CN113320577A - Automatic urban rail train running chart compiling method for single-running intersection - Google Patents

Automatic urban rail train running chart compiling method for single-running intersection Download PDF

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CN113320577A
CN113320577A CN202110687137.9A CN202110687137A CN113320577A CN 113320577 A CN113320577 A CN 113320577A CN 202110687137 A CN202110687137 A CN 202110687137A CN 113320577 A CN113320577 A CN 113320577A
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train
time
peak
departure
turn
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CN113320577B (en
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宿帅
王志凯
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Beijing Jiaotong University
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B61L27/10—Operations, e.g. scheduling or time tables
    • B61L27/12—Preparing schedules
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations

Abstract

The invention provides an urban rail train running chart automatic compiling method facing a single running intersection, which is an urban rail train running chart compiling method meeting multiple land operation requirements under the conditions facing the single train running intersection, fixed marshalling and forbidden crossing, and can automatically generate a train running chart meeting the operation requirements. The method provided by the invention has the following beneficial effects: under the conditions of single road crossing, fixed marshalling and no-crossing, the method can automatically generate a train operation diagram meeting various operation requirements in a short time, wherein the train operation diagram comprises requirements of different turning back modes, departure time requirements of first and last buses, any high, flat-peak departure interval requirements, multi-field requirements and the like; the automatic working diagram compiling method replaces the complex process of manually compiling the train working diagram by the traditional working diagram compiling personnel, can generate the train working diagram meeting the operation conditions in a short time, improves the working diagram compiling efficiency and reduces the labor intensity of the working diagram compiling personnel.

Description

Automatic urban rail train running chart compiling method for single-running intersection
Technical Field
The invention relates to the technical field of train running organization in transportation organization, in particular to an automatic urban rail train running chart compiling method for single running crossroads.
Background
Urban rail transit (hereinafter referred to as urban rail) in China is in a rapid development stage, and large cities such as Beijing, Shanghai, Guangzhou and the like basically form developed urban rail networks. In the process of urban rail organization transportation production, all departments are required to be tightly matched with each other, so that the transportation production task is efficiently completed. The compilation and execution of the train operation diagram are an important component of the urban rail transportation running organization work, are the basis of the urban rail transportation work, and are the comprehensive plan of the urban rail transportation production.
The train operation diagram is a diagram of the relation between the time and the space of the train operation, and defines the sequence of the section occupied by each train, and the mutual position and the corresponding relation of the trains on the time and the space can be visually displayed when each train is in the section operation, at the arrival, departure or passing time of a station, the stop time of the station and the return operation time of the return station, the train traffic and the train entering and exiting vehicle section time, and the like. At present, the urban rail train operation diagram is mainly manually compiled. The diagraph needs to calculate the number of train bottoms, the train full-turnover operation time and other operation chart key elements required by the diagraph according to a train operation scheme established in advance. Then, each train operation line is accurately laid on the train operation chart according to the train operation intersection, and arrival, departure and passing times of the train at each station, a return time at a return station, and the like are specified in detail. Finally, the well-organized train operation diagram needs to be adjusted to meet the requirements of various operation conditions. The efficiency of manual work of drawing the operation chart is low, and the labor intensity of the drawing personnel is high. In order to improve the efficiency of compiling the operation diagram, scholars at home and abroad begin to research the automatic compiling method of the operation diagram. The existing urban rail operation diagram automatic compilation method usually depends on a complex mathematical model, and the modeling process is complex and the solving speed of the model is slow due to the fact that the number of constraint conditions and operation requirements in the actual operation process is large. Therefore, the existing method for compiling the operation diagram based on the mathematical model cannot meet the requirement of actual operation.
Disclosure of Invention
The embodiment of the invention provides an automatic urban rail train running chart compiling method for a single running intersection, which is used for solving the following technical problems in the prior art:
(1) the efficiency of manual operation chart compilation is low, and the labor intensity of chart compilation personnel is high;
(2) the existing mathematical model for automatically compiling the operation diagram cannot meet the requirement of actual operation.
In order to achieve the purpose, the invention adopts the following technical scheme.
