation service layer, and decoupling the client, the kernel service layer and an external system;
s3: communicating with the application kernel service layer by using a database layer to provide data storage and data calling for the application kernel service layer;
s4: and performing man-machine interaction operation on the existing vehicle management system based on the global situation by using a client.
Further, in step S1, the kernel service uses a single kernel program form based on the SpringBoot framework, and issues a service interface to the outside independently, and obtains services of other single kernel programs through a service interface calling mode.
Further, the application aggregation service layer in step S2 includes a Web application aggregation service and an interface microservice platform;
the Web application aggregation service is used for providing a uniform service API for all the PC terminals and the APP terminals;
the interface micro-service platform is used for abstracting an interface part of an external system into a single interface layer and separating the interface layer from a business layer.
The kernel service layer adopts a document convention mode to manage a service interface under the condition that the service scale is lower than a first set value and distributed deployment is not adopted; when the service scale is higher than the first set value and the number of interfaces is larger than the second set value, the deployment service discovery is adopted to realize the automatic registration and discovery functions of the service and simplify the calling among the micro-services.
Further, in step S4, the client is implemented based on a browser and adopts a WebUI framework. The client comprises a current vehicle distribution interface, a shunting plan management interface, a technical operation chart, a vehicle receiving and dispatching table, a statistical analysis interface and a system maintenance interface.
The invention also discloses a data model based on the global present vehicle management system, and a data model diagram of the data model is shown in FIG. 3. As shown in fig. 3, the data model includes a station vehicle data set, a station data set and an in-transit vehicle data set, the station vehicle data set is used for storing detailed information of vehicles staying in a station, the station data set is used for storing a shunting plan and station track present vehicle distribution data, the station track present vehicle distribution data records vehicle data pointers arranged in sequence in a station track, the vehicle data pointers point to detailed information of vehicles in the station vehicle data set, and the in-transit vehicle data set is used for storing detailed information of vehicles driving on the way.
Specifically, the station vehicle data set stores the detailed information of the vehicle in a hash table structure, a Key Value in the hash table stores the number of each train and is required to be unrepeatable, and a Value stores other information of the vehicle. Specifically, the vehicle detailed information includes information such as a vehicle number, a vehicle type, a cargo, a load, and a vehicle state. The detailed information of the vehicle is stored through the hash table structure, when the vehicle information needs to be modified, the vehicle data can be directly obtained from the hash table only according to the vehicle number, the algorithm complexity is 0 (1), the operation process of the system is greatly saved, and the system calculation power is saved.
The station data set comprises actual current vehicle data, planned current vehicle data and shunting plan data. The actual current vehicle data and the planned current vehicle data both comprise a track and vehicle relation set, the set stores not real data but an ordered list of data pointers, and the data pointers point to detailed vehicle information in the station vehicle data set. When the detailed information of the vehicles in the station vehicle data set is sent and changed, the actual current vehicle data and the scheduled current vehicle data are changed in time through the data pointer, and the actual current vehicle data and the scheduled current vehicle data do not need to be reckoned again. The shunting plan data is used for storing shunting plan lists, and the actual current vehicle data is derived according to the shunting plan data to obtain planned current vehicle data.
