CN113306605B - Dynamic operation diagram adjusting method and system - Google Patents
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Abstract
The invention provides a method and a system for adjusting a dynamic operation diagram, which comprise the following steps: acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train; determining the number of extracted trains based on the line operation information and the preset running interval; generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group; and comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information according to the evaluation factors, and acquiring the evaluation results of all the alternative disposal schemes so as to adjust the dynamic operation diagram of the train according to the evaluation results. According to the dynamic operation diagram adjusting method and system, the formulated multiple alternative disposal schemes are evaluated based on a certain calculation and evaluation method, so that the disposal schemes are selected, losses of enterprises, passengers and other parties are comprehensively considered, the train running mode is quickly transited from the current running mode to the fixed interval running mode, cost benefits are considered, and support is provided for assistant decision making.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a system for adjusting a dynamic operation diagram.
Background
Urban rail transit is an organized and planned transportation mode, and trains need to depart from stations at specified time according to a planned operation diagram and arrive at the specified stations on time, and meanwhile, passengers are transported to the destinations. The train dispatching and commanding system is the center of urban rail transit, is the key for guaranteeing the orderly operation of trains according to a planned operation diagram and improving the transportation efficiency of rail transit, and is the core of a train organization. In the process of urban rail transit operation, in case of failure and emergency, a train dispatcher needs to perform failure disposal at the first time, so that the influence of train delay on operation is reduced. If the dispatching personnel delay and handle improperly to the train, the train is easy to spread at a later point, passengers are easy to be detained and other consequences, and the service quality and the passenger transportation efficiency of the rail transit system are seriously influenced. In addition, when a serious operation event occurs, the adjusting method also comprises the step of running at equal intervals, namely based on the consideration of factors such as the line passing capacity and the basic service requirement of passengers, a part of trains are extracted to return to a section field or enter a siding, and the rest of trains run at equal intervals rapidly, so that the influence of passenger service is reduced to the maximum extent.
For severe operation events, the existing processing method determines a train adjustment strategy by considering train energy consumption and time in a mode of establishing a regression equation and an objective function.
However, the adjustment mode only considers one-sided factors of train operation, and the evaluation angle of the train adjustment strategy is single.
Disclosure of Invention
To solve the problems in the prior art, embodiments of the present invention provide a method and a system for adjusting a dynamic runtime diagram.
The invention provides a method for adjusting a dynamic operation diagram, which comprises the following steps:
acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train;
determining the number of the trains to be reduced based on the line running information and the preset running interval;
generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group;
according to the evaluation factors, comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively to obtain the evaluation results of all the alternative disposal schemes so as to adjust the dynamic operation diagram of the train according to the evaluation results; the evaluation factors include time factors and cost factors including passenger travel costs and enterprise operation costs.
According to the adjusting method of the dynamic operation diagram provided by the invention, the time factor comprises the time of the train at a later point;
the passenger travel cost comprises travel cost of the passenger to be cleaned;
correspondingly, the comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information according to the evaluation factor to obtain the evaluation results of all alternative disposal schemes, including:
calculating an evaluation factor difference value of train operation information and the initial operation diagram information in each alternative disposal scheme, wherein the evaluation factor difference value comprises a train late time difference value, a passenger trip cost difference value and the enterprise operation cost difference value;
in each alternative disposal scheme, performing weighted calculation on the train late time difference value, the passenger trip cost difference value and the enterprise operation cost difference value to obtain an objective function value of each alternative disposal scheme;
the evaluation result comprises the objective function value for each alternative treatment scheme.
According to the adjusting method of the dynamic operation diagram provided by the invention, the dynamic operation diagram of the train is adjusted according to the evaluation result, and the method comprises the following steps:
determining the alternative treatment scheme with the minimum objective function value as a target treatment scheme according to the evaluation result;
and adjusting the dynamic train operation diagram according to the dynamic timetable corresponding to the target disposal scheme.
According to the adjusting method of the dynamic operation diagram provided by the invention, the driving information group comprises: the number of fields of each line section, the number of current on-line trains, station stop time, interval running time and turn-back time;
correspondingly, the generating a plurality of alternative disposal schemes according to the number of the extraction trains and the driving information group comprises:
determining the running time of each train according to the station stopping time, the interval running time and the turn-back time; the running time comprises departure time, arrival time and arrival time after the first station and the last station return in the uplink direction and the downlink direction;
determining constraint conditions of train operation according to the number of the extracted trains, the number of the line section fields and the number of the current on-line trains; the constraint conditions comprise minimum tracking interval constraint, first and last station turn-back operation interval constraint and turn-back train number and constraint;
and generating a plurality of alternative treatment schemes according to the running time and the constraint condition, wherein each alternative treatment scheme corresponds to a dynamic time schedule.
According to the dynamic operation diagram adjusting method provided by the invention, the travel cost of the cleared passenger is comprehensively determined according to a penalty coefficient, the actual arrival time of the requested passenger train, the planned arrival time of the requested passenger train and the passenger volume of the cleared passenger returned back in the midway of the requested passenger train.
According to the adjusting method of the dynamic operation diagram provided by the invention, the operation modes of the alternative disposal schemes comprise equal-interval operation of the train and unequal-interval operation of the train;
determining the number of the extraction trains needing to be reduced based on the line operation information and the preset running interval, and the method comprises the following steps:
under the condition that the running mode is that the trains run at equal intervals, the line running information comprises the number of the current on-line trains, the number of the trains running at equal intervals and the total turnover time of the interval trains;
the number of the extracted trains is comprehensively determined according to the number of the current on-line trains, the number of the trains running at equal intervals and the total revolution time of the equal interval trains.
The invention also provides a system for adjusting the dynamic operation diagram, which comprises: the train running information acquisition unit is used for acquiring the train running information and the initial running chart information under the condition that disturbance occurs in the train running process;
the determining unit is used for determining the number of the extraction trains needing to be reduced based on the line running information and the preset running interval;
the generating unit is used for generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group;
the evaluation unit is used for respectively comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information according to evaluation factors to obtain evaluation results of all alternative disposal schemes so as to adjust a train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors including passenger travel costs and enterprise operation costs.