An automatic urban rail train operation diagram compiling method for a single operation intersection comprises the following steps:
s1, setting basic parameters for compiling a train operation diagram based on the fixed conditions of train operation;
s2, constructing a train operation diagram at an early peak time, a late peak time, a daytime peak-balancing time and a late peak-balancing time based on the basic parameters;
s3, based on the train operation diagrams at the early peak time, the late peak time, the daytime peak-balancing time and the late peak-balancing time, the train operation diagrams at the transition time are constructed by adjusting the train departure intervals;
s4, constructing a train operation diagram of an operation starting time period and an operation ending time period based on the departure time of a first bus, the departure time of a last bus, the early peak starting time and the late peak ending time in the basic parameters, and acquiring a train bottom turnover relation set according to the train operation diagram of the operation starting time period and the operation ending time period;
s5, obtaining the train bottom number and the train number based on the train running chart of the early peak time, the late peak time, the daytime peak-balancing time, the operation starting time and the operation ending time in the night peak-balancing time and the train bottom turnover relation set; and judging whether the train running lines corresponding to the train bottom number and the train number have conflicts or not, and if so, correcting the conflicts.
Preferably, step S1 includes:
s101, setting station set in line
Figure BDA0003125007900000021
Ascending station set
Figure BDA0003125007900000022
Descending station set
Figure BDA0003125007900000023
S102 setting peak time and flat timeThe departure interval of the train is respectively Hhigh,HlowThe minimum turn-back interval of the train during the peak time and the flat time is
Figure BDA0003125007900000024
S103, setting departure times of the first bus and the last bus to be respectively
Figure BDA0003125007900000025
The early peak start-stop time and the late peak start-stop time are respectively
Figure BDA0003125007900000026
The daytime peak-balancing start and stop time and the night peak-balancing start and stop time are respectively
Figure BDA0003125007900000027
Obtain an early peak period of
Figure BDA0003125007900000028
The late peak period is
Figure BDA0003125007900000029
The early peak-flattening period is
Figure BDA00031250079000000210
The late peak period is
Figure BDA00031250079000000211
S104, setting the transition starting time from the early peak to the daytime flat peak as
Figure BDA00031250079000000212
The transition starting time from the average peak in the daytime to the late peak is
Figure BDA00031250079000000213
The transition starting time from late peak to late peak is
Figure BDA00031250079000000214
S105, setting the stop time of the train at each station as
Figure BDA00031250079000000215
Setting the running time of a section
Figure BDA00031250079000000216
S106 passing formula
Figure BDA0003125007900000031
And
Figure BDA0003125007900000032
respectively calculating train road-crossing operation time Rup,Rdown；
S107, the turn-back time of the peak uplink train at the terminal and the turn-back time of the peak uplink train at the terminal are respectively set as
Figure BDA0003125007900000033
And is
Figure BDA0003125007900000034
Satisfies the following conditional expression
Figure BDA0003125007900000035
In the formula, FIFor the return mode of the ascending train at the terminal station, the expression is
Figure BDA0003125007900000036
S108, the proportion of the train entering or exiting the parking base is set as
Figure BDA0003125007900000037
In the formula (I), the compound is shown in the specification,Ndindicating the number of train entering or exiting vehicle sections, NsIndicating the number of trains entering or exiting the parking lot.
Preferably, step S2 includes:
s201 based on early peak hour
Figure BDA0003125007900000038
Early peak ending time
Figure BDA0003125007900000039
Late peak time of onset
Figure BDA00031250079000000310
Late peak ending time
Figure BDA00031250079000000311
Time of day peak-off
Figure BDA00031250079000000312
Daytime peak-off time
Figure BDA00031250079000000313
Evening peak-off time
Figure BDA00031250079000000314
Mean time to peak at night
Figure BDA00031250079000000315
Train departure interval H in peak hourshighDeparture interval H of train at peak-balancing time intervallowConstructing an uplink train operation line;
s202 is based on the turn-back time of the peak uplink train at the terminal
Figure BDA00031250079000000316
Turning back time of peace peak uplink train at terminal station
Figure BDA00031250079000000317