Further, the data model also includes an in-transit vehicle data set model for storing train consist information. Specifically, the train formation information includes train formation directory information and train formation content information. The train consist directory records train number, train operation line, train arrival and departure type, train arrival and departure station and the like. The train formation directory points to train formation content information including detailed information of all vehicles carried by the current train and a vehicle arrangement order. The rank order refers to the rank order of all vehicles carried in the train. Illustratively, the current station has three tracks, each track has a vehicle, the vehicle data set of the station records the relationship data between the three tracks and the vehicle, and the relationship data between each track and the vehicle stores the ordered list of the vehicle data pointer. When the vehicle of the lifting track is sent out, the on-road vehicle data set generates a train marshalling information catalogue and a train marshalling content, the train marshalling catalogue information records information of train number, train arrival and departure type, train departure track and the like, and the train marshalling content records detailed information and arrangement sequence of all vehicles on the departure track. And simultaneously, deleting the vehicle data sent on the station track in the station vehicle data set, and emptying the station data set of the relationship data between the station track and the vehicles. When the train enters the next station, vehicle information is added into the station vehicle data set according to train marshalling information and a receiving station track, meanwhile, receiving track and vehicle relation data are added into the actual current vehicle data of the corresponding station, and the planned current vehicle data is reckoned according to the shunting plan. Compared with the data model of the CIPS system shown in the figure 2, the data model based on the global present vehicle management system has higher running speed, saves the operation process of the system and saves the system calculation power.
Based on the data model based on the global present vehicle management system, the invention also discloses a construction method of the data model based on the global present vehicle management system, and the construction method of the data model comprises the following steps:
s1: and building a station vehicle data set and a station data set.
S2: and storing the detailed information of the vehicle in a station vehicle data set.
Specifically, the vehicle detailed information includes a vehicle number, a vehicle type, a cargo, a load, and a vehicle state.
Preferably, the vehicle detail information in step S2 is stored in the station vehicle data set in a hash table structure, wherein a Key Value in the hash table stores a vehicle number and is not repeatable, and a Value stores other information of the vehicle.
S3: and storing a vehicle data pointer in a station data set, wherein the vehicle data pointer points to the detailed information of the vehicle in the station data set. Specifically, the station data set comprises actual current vehicle data and planned current vehicle data; the actual present vehicle data and the planned present vehicle data are stored in a track and vehicle relation set, and the track and vehicle relation set is stored in a vehicle data pointer.
S4: and performing man-machine interaction operation on the existing vehicle management system based on the global situation by using a client.
Further, the data model further comprises an in-transit vehicle dataset model;
the in-transit vehicle dataset model is used to store train consist information including a train consist directory and train consist content;
the train formation contents pointed to by the train formation catalog record the detailed information and the arrangement sequence of all the vehicles carried in the train.
The data operation process based on the data model of the global present vehicle management system comprises the following steps:
s1: the station data model stores actual current vehicle, planned current vehicle and shunting plan data.
And the actual current vehicle and the planned current vehicle store a stock path and vehicle data pointer relation table. The vehicle data pointer points to the station vehicle data set. The station vehicle data set stores all the vehicle information parked in the station.
S2: when the departure station is used for departure, the generated train data are stored in the on-the-way vehicle data set, the data of the departure station and the current station of the station track are deleted, and the data of the vehicles which are sent out in the station vehicle data set are deleted.
And generating train marshalling data according to the departure station track and the departure train number information. The train consist data includes a train consist directory and train consist content, and is stored in the in-transit vehicle data set.
The step of deleting the current vehicle data of the departure station departure station track means that the actual current vehicle in the departure station data set stores the departure station track and the ordered list data of the vehicle data pointers, the data is found and emptied, and the current vehicle on the actual departure station track is deleted after the data is emptied. And calculating to obtain a new planned current vehicle according to the shunting plan set and the actual current vehicle, and deleting the current vehicle on the departure station track in the new planned current vehicle through calculation.
And finding the vehicle data sent away in the station vehicle data set and deleting the data.
S3: and when the train arrives at the receiving station, extracting train marshalling data, adding the accessed vehicle data to the station vehicle data set, and adding the current vehicle data to the station data set of the receiving station.
The extraction of the train formation data and the addition of the accessed vehicle data to the station vehicle data set mean that train formation information is extracted from the in-transit vehicle data set according to the arrival train information, and detailed data of the vehicle is added to the station vehicle data set according to formation content in the train formation information.