The invention also provides a train operation automatic adjustment linkage system, which comprises an adjustment system of a dynamic operation diagram and further comprises:
the receiving unit is used for receiving the dynamic timetable sent by the adjusting system of the dynamic operation diagram;
the verification unit is used for verifying the validity of the dynamic timetable according to a dynamic timetable verification rule and sending a verification result of the dynamic timetable to the adjustment system of the dynamic operation diagram;
the first updating unit is used for replacing the initial timetable by using the dynamic timetable and sending the dynamic timetable to the comprehensive automatic system for driving under the condition that the verification result is valid;
the second updating unit is used for receiving train operation information from an adapter of the comprehensive automation system for driving, replacing the initial train operation information with the train operation information, and sending the train operation information to the adjustment system of the dynamic operation diagram;
and the third updating unit is used for receiving the dynamic train running chart from the adapter of the comprehensive automatic travelling system, replacing the dynamic train running chart with the initial dynamic train running chart and sending the dynamic train running chart to the adjusting system of the dynamic train running chart.
The present invention further provides an electronic device, which includes a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor implements the steps of the method for adjusting the dynamic operation diagram as described in any of the above methods when executing the program.
The present invention also provides a non-transitory computer-readable storage medium, on which a computer program is stored, which, when executed by a processor, implements the steps of the method for adjusting a dynamic execution diagram as described in any one of the above.
According to the dynamic operation diagram adjusting method and system, the formulated multiple alternative treatment schemes are evaluated based on a certain calculation and evaluation method, the treatment schemes are selected according to the evaluation result, time and cost factors are comprehensively considered, the rapid transition from the current driving organization mode to the fixed interval driving organization mode is realized, cost benefits are considered, and support is provided for auxiliary decision making.
Drawings
In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for 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 is a schematic flow chart of a dynamic operation diagram adjustment method provided by the present invention;
FIG. 2 is a schematic diagram of a train provided by the present invention;
FIG. 3 is a schematic diagram of a dynamic operation diagram adjustment system provided by the present invention;
FIG. 4 is a schematic structural view of an automatic train operation adjustment linkage system provided by the present invention;
FIG. 5 is a schematic view of the operation flow of the automatic train operation adjustment linkage system provided by the present invention;
fig. 6 is a schematic structural diagram of an electronic device provided in the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, 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.
It should be noted that in the description of the embodiments of the present invention, the terms "comprises," "comprising," or any other variation thereof, are intended to cover a non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements does not include only those elements but may include other elements not expressly listed or inherent to such process, method, article, or apparatus. The term "comprising", without further limitation, means that the element so defined is not excluded from the group consisting of additional identical elements in the process, method, article, or apparatus that comprises the element. Unless expressly stated or limited otherwise, the terms "mounted," "connected," and "connected" are intended to be inclusive and mean, for example, that they may be fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; they may be connected directly or indirectly through intervening media, or they may be interconnected between two elements. The specific meanings of the above terms in the present invention can be understood by those skilled in the art according to specific situations.
The following describes a method and a system for adjusting a dynamic operation diagram provided by an embodiment of the present invention with reference to fig. 1 to 6.
Fig. 1 is a schematic flow chart of a method for adjusting a dynamic operation diagram provided in the present invention, as shown in fig. 1, including but not limited to the following steps:
first, in step S1, when a disturbance occurs during the running of the train, the line running information and the initial map information are acquired.
Specifically, in the running process of a train, under the condition of disturbance, if trackside equipment fails and cannot be recovered in a short time, at the moment, the running organization of the train needs to be adjusted to realize degraded running of the train, and if the actual passing capacity of a predicted line is obviously lower than the capacity requirement of the planned transport capacity of the current running diagram, the train needs to extract a certain number of trains to realize degraded running.
According to different time length setting modes of the preset driving interval, the adjustment method of the degradation operation can be divided into equal interval operation of the train and unequal interval operation of the train.
Further, in step S2, the number of extraction trains that need to be reduced is determined based on the route running information and the preset running interval.
The train extraction is a train which needs to be extracted from the previous on-line train and does not participate in operation.
The line operation information comprises the number of the current online trains, the train operation number of pairs and the train full-revolution time.
And accounting the number of the extracted trains needing to be reduced according to the train operation information and the fixed running interval needing to be arranged. The number of trains to be used is the number of available trains with good technical status, which are necessary for completing daily transportation tasks and are related to the number of train operation pairs, train speed, station returning stop time and other factors.
Specifically, the number of trains to be drawn which need to be reduced can be calculated according to the number of trains on line, the train operation number, the train full revolution time and the preset time interval.
The preset time intervals include equal intervals and unequal intervals. The equal intervals are that the train operation time intervals are equal, so the operation is easy, and the method becomes a common method for adjusting the operation of the train; the unequal intervals are the unequal intervals of train running time, and are suitable for local adjustment. In the following embodiments of the present invention, the following examples are described with the train operating at equal intervals, which should not be construed as limiting the scope of the present invention.
Further, in step S3, a plurality of candidate solutions are generated from the number of extracted trains and the travel information group.
The driving information group may include at least one of the following information: the number and position information of each line section field, the number of current on-line trains, the station stop time, the interval running time and the turn-back time.
Alternative treatment scenarios may include a dynamic schedule including at least the number of trains in operation, the direction of train operation, and the time interval between two adjacent trains.
Further, in step S4, according to the evaluation factor, comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information, respectively, and obtaining the evaluation results of all alternative disposal schemes, so as to adjust the train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors, including passenger travel costs and enterprise operation costs.
The initial operation diagram information refers to the time, cost and other information contained in the dynamic operation diagram before the disturbance condition occurs.
The time factor includes the train late time.