Constructing a peak down train operation line and a flat down trainThe operation line calculates and obtains the turn-back time of the peak down train at the terminal station and the turn-back time of the flat peak down train at the terminal station according to the peak down train operation line and the flat peak down train operation line;
s203, judging the turn-back time of the peak uplink train at the terminal station
Figure BDA00031250079000000318
Turning back time of flat-peak ascending train at terminal station
Figure BDA00031250079000000319
Whether the initial value of the turn-back time of the peak down train at the terminal station and the initial value of the turn-back time of the peak down train at the terminal station meet the requirement of the turn-back mode of the terminal station or not is judged, and if not, the turn-back time of the peak up train at the terminal station is adjusted
Figure BDA00031250079000000320
Turning back time of peace peak uplink train at terminal station
Figure BDA00031250079000000321
S204 if the train is on the feasible peak and the return time of the train at the terminal station is up
Figure BDA00031250079000000322
Turning back time of peace peak uplink train at terminal station
Figure BDA00031250079000000323
If no turn-back time meeting the requirement of the turn-back mode of the terminal station is found in the range of (1), the train departure interval H in the peak time period is adjustedhighDeparture interval H of train at peak-balancing time intervallowObtaining the turn-back time of the down train at the terminal station
Figure BDA0003125007900000041
Turning back time of peaceful peak down train at terminal station
Figure BDA0003125007900000042
S205 based on the return time of the peak ascending train at the terminal
Figure BDA0003125007900000043
Turning back time of flat-peak ascending train at terminal station
Figure BDA0003125007900000044
Turning back time of peak down train at terminal
Figure BDA0003125007900000045
Turning back time of flat-peak down train at terminal station
Figure BDA0003125007900000046
Stop time of train at each station
Figure BDA0003125007900000047
And run time of interval
Figure BDA0003125007900000048
Obtaining the total road-crossing running time of the ascending train
Figure BDA0003125007900000049
Running time of all-way crossing with down train
Figure BDA00031250079000000410
S206 based on the return time of the peak ascending train at the terminal
Figure BDA00031250079000000411
Turning back time of flat-peak ascending train at terminal station
Figure BDA00031250079000000412
Turning back time of peak down train at terminal
Figure BDA00031250079000000413
Turning back time of peaceful peak down train at terminal station
Figure BDA00031250079000000414
Calculating and obtaining the full turnaround time T of the train in the peak time periodhighFull revolution time T of train in flat peak periodlowNumber of trains required during peak hours NhighNumber of trains N required for peak-off periodlowA train diagram at peak hours and a train diagram at peak hours.
Preferably, step S3 includes:
s301 is based on the ratio P of the train entering or exiting the parking basedsAnd the number of trains N required during peak hourshighThe number N of trains required by the peak-off periodlowDifference of (1), passing formula
Figure BDA00031250079000000415
Calculating to obtain the number N of trains needing to exit the vehicle sectiondAnd the number N of trains needing to be driven out of the parking lots(ii) a Wherein D is the number of vehicles needed to return to the parking base, and D is equal to Nhigh-NlowCalculating to obtain;
s302 is based on the start time of the peak-to-peak balance transition between the early peak and the daytime
Figure BDA00031250079000000416
The transition starting time from average peak in daytime to late peak in daytime
Figure BDA00031250079000000417
The beginning of late peak to late peak transition
Figure BDA00031250079000000418
Number of trains to be driven out of a train segment NdAnd the number N of trains needing to be driven out of the parking lotsObtaining the departure time which is greater than the transition starting time and the number of the set elements is NhighSet of uplink planned vehicle numbers
Figure BDA00031250079000000419
Returning the train number sequence set of the downlink parking base; each element in the set of train sequences returned to the downstream parking base corresponds to
Figure BDA00031250079000000420
The planned train number index in (1);
s303, setting a train which orders to return to the planned train number in the train number sequence set of the downlink parking base and returns to the parking base, and obtaining a train number set which continuously runs to the terminal station, wherein the number of set elements is Nhigh-Nd；
S304, repeatedly executing the substeps on the train which continues to run to the terminal station after the train runs to the terminal station, and obtaining the train operation diagram in the transition period.