The adding of the current train data to the station data set of the station receiving station means that the current train data is added to the current train receiving station track of the actual current train of the station receiving station data set according to the train receiving station track of the station where the arriving train enters, a train receiving track in the actual current train of the station receiving station data set is found, a train data pointer list is added to the current train receiving track according to the marshalling content of the arriving train, and the current train information is added to the current train receiving track of the actual current train after the adding. And calculating to obtain a new planned current vehicle of the station according to the actual current vehicle and the shunting plan, wherein the calculated current vehicle information of the access on the receiving station track of the planned current vehicle appears.
In conclusion, the data operation process reasoning of the data model realizes the operation of the vehicle between the stations.
The invention also discloses a current vehicle distribution calculation method. Fig. 4 shows a flow chart of the estimation of the actual current vehicle distribution section, and the steps are as follows:
s1: reading actual current vehicle distribution section and shunting plan list data;
s2: setting the corresponding shunting plan in the shunting plan list to be in a report point state;
s3: calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report;
s4: if the actual current car section calculation fails, withdrawing the shunting plan report state;
if the calculation of the actual current car section is successful, calculating a new planned current car section according to the new actual current car section and the shunting plans of all unreported points;
s5: if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, the actual current car section is updated, and the planned current car section is updated, namely the point reporting is successful.
Specifically, the actual current vehicle section refers to the distribution condition of the vehicles on each station track at the moment in the current station, different vehicle arrangement sequences are displayed on each station track, each vehicle has a unique vehicle number, and the model of the vehicle and the loaded cargo information can be displayed at the same time.
The shunting plan list refers to a work plan list of shunting machines, which are drawn by station scheduling personnel and used for hanging and moving vehicles. When the freight station is used, a series of operations such as loading and unloading of freight vehicles, transfer of vehicles among different tracks, and adjustment of vehicle sequence in the same track are required. To complete the series of operations, the station dispatcher can compile a plurality of shunting plans in advance according to the sequence, the plurality of shunting plans are arranged into a shunting plan list according to the compiled sequence, as shown in fig. 5, the upper part of the shunting plan list is compiled for the station dispatcher, and 3 shunting plans are arranged in the list. The specific content of the selected 1 st shunting plan is displayed below, and the operation content is divided into two steps: (1) the shunting machine hangs 64 cars (2) from the east of the I-1 station track and throws off 64 cars at the east of the I-IIA station track. Thus, 64 vehicles in the I-1 track are moved to the I-IIA track.
Specifically, the shunting plans include an unreported shunting plan and a scheduled shunting plan. The non-report shunting plan refers to a shunting plan for not starting operation at a station site, and vehicles do not move in a station track on the actual site. The reported shunting plan refers to a shunting plan of which the operation is finished on a station site, an outdoor site shunting operator (a shunting leader, an unhooking person, a locomotive driver and other personnel) firstly obtains an unreported shunting plan, carries out site operation according to the content of the shunting plan, reports the operation completion time point of the shunting plan after the shunting operation is finished, and changes the unreported shunting plan into the reported shunting plan at the moment.
Specifically, the planned current car section refers to the distribution of the vehicles on each station track at the future time estimated by the system according to the shunting plan of the unreported points. Usually, a station dispatcher can compile a series of shunting plans in advance according to the field operation condition, and the system sequentially calculates the shunting plans of unreported points according to the actual current bus section and the sequence of the shunting plan list to obtain the planned current bus section. As shown in FIG. 6, P1~PnFor scheduled shunting, Pn+1~Pn+mFor the unreported shunting plan, realTracks is the actual current vehicle section, and planTracks is the planned current vehicle section. The system calculates the planned current car section, can help a station dispatcher to master the current car distribution condition in the station after the future shunting plan is executed in advance, and continuously compiles a subsequent shunting plan according to the planned current car section.