It should be noted that, the reduced extraction trains can turn back or return to the yard, the operation line generally has more than two yards, how the train should return to the yard directly affects the train efficiency and the cost benefit, the number of yards and the yard position need to be combined, factors such as service level and cost are comprehensively considered, the number of trains needing to return to each yard is determined, different disposal schemes can be made, the influence of the different disposal schemes on the train is evaluated, and therefore the dispatcher makes a decision.
The dynamic operation diagram adjusting method provided by the invention is based on a certain calculation and evaluation method, evaluates a plurality of formulated alternative disposal schemes, selects the disposal schemes according to the evaluation result, comprehensively considers the losses of enterprises, passengers and other parties, realizes the transition of the train running mode from the current running organization mode to the fixed interval running organization mode, gives consideration to cost benefits and provides support for auxiliary decision making.
Optionally, the operation modes of the alternative disposal schemes include train equal-interval operation and train unequal-interval operation; determining the number of the trains to be extracted, which need to be reduced, based on the line running information and the preset running interval, and including: under the condition that the running mode is that the trains run at equal intervals, the line running information comprises the number N' of the current on-line trains, the number N of the trains running at equal intervals, and the full revolution time theta of the interval trains; the number of the extracted trains is comprehensively determined according to the number of the current on-line trains, the number of the trains running at equal intervals and the total turnover time of the trains at equal intervals.
The calculation formula of the number N of the extraction trains is as follows:
in the formula, N' is the number of the current on-line trains, N is the number of the trains which are started at equal intervals and small, and theta is the full revolution time of the trains at equal intervals.
According to the dynamic operation diagram adjusting method provided by the invention, the number of the extracted trains which need to be reduced is calculated through the line operation information and the preset running interval, so that a basis is provided for formulating an alternative disposal scheme.
Optionally, the driving information group includes: the number and position information of each line section field, the number of the current online trains, the stop time, the interval running time and the turn-back time; correspondingly, the generating a plurality of alternative disposal schemes according to the number of the extracted trains and the train information group comprises: determining the running time of each train according to the station stopping time, the interval running time and the turn-back time; the running time comprises departure time, arrival time and arrival time after the first station and the last station return in the uplink direction and the downlink direction; determining constraint conditions of train operation according to the number of the extracted trains, the number of the line section fields and the number of the current on-line trains; the constraint conditions comprise minimum tracking interval constraint, first and last station turn-back operation interval constraint and turn-back train number and constraint; and generating a plurality of alternative treatment schemes according to the running time and the constraint condition, wherein each alternative treatment scheme corresponds to a dynamic time schedule.
Fig. 2 is a schematic diagram of train operation provided by the present invention, and as shown in fig. 2, assuming that there are n trains and m stations, the direction from 1 station to m station is uplink, and the direction from m station to 1 station is uplink. Next, the running time and the constraint condition are calculated according to the number of the extracted trains and the train information group.
First, the run time is calculated:
the running time comprises departure time, arrival time and arrival time after the first station and the last station return in the uplink direction and the downlink direction.
(1) Time of departure
Departure time at k stations for train i in the upstream direction
The calculation formula is as follows:
wherein,
the arrival time of the train i in the uplink direction at the station k is determined; s i,k The stop time of the train i at the k station is shown.
Off-station time of a train i at a station k in the downlink direction
The calculation formula is as follows:
wherein,
the arrival time of the train i in the descending direction at the k station is determined; s i,k The stop time of the train i at the k station is shown.
(2) Time of arrival
Arrival time at k +1 station for train i in uplink direction
The calculation formula is as follows:
wherein,
for the departure time, Y, of the train i in the up direction at the k station i,k The section operation time of the train i between the station k and the station k +1 is shown.
Arrival time of train i at k-1 station in downlink direction
The calculation formula is as follows:
wherein,
off-station time, Y, for an up-train i at station k i,k-1 The section running time of the train i between the station k and the station k-1 is shown.
(3) Arrival time after turning back of first and last stations
Time r for turning back from the upstream direction to the downstream direction for a train i up The calculation formula is as follows:
wherein,
in the downstream directionThe arrival time of train i at m stations,
the departure time of the train i in the uplink direction at the m stations is shown.
Time r for returning train i from down direction to up direction dn The calculation formula is as follows:
wherein,
for the arrival time of the train i at station 1 in the up direction,
the departure time of the train i at the station 1 in the descending direction is shown.
Secondly, the constraint conditions are calculated:
the constraint conditions comprise a minimum tracking interval constraint, a first station and last station turn-back operation interval constraint and a turn-back train number and constraint.
(4) Taking the ascending direction as an example, the minimum tracking interval constraint of two adjacent trains k and k +1 is:
wherein,
the arrival time of the train i +1 in the ascending direction at the station k;
in the up-train direction ik arrival times of stations;
the departure time of the train i +1 in the uplink direction at the station k is determined;
the departure time of the train i in the uplink direction at the station k is determined; t is the minimum tracking interval.
(5) First and last station turn-back operation interval constraint
Alternatively, in the following embodiments of the present invention, a train single-line folding manner is taken as an example for explanation, which is not to be construed as a limitation to the scope of the present invention.
For two consecutive trains, the turning-back operation of the previous train i can be started only after the former train i finishes the turning-back operation and reaches the station in the descending direction, and the latter train i +1 can start the turning-back operation.
Wherein,
the station leaving time of the train i +1 in the uplink direction at the station m;
the arrival time of the train i in the descending direction at the m stations.
(6) Number and constraint of turn-back trains
1) Number n of midway retracing trains 1 The calculation formula of (2) is as follows:
wherein z is i,k Is a binary variable, if train i is turned back midway, z i,k Taking 1; if the train i is not turned back midway, z i,k Take 0.
If the train i is turned back from the upstream direction to the downstream direction, the arrival time of the train at the k station in the downstream direction is affected. The train i in the downlink direction does not stop at the station k, so that the departure time and the arrival time of the train i at the station k are equal, and the calculation formula is as follows:
wherein,
the arrival time at the k station for the train i in the down direction,
the departure time of the train i in the descending direction at the k station,
departure time r of the train i in the up direction at the k station m The turn-back time of train i at the intermediate station.