Preferably, the substep S302 comprises:
s3021 definition set
Figure BDA0003125007900000051
Wherein s isrRepresenting the r-th element in a set, the set
Figure BDA0003125007900000052
The elements satisfy the constraint condition
Figure BDA0003125007900000053
srRepresents the collection
Figure BDA0003125007900000054
Z represents a set of positive integers;
s3022 defines mapping f: z → Z, l ═ f(s)r),
Figure BDA0003125007900000055
Collection
Figure BDA0003125007900000056
Element s in (1)rBy passing
Figure BDA0003125007900000057
Calculating to obtain;
s3023 traversal set
Figure BDA0003125007900000058
According to
Figure BDA0003125007900000059
Element s in (1)rAnd a mapping relation s is selected, and the planned train number corresponding to s is selected
Figure BDA00031250079000000510
Returning to the vehicle section until it will
Figure BDA00031250079000000511
From the collection
Figure BDA00031250079000000512
Get a set
Figure BDA00031250079000000513
S3024 aggregation-based
Figure BDA00031250079000000514
Generating a set of downlink planned vehicle numbers
Figure BDA00031250079000000515
Wherein u is a set index, and the number of set elements is NleftPlanning the number of cars
Figure BDA00031250079000000516
Scheduled departure and arrival times of
Figure BDA00031250079000000517
And satisfy
Figure BDA00031250079000000518
In the formula (I), the compound is shown in the specification,
Figure BDA00031250079000000519
is a set
Figure BDA00031250079000000520
The arrival time of the first uplink planned train number element. HtransFor intermediate time intervals, by
Figure BDA00031250079000000521
Calculating to obtain;
s3025 analogy with substeps S3021 to S3023, defining a sequence set
Figure BDA00031250079000000522
And mapping f':
Figure BDA00031250079000000523
set the downlink planned train number
Figure BDA00031250079000000524
The elements in (A) are described as
Figure BDA00031250079000000525
Where v is the set index,
Figure BDA00031250079000000526
for a planned train number in the set with index v,
Figure BDA00031250079000000527
the departure and arrival times of
Figure BDA00031250079000000528
S3026 integrating the flat peak uplink and downlink planned train numbers
Figure BDA00031250079000000529
And
Figure BDA00031250079000000530
the departure time of the element of the middle car number is translated and recorded as
Figure BDA00031250079000000531
Wherein p is a set
Figure BDA00031250079000000532
The index of (a) is determined,
Figure BDA00031250079000000533
represents a planned train number element with subscript p; note the book
Figure BDA00031250079000000534
The departure and arrival times of
Figure BDA00031250079000000535
Note the book
Figure BDA00031250079000000536
Wherein q is a set
Figure BDA00031250079000000537
The index of (a) is determined,
Figure BDA00031250079000000538
the planned train number element is denoted with the subscript q. Note the book
Figure BDA00031250079000000539
Respectively at departure and arrival times of
Figure BDA00031250079000000540
And satisfy
Figure BDA0003125007900000061
Figure BDA0003125007900000062
And
Figure BDA0003125007900000063
Figure BDA0003125007900000064
in the formula (I), the compound is shown in the specification,
Figure BDA0003125007900000065
set of vehicle numbers to output in substep S3025
Figure BDA0003125007900000066
The first downlink train number element in (1).
Preferably, step S4 includes:
s401, according to the set of the scheduled train numbers in the early peak period
Figure BDA0003125007900000067
Obtaining a downlink planned train number set in an operation starting period
Figure BDA0003125007900000068
S402 according to the early peak starting time
Figure BDA0003125007900000069
Passing through type
Figure BDA00031250079000000610
(6) Calculating the time interval from the departure time of the first bus to the early peak starting time, and combining the number N of trains needing to exit the parking lot according to the time interval from the departure time of the first bus to the early peak starting timesThrough the formula harv＝Tspan/(Ns-1) (7), calculating a reference departure interval harv；
S403, setting up an uplink planned train number set in an operation starting stage
Figure BDA00031250079000000611
Wherein, e is a set index,
Figure BDA00031250079000000612
representing the first bus in the uplink direction;
s404 setting
Figure BDA00031250079000000613
Are respectively the number of cars
Figure BDA00031250079000000614
Departure and arrival times of, and
Figure BDA00031250079000000615
is composed of
Figure BDA00031250079000000616
Calculating to obtain; according to
Figure BDA00031250079000000617
Obtaining a set of turn-back vehicle numbers
Figure BDA00031250079000000618
S405 definition set
Figure BDA00031250079000000619
Representation collection
Figure BDA00031250079000000620
And collections
Figure BDA00031250079000000621
Difference set, traversal set of
Figure BDA00031250079000000622
The train number element in the middle is to change the starting station of the planned train number into a downlink parking base to obtain a train operation diagram of the operation starting time period;
s406, according to the departure time of the last bus
Figure BDA00031250079000000623
Obtaining an uplink train number set in an operation ending period
Figure BDA00031250079000000624
m is a set index;
s407 setting the number of vehicles
Figure BDA00031250079000000625
The departure and arrival times of
Figure BDA00031250079000000626
And is
Figure BDA00031250079000000627
Satisfy the formula
Figure BDA0003125007900000071
S408, according to the proportion P of the train entering or leaving the parking basedsIs provided with
Figure BDA0003125007900000072
Returning the train number with odd subscript to the upstream parking base and returning the train number with even subscript to the downstream parking base in the set to obtain a train operation diagram of the operation ending time period;
s409, setting the planned train number sets of ascending and descending as K respectively based on the train operation chart at the operation starting time interval and the train operation chart at the operation ending time intervalup,Kdown；
S410, obtaining a train bottom turnover relation set according to planned train departure and arrival times and train destination station and origin station information
Figure BDA0003125007900000073
Wherein c isformer,cfollowRespectively representing the planned train number of the up-down going train in the turnover relation of the train bottom, i representing the train number cformer,cfollowA joined station.