Illustratively, as shown in FIG. 9, the shunting schedule list is represented by P1、P2To Pn、Pn+1、Pn+2To Pn+mAnd (4) forming. At this time, shunting plan PnThe previous shunting plan has completely finished reporting points, and the actual current vehicle distribution section is PnIt is worth explaining that the actual current distribution section is PnRefers to the completion of the shunting plan PnActual distribution section of the next vehicleThe same applies hereinafter and will not be explained. At this time, a shunting plan P is requiredn+1And reporting the point. According to a shunting plan Pn+1Obtaining a new derived actual current vehicle distribution tangent plane Pn+1. The accuracy of point reporting can be ensured only by reckoning and verifying the planned current vehicle distribution section.
Illustratively, the shunting plans P of the unreported points are sequentially calculated according to the actual current vehicle sectionn+1、Pn+2To Pn+mAnd obtaining a new planned current vehicle section, and if the new planned current vehicle section can be successfully calculated, judging that the point reporting is successful.
Further, the specific steps of the actual current car distribution section and the shunting plan list data read in step S1 are as follows:
reading actual vehicle section and shunting plan list data from a database, and loading the data into a system memory;
specifically, the database is used for persisting actual current car section and shunting plan data, and when the system is started initially, data in the database is loaded into a system memory and planned current car section data is calculated and stored in the memory, so that the actual current car section, the planned current car section and shunting plan list data are stored in the system memory when the system operates. The memory data are calculated and updated in real time according to user operation, and the actual current vehicle distribution and shunting plan data in the memory are updated and then synchronized to the database in real time.
And in the system memory, sequentially deducing according to the actual current vehicle distribution section and the undiscovered shunting plans in the shunting plan list to obtain the planned current vehicle distribution section and storing the planned current vehicle distribution section in the system memory.
In the actual working process, the shunting plan list is an updating process in step S1, and a shunting plan is added at the same time as the point report. Fig. 7 shows a flow chart of the calculation of the current vehicle distribution when a new shunting plan is created, and the steps are as follows:
s11: and putting the newly-built shunting plan into the last position of the shunting plan list.
S12: and calculating the new planned current car section according to the original planned current car section and the newly-built shunting plan.
Exemplarily, as shown in FIG. 8Show, Pn+m+1For the newly added shunting plan, the plantrains 1 are the current car section of the original plan according to Pn+m+1A new planned existing car cut plane can be calculated 2.
S13: if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the planned current vehicle is not updated, and the newly-built shunting plan is deleted from the shunting plan list.
Specifically, the criterion for calculating success is that the system searches whether a corresponding vehicle exists in the stock track according to the shunting plan content, and the sequence of the vehicle must be consistent with the sequence of the vehicle specified in the shunting plan.
Further, in order to facilitate operation and save time according to actual conditions of a site, sometimes an operator does not perform site operation step by step according to the shunting plan list, and may skip a certain shunting plan, execute the next shunting plan first, and then perform the skipped shunting plan, that is, report points in sequence according to the shunting plan list without strict requirement.
For example, when the points are not reported strictly according to the sequence of the shunting plan list, the calculation step is the same as above, and the new actual current shunting plan is calculated according to the original actual current shunting plan and the reported point reporting shunting plan, and then the new scheduled current shunting plan is obtained by sequentially calculating the shunting plans without points according to the new actual current shunting plan arrangement sequence in the shunting plan list according to the new actual current shunting plan.
Illustratively, as shown in fig. 10. The current actual current distribution section is PnSkip shunting plan Pn+1First, a shunting plan Pn+2And reporting the point. At this time, the original actual current car section is according to the shunting plan Pn+2Make a derivation by omitting the shunting plan Pn+1And obtaining a new actual current cutting plane. Then, according to the new actual current car section and the shunting plans of all unreported points in the shunting plan list, P is calculated in sequence according to the plan arrangement sequencen+1、Pn+3To Pn+mWhen the planned current car section is arrived, if the planned current car section can be successfully calculated, the point reporting success is judged, and the actual section is updatedAnd (5) distributing sections on the current vehicles, updating the planned sections on the current vehicles, and otherwise, judging that the point reporting fails.