The running interval between the train j and the train i in the descending direction is ensured to be not less than the minimum running interval constraint. The time schedule of the train i after leaving the k station is not calculated any more, and the specific formula is as follows:
wherein,
the arrival time at the k station for the train j in the down direction,
the arrival time at the k station for the train i in the down direction,
is the departure time of the train j in the descending direction at the station k,
t is the minimum tracking interval, which is the departure time of the train i in the downstream direction at the k station.
2) Number of trains returning to intermediate yard and constraints
Number n of trains returning to middle yard 2 The calculation formula of (2) is as follows:
wherein m is i,k Is a binary variable, if the train i returns to the yard at the intermediate station k, m i,k Taking 1; if the train i is not returning to the yard at the intermediate station k, m i,k Take 0.
For the train i returning to the middle yard, the time table of the arrival of the train i at the k station is not calculated.
3) Number and constraint of trains returning to starting and ending field
Number n of trains returning to the beginning and end of the train yard 3 The calculation formula of (2) is as follows:
wherein s is i,k Is a binary variable, if the train i returns to the yard at the end station k, s i,k Taking 1; if the train i is not returned to the yard at the end station k, s i,k Take 0.
For the train i returning to the starting and ending field, the time table of the arrival k stations of the train i is not calculated.
Number n of midway retracing trains 1 Number n of trains returning to middle yard 2 And the number n of trains returning to the beginning and end field 3 Satisfies the following formula:
n 1 +n 2 +n 3 ＝N；
wherein N is the number of the extraction trains.
Based on the calculation formula and the constraint conditions, all pareto non-dominated optimal solutions of the train return field section can be solved, and then the actual operation schedule under each alternative disposal scheme is calculated.
According to the dynamic operation diagram adjusting method provided by the invention, the condition that the train returns to the fields at different positions is considered by considering the number and the constraint of the turn-back trains, and the alternative disposal schemes are generated by calculating the operation time and the constraint conditions, so that a basis is provided for the evaluation of the disposal schemes.
Optionally, the time factor comprises train late time; the cost factors comprise passenger trip cost and enterprise operation cost; the passenger travel cost comprises travel cost of the passenger to be cleaned;
correspondingly, the comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively according to the evaluation factors to obtain the evaluation results of all alternative disposal schemes, including:
calculating an evaluation factor difference value of train operation information and the initial operation diagram information in each alternative disposal scheme, wherein the evaluation factor difference value comprises a train late time difference value, a passenger trip cost difference value and the enterprise operation cost difference value;
in each alternative disposal scheme, performing weighted calculation on the train late time difference value, the passenger trip cost difference value and the enterprise operation cost difference value to obtain an objective function value of each alternative disposal scheme;
the evaluation result comprises the objective function value for each alternative treatment scheme.
Specifically, the calculation method of the evaluation factor is as follows:
(1) late train time
Train delay refers to the difference between the time the train actually arrives at the terminal and the time the train is scheduled to arrive at the terminal. Therefore, the train late time Z 1 The calculation formula of (2) is as follows:
wherein,
for the actual arrival time of train i at terminal m,
the planned arrival time for train i at terminal m.
(2) Cost of passenger travel
The main factors that the passenger has when choosing the mode of travel are waiting time, time of the vehicle. The perception of the passengers in the bus time is low, so the travel cost of the passengers is reflected by the waiting time. It can be known from the existing research that if the departure frequency of the vehicle is high and the vehicle is issued uniformly, half of the departure interval is equal to the waiting time of each trip passenger, so that the total waiting time of the passengers is the sum of the waiting time of the passengers at each station in each operation period all day.
Thus the travel cost Z of the passenger not being cleaned 21 The calculation formula of (c) is:
wherein, A' i+1,k Is arrival time, A 'of the train i +1 at the station k' i,k Arrival time, Q, for train i at station k ik The traffic volume at the kth station when the ith train arrives.
Due to the fact that service quality of passengers cleared at the k station is poor when the train i turns back midway, a penalty coefficient is increased compared with that of passengers not cleared when the waiting time is calculated.
Optionally, the travel cost of the cleared passenger is comprehensively determined according to a penalty coefficient, the actual arrival time of the requested train, the planned arrival time of the requested train and the passenger volume of the requested train returning the cleared passenger halfway. Thus the trip cost Z of the cleared passenger 22 The calculation formula of (c) is:
wherein, A' i+1,k Is arrival time, A 'of the train i +1 at the station k' i,k Arrival time, P, for train i at station k ik For the passenger flow volume of the train i which returns back midway and is cleared at the station k, the penalty coefficient beta is a numerical value which is larger than 1 and can be determined according to experience.
During the operation of the train, due to equipment failure or emergency, the train cannot continuously operate and needs to be cleared, and under the condition, a driver can broadcast through carriage broadcasting to inform passengers of the reason for clearing passengers, so that everybody is guided to get off in order, and the safety is ensured. The travel cost of the cleared passengers refers to the increased waiting time cost of the passengers due to the cleared passengers.
Therefore, the passenger trip cost Z 2 The calculation formula of (2) is as follows:
Z 2 ＝Z 21 +Z 22 ；
wherein Z is 21 Cost of travel for unclosed passengers, Z 22 Is the travel cost of the cleared passenger.
(3) Cost of enterprise operations
The enterprise operation cost mainly comprises train operation cost (energy consumption cost, maintenance cost and the like), and is related to the cost of running kilometers per unit and the number of running kilometers of the train.
Thus, the business operating cost Z 3 The calculation formula of (2) is as follows:
wherein C is the cost of running kilometers per unit; l is i The number of kilometers traveled by the train i.
The objective function Z is calculated as:
Z＝min(α 1 ·Z 1 +α 2 ·Z 2 +α 3 ·Z 3 )；
wherein alpha is 1 For the time Z of the train late 1 Corresponding weight; alpha is alpha 2 Cost Z for passenger trip 2 Corresponding weight; alpha (alpha) ("alpha") 3 Operating cost Z for an enterprise 3 Corresponding to the weight.