Illustratively, when the shunting report is listed, the necessity of checking whether the shunting planning report is correct or not is verified by calculating a new planned current bus section according to a new actual current bus section. As shown in fig. 11, when the current actual current car is on the section, the No. 0001 car is at 1G, and the station dispatcher sequentially compiles 3 shunting plans P without reporting points1、P2、P3. The shunting plan content is as follows:
（1）P1the vehicle is moved from 1G to 2G.
（2）P2The vehicle is moved from 2G back to 1G.
（3）P3The vehicle is moved from 1G to 3G.
By calculating P1、P2、P3On the planned present car section, the vehicle # 0001 is finally moved to 3G. The operation is carried out according to the shunting plan on site to complete P1. If the field worker correctly reports the point P1. At this time, the new actual current car section is moved to 2G for car # 0001. The new actual current car section continues to calculate P2、P3The planned current car section can be normally calculated. If the field worker has an operation error, no point P is reported1But wrongly reports P3The system firstly calculates a new actual section to move the vehicle to 3G, and then sequentially calculates P according to the new actual section in sequence1、P2When calculating P1When the situation that no vehicle No. 0001 exists in the section 1G of the new actual current vehicle is discovered (the vehicle is in the section 3G), the deduction is wrong, and the system judges that the point report of the field operator is wrong, so that the misoperation of the field operator is effectively prevented.
The invention also discloses a current vehicle distribution calculation system which comprises an access module and a calculation module. The access module is used for reading an actual current vehicle distribution section and a shunting plan list. And the calculation module is used for deriving a new actual current vehicle distribution tangent plane from the actual current vehicle distribution tangent plane in sequence according to the shunting plan in the shunting plan list and continuing to derive a planned current vehicle tangent plane from the new actual current vehicle distribution tangent plane according to all the non-reported shunting plans.
Specifically, the access module includes a database and a system memory. The database is used for storing actual current vehicle distribution section and shunting plan list data, can persist the data, and can load the data from the database into a system memory when the system is initialized and started; the system memory stores actual present vehicle distribution section and shunting plan list data, and the derivation module derives the plan distribution section according to the actual present vehicle distribution section and the trolley bus plan list and stores the plan distribution section in the system memory. Due to the fact that the memory data reading speed is high, the updating data can be calculated in real time according to user operation, the real-time performance of the system is guaranteed, when the actual current vehicle distribution section and the shunting plan data in the memory are updated, the data are synchronized to the database, and the consistency of the memory data of the system and the database data is guaranteed. And the calculation module is used for calculating and updating the actual current vehicle distribution tangent plane according to the shunting plan data in the shunting plan list.
Specifically, the shunting plan list includes an unreported shunting plan and a scheduled shunting plan.
When the newly-added shunting plan needs to update the distribution tangent plane of the current train of the plan, the calculation module is used for putting the newly-added shunting plan into the tail position of the shunting plan list; calculating a new planned current car section according to the original planned current car section and the newly-built shunting plan; if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the planned current vehicle is not updated, and the newly-built shunting plan is deleted from the shunting plan list.
The step of calculating a new actual current vehicle distribution section during the shunting plan report specifically comprises the following steps: setting the corresponding shunting plan in the shunting plan list to be in a report point state; calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report; calculating a planned current car section according to the new actual current car section and the shunting plans of all unreported points; and if the calculation of the current planned vehicle section fails, withdrawing the shunting plan report state. And if the calculation of the planned current car section is successful, updating the actual current car section and updating the planned current car section. If the actual current car section calculation fails, withdrawing the shunting plan report state; and if the calculation of the actual current vehicle section is successful, further calculating a new planned current vehicle distribution section.
When the reporting is not performed according to the sequence of the shunting plan list, the specific derivation steps include the following: calculating a new actual current car section according to the original actual current car section and the reported point reporting shunting plan; and sequentially calculating the shunting plan of the unreported points according to the new actual current vehicle distribution section to obtain a new planned current vehicle distribution section.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (3)
1. A present vehicle distribution estimation method is characterized by comprising the following steps:
s1: reading actual current vehicle distribution section and shunting plan list data; the method specifically comprises the following steps: reading actual vehicle section and shunting plan list data from a database, and loading the data into a system memory; in the system memory, sequentially deducing according to the actual current vehicle distribution section and the undiscovered shunting plans in the shunting plan list to obtain a planned current vehicle distribution section and storing the planned current vehicle distribution section in the system memory; when the new shunting plan of the shunting plan table needs to update the current vehicle distribution tangent plane of the plan in step S1, the estimation step is as follows: s11: putting the newly-built shunting plan into the last position of a shunting plan list; s12: calculating a new planned current car section according to the original planned current car section and the newly-built shunting plan; s13: if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the current scheduled shunting plan is not updated, and the newly-built shunting plan is deleted from the shunting plan list;
s2: setting the corresponding shunting plan in the shunting plan list to be in a report point state;
s3: calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report;
s4: if the actual current car section calculation fails, withdrawing the shunting plan report state;
if the calculation of the actual current car section is successful, calculating a planned current car section according to the new actual current car section and the shunting plans of all unreported points;
s5: if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, updating the actual current car section, and updating the planned current car section, namely reporting the point successfully;
when the points are not reported according to the sequence of the shunting plan list, the specific derivation steps are as follows: calculating a new actual current car section according to the original actual current car section, namely the reported point reporting shunting plan; sequentially calculating a shunting plan of unreported points according to the new actual current vehicle distribution section to obtain a new planned current vehicle distribution section;
the criterion for calculating success is that the system searches whether corresponding vehicles exist in the stock ways according to the contents of the shunting plan, and the sequence of the vehicles must be consistent with the sequence of the vehicles specified in the shunting plan.
2. The present vehicle distribution estimation method according to claim 1,
the shunting plan list comprises an unreported shunting plan and a scheduled shunting plan.
3. A present vehicle distribution reckoning system is characterized in that,
the current vehicle distribution calculation system comprises an access module and a calculation module;
the access module is used for reading an actual current vehicle distribution section and a shunting plan list from the database to a system memory and synchronizing data variation in the memory to the database; the calculation module is used for calculating the planned current vehicle distribution section from the actual current vehicle distribution section in sequence according to the undiscovered shunting plan in the shunting plan list and calculating a new actual current vehicle distribution section according to the planned reporting information; the step of calculating a new actual current vehicle distribution section during the shunting plan report specifically comprises the following steps: setting the corresponding shunting plan in the shunting plan list to be in a report point state; calculating a new actual current car section according to the original actual current car section and the shunting plan of the point report; calculating a new planned current car section according to the new actual current car section and the shunting plans of all unreported points; if the calculation of the current section of the planned vehicle fails, withdrawing the shunting plan report state; if the calculation of the planned current car section is successful, updating the actual current car section and updating the planned current car section; if the actual current car section calculation fails, withdrawing the shunting plan report state; if the calculation of the actual current vehicle section is successful, a new planned current vehicle distribution section is further calculated; when the newly-added shunting plan needs to update the distribution tangent plane of the current train of the plan, the calculation module is used for putting the newly-added shunting plan into the tail position of the shunting plan list; calculating a new planned current car section according to the original planned current car section and the newly-built shunting plan; if the calculation is successful, updating the planned current vehicle section into a new planned current vehicle section; if the calculation fails, the distribution of the current scheduled shunting plan is not updated, and the newly-built shunting plan is deleted from the shunting plan list;
when the reporting is not performed according to the sequence of the shunting plan list, the specific derivation steps include the following:
calculating a new actual current car section according to the original actual current car section, namely the reported point reporting shunting plan; and sequentially calculating the shunting plan of the unreported points according to the new actual current vehicle distribution section to obtain a new planned current vehicle distribution section.
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