The weight may be determined by an entropy weight method or a subjective assignment method. The basic idea of the entropy weight method is to determine objective weight according to index variation degree, the evaluation principle is 'difference drive', the larger the variation degree of a certain index value of an evaluation object is, the more information is provided, and the larger the weight is; conversely, the smaller the degree of variation of the index value, the smaller the amount of information to be provided, and the smaller the weight. The subjective valuation method is to evaluate the importance of each index and determine the weight of each index according to experience accumulation.
Table 1 is an evaluation table of alternative treatment schemes provided by the present invention, as shown in table 1 (data is only an example), advantages and disadvantages of the alternative treatment schemes can be visually seen through each index value, and overall merits of the alternative treatment schemes can be compared through the objective function value.
Table 1 evaluation table of alternative treatment options
Through the above calculation formula, the dynamic timetable of the initial operation diagram information and the dynamic timetable of the alternative disposal scheme are compared and calculated to obtain the objective function value, and the scheme with smaller objective function value is better and can be selected preferentially.
According to the adjusting method of the dynamic operation diagram provided by the invention, various different alternative disposal schemes are evaluated through multi-dimensional evaluation factors, and the trip time cost of the cleared passenger is calculated, so that the service level is improved.
Optionally, adjusting the train dynamic operation diagram according to the evaluation result includes: according to the evaluation result, determining the alternative treatment scheme with the minimum objective function value as the target treatment scheme; and adjusting the dynamic train operation diagram according to the dynamic timetable corresponding to the target disposal scheme.
Specifically, based on a dynamic adjustment technology, a fixed-interval dynamic operation diagram operation mode is determined according to a target treatment scheme.
According to the adjusting method of the dynamic operation diagram provided by the invention, the alternative disposal scheme with the minimum objective function value is selected, and then the dynamic operation diagram is adjusted, so that the aim of reducing the passenger service influence to the maximum extent is fulfilled.
Fig. 3 is a schematic structural diagram of an adjustment system of a dynamic operation diagram provided by the present invention, as shown in fig. 3, including:
the acquiring unit 301 is configured to acquire line running information and initial running chart information when a disturbance occurs during train running;
a determining unit 302, configured to determine, based on the line operation information and a preset train interval, the number of trains to be extracted that needs to be reduced;
a generating unit 303, configured to generate a plurality of alternative disposal solutions according to the number of extracted trains and the train information group;
the evaluation unit 304 is configured to compare and evaluate the train operation information in each alternative disposal scheme with the initial operation diagram information according to an evaluation factor, and obtain evaluation results of all alternative disposal schemes, so as to adjust a train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors, including passenger travel costs and enterprise operation costs.
In the running process, under the condition that disturbance occurs in the running process of a train, the obtaining unit 301 obtains line running information and initial running chart information; based on the line operation information and the preset train interval, the determining unit 302 determines the number of extraction trains that need to be reduced; the generating unit 303 generates a plurality of alternative disposal schemes according to the number of the extracted trains and the train information group; the evaluation unit 304 compares and evaluates the train operation information in each alternative disposal scheme with the initial operation diagram information respectively according to the evaluation factors, and obtains the evaluation results of all alternative disposal schemes to adjust the train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors, including passenger travel costs and enterprise operation costs.
First, in the case where disturbance occurs during train traveling, the acquisition unit 301 acquires line operation information and initial operation diagram information.
Specifically, in the running process of a train, under the condition that disturbance occurs, if trackside equipment fails and cannot be recovered in a short time, at the moment, the running organization of the train needs to be adjusted to realize degraded running of the train, and if the actual passing capacity of a predicted line is obviously lower than the planned capacity requirement of the current running chart, the train needs to extract a certain number of trains to realize degraded running.
According to different time length setting modes of the preset driving interval, the adjustment method of the degradation operation can be divided into equal interval operation of the train and unequal interval operation of the train.
Further, the determination unit 302 determines the number of extraction trains that need to be reduced based on the line operation information and the preset train interval.
The line operation information comprises the number of the current online trains, the train operation number of pairs and the train full-revolution time.
And accounting the number of the extracted trains needing to be reduced according to the train operation information and the fixed running interval needing to be arranged. The number of trains to be used is the number of available trains with good technical status which must be equipped for completing daily transportation tasks, and is related to the factors such as the number of train operation pairs, the train speed, the stop time of the return station and the like.
Specifically, the number of trains to be drawn which need to be reduced can be calculated according to the number of trains on line, the train operation number, the train full revolution time and the preset time interval.
The preset time intervals include equal intervals and unequal intervals. The operation is easy to operate due to the equal interval operation, so that the method becomes a common means for adjusting the operation of the train; and non-equidistant operation is suitable for local adjustment. In the following embodiments of the present invention, the following examples are described with the train operating at equal intervals, which should not be construed as limiting the scope of the present invention.
Further, the generating unit 303 generates a plurality of alternative solutions according to the number of extracted trains and the train information group.
The driving information group may include any one of the following information: the number and position information of each line section field, the number of current on-line trains, the station stop time, the interval running time and the turn-back time.
Alternative treatment scenarios may include a dynamic schedule including at least the number of trains in operation, the direction of train operation, and the time interval between two adjacent trains.
Further, the evaluation unit 304 compares and evaluates the train operation information in each alternative disposal scheme with the initial operation diagram information according to the evaluation factors, and obtains the evaluation results of all alternative disposal schemes to adjust the train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors including passenger travel costs and enterprise operation costs.
The initial operation diagram information is information of time, cost and the like contained in the dynamic operation diagram without disturbance.
The time factor includes the train's late time.
It should be noted that, the reduced extraction trains can turn back or return to the yard, the operation line has more than two yards per shift, how the train should return to the yard directly affects the efficiency and the cost benefit of the train, the number of yards and the location of yards need to be combined, the factors of service level, cost and the like are comprehensively considered, the number of trains needing to return to each yard is determined, different disposal schemes can be formulated, the influence of the different disposal schemes on the train is evaluated, and therefore the dispatcher makes a decision.
The dynamic operation diagram adjusting system provided by the invention evaluates a plurality of formulated alternative disposal schemes based on a certain calculating and evaluating method, selects the disposal schemes according to the evaluation result, comprehensively considers the losses of enterprises, passengers and other parties, realizes the transition of the train running mode from the current running organization mode to the fixed interval running organization mode, gives consideration to cost benefits and provides support for auxiliary decision making.
It should be noted that, in specific execution, the system for adjusting a dynamic operation diagram provided in the embodiment of the present invention may be implemented based on the method for adjusting a dynamic operation diagram described in any of the embodiments above, and details of this embodiment are not described herein.
Fig. 4 is a schematic structural diagram of an automatic train operation adjustment linkage system provided by the present invention, and as shown in fig. 4, the automatic train operation adjustment linkage system at least includes an adjustment system of a dynamic operation diagram provided by an embodiment of the present invention, and further includes:
a receiving unit 401, configured to receive a dynamic schedule sent from an adjustment system of a dynamic operation graph;
a verification unit 402, configured to verify validity of a dynamic schedule according to a dynamic schedule verification rule, and send a verification result of the dynamic schedule to an adjustment system of the dynamic operation diagram;
a first updating unit 403, configured to replace the initial schedule with the dynamic schedule and send the dynamic schedule to the comprehensive automation system for driving under the condition that the verification result is valid;
a second updating unit 404, configured to receive train operation information from an adapter of the integrated automation system for train operation, replace the initial train operation information with the train operation information, and send the train operation information to the adjustment system of the dynamic operation diagram;
and a third updating unit 405, configured to receive a train dynamic operation diagram from the adapter of the integrated automation system for train operation, replace the initial train dynamic operation diagram with the train dynamic operation diagram, and send the train dynamic operation diagram to the adjustment system of the dynamic operation diagram.
During the operation of the system, the receiving unit 401 receives the dynamic schedule sent from the adjustment system of the dynamic operation diagram; the verification unit 402 verifies the validity of the dynamic schedule according to a dynamic schedule verification rule, and sends a verification result of the dynamic schedule to an adjustment system of the dynamic operation diagram; the first updating unit 403, under the condition that the verification result is valid, replaces the initial timetable with the dynamic timetable, and sends the dynamic timetable to the comprehensive automation system for driving; the second updating unit 404 receives train operation information from the adapter of the integrated automation system for train operation, replaces the initial train operation information with the train operation information, and sends the train operation information to the adjustment system of the dynamic working diagram; the third updating unit 405 receives the dynamic train running diagram from the adapter of the integrated automation system for train operation, replaces the initial dynamic train running diagram with the dynamic train running diagram, and sends the dynamic train running diagram to the adjustment system of the dynamic train running diagram.
The train operation automatic adjustment linkage system provided by the invention evaluates a plurality of formulated alternative disposal schemes based on a certain calculation and evaluation method, selects the disposal schemes according to the evaluation result, comprehensively considers the losses of enterprises, passengers and other parties, realizes the transition of the train operation mode from the current operation organization mode to the fixed interval operation organization mode, gives consideration to cost benefits and provides support for auxiliary decision making.
Fig. 5 is a schematic operation flow diagram of the train operation automatic adjustment linkage system provided by the present invention, and as shown in fig. 5, the train operation automatic adjustment linkage system mainly includes: the dynamic operation diagram adjusting method comprises a driving Integrated Automation System (TIAS), an intelligent scheduling platform and an auxiliary decision platform.
Optionally, the TIAS sends the initial operation diagram information and the train operation information to the intelligent scheduling platform, and the intelligent scheduling platform receives and updates the train operation information and the initial operation diagram and then sends the train operation information and the initial operation diagram to the auxiliary decision platform.
The auxiliary decision-making platform generates a dynamic schedule according to the train operation information and the initial operation diagram and sends the dynamic schedule to the intelligent scheduling platform; after receiving the dynamic timetable sent by the aid of the auxiliary decision platform, the intelligent scheduling platform inquires a dynamic timetable verification rule, verifies the dynamic timetable by using the dynamic timetable verification rule, and obtains a verification result of the dynamic timetable; on one hand, the verification result of the dynamic schedule is sent to an auxiliary decision platform under the condition that the verification result is valid; and on the other hand, the dynamic timetable is used for replacing the initial timetable, the updating of the dynamic timetable is completed, the dynamic timetable is sent to the TIAS, and the TIAS completes the updating of the dynamic timetable according to the received dynamic timetable.
It should be noted that, the automatic train operation linkage system is used to control the line operation of the urban rail transit, and the automatic train operation adjustment linkage device provided in the embodiment of the present invention may be implemented based on the adjustment method of the dynamic operation diagram described in any of the above embodiments when specifically executing, which is not described in detail in this embodiment.
Fig. 6 is a schematic structural diagram of an electronic device provided in the present invention, and as shown in fig. 6, the electronic device may include: a processor (processor)610, a communication Interface 620, a memory (memory)630 and a communication bus 640, wherein the processor 610, the communication Interface 620 and the memory 630 complete communication with each other through the communication bus 640. The processor 610 may call logic instructions in the memory 630 to perform a method of dynamic execution diagram adjustment, the method comprising: acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train; determining the number of the trains to be reduced based on the line running information and the preset running interval; generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group; according to the evaluation factors, comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively to obtain the evaluation results of all the alternative disposal schemes so as to adjust the dynamic operation diagram of the train according to the evaluation results; the evaluation factors include time factors and cost factors.
In addition, the logic instructions in the memory 630 may be implemented in software functional units and stored in a computer readable storage medium when the logic instructions are sold or used as independent products. Based on such understanding, the technical solution of the present invention or a part thereof which substantially contributes to the prior art may be embodied in the form of a software product, which is stored in a storage medium and includes several instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.
In another aspect, the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, the computer program including program instructions, when the program instructions are executed by a computer, the computer being capable of executing the method for adjusting a dynamic operation diagram provided by the above methods, the method including: acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train; determining the number of the trains to be reduced based on the line running information and the preset running interval; generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group; according to the evaluation factors, comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively to obtain the evaluation results of all the alternative disposal schemes so as to adjust the dynamic operation diagram of the train according to the evaluation results; the evaluation factors include time factors and cost factors, including passenger travel costs and enterprise operation costs.
In yet another aspect, the present invention further provides a non-transitory computer-readable storage medium, on which a computer program is stored, the computer program being implemented by a processor to perform the method for adjusting a dynamic operation diagram provided in the foregoing embodiments, the method including: acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train; determining the number of the trains to be reduced based on the line running information and the preset running interval; generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group; according to the evaluation factors, comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively to obtain the evaluation results of all the alternative disposal schemes so as to adjust the dynamic operation diagram of the train according to the evaluation results; the evaluation factors include time factors and cost factors, including passenger travel costs and enterprise operation costs.
The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and 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.
Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment may be implemented by software plus a necessary general hardware platform, and may also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.
Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; 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 (8)
1. A method for adjusting a dynamic operation diagram is characterized by comprising the following steps:
acquiring line running information and initial running chart information under the condition that disturbance occurs in the running process of a train;
determining the number of the trains to be reduced based on the line running information and the preset running interval;
generating a plurality of alternative disposal schemes according to the number of the extracted trains and the running information group;
according to evaluation factors, comparing and evaluating train operation information in each alternative disposal scheme with the initial operation diagram information respectively, and obtaining evaluation results of all alternative disposal schemes so as to adjust a train dynamic operation diagram according to the evaluation results; the evaluation factors comprise time factors and cost factors, wherein the cost factors comprise passenger travel cost and enterprise operation cost;
the time factor comprises the train late time;
the passenger travel cost comprises the travel cost of the cleared passenger;
correspondingly, the comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information respectively according to the evaluation factors to obtain the evaluation results of all alternative disposal schemes, including:
calculating an evaluation factor difference value of train operation information and the initial operation diagram information in each alternative disposal scheme, wherein the evaluation factor difference value comprises a train late time difference value, a passenger trip cost difference value and the enterprise operation cost difference value;
in each alternative disposal scheme, performing weighted calculation on the train late time difference value, the passenger travel cost difference value and the enterprise operation cost difference value to obtain a target function value of each alternative disposal scheme;
the evaluation result comprises the objective function value for each alternative treatment option;
adjusting a train dynamic operation diagram according to the evaluation result, which specifically comprises the following steps:
determining the alternative treatment scheme with the minimum objective function value as a target treatment scheme according to the evaluation result;
adjusting the dynamic train operation diagram according to a dynamic schedule corresponding to the target disposal scheme;
the calculation formula of the objective function value Z is as follows:
Z＝min(α 1 ·Z 1 +α 2 ·Z 2 +α 3 ·Z 3 )；
time difference Z of train at night 1 The calculation formula of (2) is as follows:
passenger trip cost difference Z 2 The calculation formula of (2) is as follows:
Z 2 ＝Z 21 +Z 22
trip cost difference Z of uncleared passengers 21 The calculation formula of (c) is:
travel cost difference Z of passenger to be cleaned 22 The calculation formula of (2) is as follows:
difference value Z of enterprise operation cost 3 The calculation formula of (2) is as follows:
α 1 for the time difference Z of the train late 1 Corresponding weight; alpha is alpha 2 Travel cost difference for passengersValue Z 2 Corresponding weight; alpha is alpha 3 For enterprise operation cost difference Z 3 Corresponding weight;
the actual arrival time of the train i at the terminal m is shown;
the planned arrival time of the train i at the terminal m is shown; a' i+1,k Is arrival time, A 'of the train i +1 at the station k' i,k Arrival time, Q, for train i at station k ik The passenger flow of the kth station when the ith train comes; a' i+1,k The arrival time of the train i +1 at the station k is shown; a' i,k The arrival time of the train i at the station k is shown; p ik Turning back the passenger flow volume cleared at the station k for the midway of the train i; the penalty coefficient beta is a value larger than 1; c is the cost of running kilometers in unit; l is i The number of kilometers traveled by the train i.
2. The method for adjusting a dynamic operation chart according to claim 1, wherein the driving information group comprises: the number of each line section field, the number of the current online trains, the station stop time, the interval running time and the turn-back time;
correspondingly, the generating a plurality of alternative disposal schemes according to the number of the extracted trains and the train information group comprises:
determining the running time of each train according to the station stopping time, the interval running time and the turn-back time; the running time comprises departure time, arrival time and arrival time after the first station and the last station return in the uplink direction and the downlink direction;
determining constraint conditions of train operation according to the number of the extracted trains, the number of the line section fields and the number of the current on-line trains; the constraint conditions comprise a minimum tracking interval constraint, a head-and-tail station turn-back operation interval constraint, and a turn-back train number and a constraint;
and generating a plurality of alternative treatment schemes according to the running time and the constraint condition, wherein each alternative treatment scheme corresponds to a dynamic time schedule.
3. The method for adjusting a dynamic operation diagram according to claim 1, wherein the travel cost of the cleared passenger is determined comprehensively according to a penalty coefficient, an actual arrival time of the cleared train, a planned arrival time of the cleared train, and a passenger volume of the cleared train returning the cleared passenger halfway.
4. The method for adjusting the dynamic operation diagram according to claim 1, wherein the operation modes of the alternative handling schemes include train equal interval operation and train unequal interval operation;
determining the number of the trains to be extracted, which need to be reduced, based on the line running information and the preset running interval, and including:
under the condition that the running mode is that the trains run at equal intervals, the line running information comprises the number of the current on-line trains, the number of the trains running at equal intervals, and the full revolution time of the interval trains;
the number of the extracted trains is comprehensively determined according to the number of the current on-line trains, the number of the trains running at equal intervals and the total turnover time of the trains at equal intervals.
5. A system for adjusting a dynamic operation diagram, comprising:
the train running information acquisition unit is used for acquiring the train running information and the initial running chart information under the condition that disturbance occurs in the train running process;
the determining unit is used for determining the number of the extraction trains needing to be reduced based on the line running information and the preset running interval;
the generating unit is used for generating a plurality of alternative disposal schemes according to the number of the extraction trains and the running information group;
the evaluation unit is used for respectively comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information according to evaluation factors, acquiring evaluation results of all alternative disposal schemes, and adjusting a train dynamic operation diagram according to the evaluation results; the evaluation factors include time factors and cost factors; the cost factors comprise passenger trip cost and enterprise operation cost;
the time factor comprises the train late time;
the passenger travel cost comprises the travel cost of the cleared passenger;
correspondingly, the comparing and evaluating the train operation information in each alternative disposal scheme with the initial operation diagram information according to the evaluation factor to obtain the evaluation results of all alternative disposal schemes, including:
calculating an evaluation factor difference value of the train operation information and the initial operation diagram information in each alternative disposal scheme, wherein the evaluation factor difference value comprises a train late time difference value, a passenger travel cost difference value and the enterprise operation cost difference value;
in each alternative disposal scheme, performing weighted calculation on the train late time difference value, the passenger trip cost difference value and the enterprise operation cost difference value to obtain an objective function value of each alternative disposal scheme;
the evaluation result comprises the objective function value of each alternative treatment plan;
adjusting a train dynamic operation diagram according to the evaluation result, which specifically comprises the following steps:
determining the alternative treatment scheme with the minimum objective function value as a target treatment scheme according to the evaluation result;
adjusting the dynamic train operation diagram according to a dynamic schedule corresponding to the target disposal scheme;
the calculation formula of the objective function value Z is as follows:
Z＝min(α 1 ·Z 1 +α 2 ·Z 2 +α 3 ·Z 3 )；
time difference Z of train at night 1 The calculation formula of (c) is:
passenger trip cost difference Z 2 The calculation formula of (2) is as follows:
Z 2 ＝Z 21 +Z 22
travel cost difference Z of passenger not cleaned 21 The calculation formula of (c) is:
travel cost difference Z of passenger to be cleaned 22 The calculation formula of (2) is as follows:
difference value Z of enterprise operation cost 3 The calculation formula of (c) is:
α 1 for the time difference Z of the train late point 1 Corresponding weight; alpha is alpha 2 For passenger trip cost difference Z 2 Corresponding weight; alpha (alpha) ("alpha") 3 For enterprise operation cost difference Z 3 Corresponding weight;
actual arrival time of the train i at the terminal m;
the planned arrival time of the train i at the terminal m is shown; a' i+1,k Is arrival time, A 'of train i +1 at station k' i,k Arrival time, Q, for train i at station k ik The passenger flow of the kth station when the ith train comes; a' i+1,k The arrival time of the train i +1 at the station k is shown; a' i,k The arrival time of the train i at the station k is shown; p ik Turning back the passenger flow volume cleared at the station k for the midway of the train i; the penalty coefficient beta is a value larger than 1; c is the cost of running per kilometer; l is i The number of kilometers traveled by the train i.
6. An automatic train operation adjustment linkage system at least comprising the dynamic operation diagram adjustment system according to claim 5, further comprising:
the receiving unit is used for receiving the dynamic timetable sent by the adjusting system of the dynamic operation diagram;
the verification unit is used for verifying the validity of the dynamic timetable according to a dynamic timetable verification rule and sending a verification result of the dynamic timetable to the adjustment system of the dynamic operation diagram;
the first updating unit is used for replacing the initial timetable by using the dynamic timetable and sending the dynamic timetable to the comprehensive automatic system for driving under the condition that the verification result is valid;
the second updating unit is used for receiving train operation information from an adapter of the comprehensive automatic travelling system, replacing the initial train operation information with the train operation information and sending the train operation information to the adjusting system of the dynamic operation diagram;
and the third updating unit is used for receiving the dynamic train running chart from the adapter of the comprehensive automatic travelling system, replacing the dynamic train running chart with the initial dynamic train running chart and sending the dynamic train running chart to the adjusting system of the dynamic train running chart.
7. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the steps of the method for adjusting a dynamic execution diagram according to any one of claims 1 to 4 when executing the computer program.
8. A non-transitory computer-readable storage medium, on which a computer program is stored, which, when being executed by a processor, implements the method steps of adjusting a dynamic execution diagram according to any one of claims 1 to 4.
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| CN113792199A (en) * | 2021-08-31 | 2021-12-14 | 通号城市轨道交通技术有限公司 | Method and device for adjusting train operation diagram scale, electronic equipment and storage medium |
| CN113581261B (en) * | 2021-09-07 | 2022-09-20 | 东北大学 | Comprehensive performance evaluation system for high-speed railway stage adjustment plan |
| CN113859325B (en) * | 2021-09-23 | 2023-07-18 | 通号城市轨道交通技术有限公司 | Train running chart adjusting method and device, electronic equipment and storage medium |
| CN113928342B (en) * | 2021-11-03 | 2022-11-25 | 交控科技股份有限公司 | Train operation method based on virtual marshalling, electronic device and storage medium |
| CN114655281B (en) * | 2022-03-08 | 2024-01-02 | 通号城市轨道交通技术有限公司 | Train running chart processing method and device, electronic equipment and storage medium |
| CN117184182A (en) * | 2022-05-31 | 2023-12-08 | 比亚迪股份有限公司 | Rail vehicle operation control method, device and storage medium |
| CN117341774A (en) * | 2023-08-30 | 2024-01-05 | 北京城建智控科技股份有限公司 | Train operation adjustment method and device, electronic equipment and storage medium |
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