Preferably, step S5 includes:
s501 train bottom turnaround relation (c) in train bottom turnaround relation setformer,cfollowI) obtaining the train bottom number;
s502, grouping the uplink and downlink planned train numbers of the train bottom turnover relation based on the train running direction, and sequencing according to the ascending sequence of the departure time to obtain the train number sequence and the corresponding uplink and downlink train number;
judging whether a train running line corresponding to the train bottom number and the train number has a conflict, if so, correcting the conflict comprises the following steps:
s503, based on the train operation diagram in the operation starting period, the train operation diagram in the operation ending period and the train bottom turnover relation in the train bottom turnover relation set (c)former,cfollowI), judging whether the turn-back time of all planned train numbers at the terminal station meets the requirement of a turn-back mode;
s504 setting cformer,cfollowDeparture and arrival times are respectively
Figure BDA0003125007900000074
Obtaining a turn-back time of
Figure BDA0003125007900000075
S505, if the turn-back time does not meet the requirement of the turn-back mode, increasing the number of vehicles cfollowRun time in the last interval;
and S506, if the requirement of the turn-back time still cannot be met by adjusting the operation time of the train in the section, prolonging the stop time of the train at the last station so as to meet the constraint of the turn-back time.
It can be seen from the technical solutions provided by the embodiments of the present invention that the present invention provides an automatic compilation method of an urban rail train working diagram for single-operation traffic routes, which is a compilation method of an urban rail train working diagram for meeting various ground operation requirements under the conditions of single-train operation traffic routes, fixed marshalling and forbidden crossing, and automatically generates a train working diagram meeting the operation requirements. The method provided by the invention has the following beneficial effects:
(1) under the conditions of single road crossing, fixed marshalling and no-crossing, the method can automatically generate a train operation diagram meeting various operation requirements in a short time, wherein the train operation diagram comprises requirements of different turning back modes, departure time requirements of first and last buses, any high, flat-peak departure interval requirements, multi-field requirements and the like;
(2) the automatic working diagram compiling method replaces the complex process of manually compiling the train working diagram by the traditional working diagram compiling personnel, can generate the train working diagram meeting the operation conditions in a short time, improves the working diagram compiling efficiency and reduces the labor intensity of the working diagram compiling personnel.
Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a flow chart of an automatic urban rail train operation diagram compiling method facing a single operation intersection provided by the invention.
Fig. 2 is a schematic diagram of the urban rail train operation diagram generation method for single-operation intersection oriented urban rail train operation diagram automatic compilation in high and flat peak periods.
Fig. 3 is a schematic diagram of train operation in a peak-to-flat transition period generated by the automatic urban rail train diagram compiling method for a single-operation intersection.
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the accompanying drawings are illustrative only for the purpose of explaining the present invention, and are not to be construed as limiting the present invention.
As used herein, the singular forms "a", "an", "the" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used in this specification, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Further, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.
It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It will be further understood that terms, such as those defined in commonly used dictionaries, should be interpreted as having a meaning that is consistent with their meaning in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless expressly so defined herein.
For the convenience of understanding the embodiments of the present invention, the following description will be further explained by taking several specific embodiments as examples in conjunction with the drawings, and the embodiments are not to be construed as limiting the embodiments of the present invention.
Referring to fig. 1, the invention provides an automatic urban rail train working diagram compiling method facing a single-operation intersection, which comprises the following steps:
s1, setting basic parameters for compiling a train operation diagram based on the fixed conditions of train operation;
s2, constructing a train operation diagram at an early peak time, a late peak time, a daytime peak-balancing time and a late peak-balancing time based on the basic parameters;
s3, based on the train operation diagrams at the early peak time, the late peak time, the daytime peak-balancing time and the late peak-balancing time, the train operation diagrams at the transition time are constructed by adjusting the train departure intervals;
s4, constructing a train operation diagram of an operation starting time period and an operation ending time period based on the departure time of a first bus, the departure time of a last bus, the early peak starting time and the late peak ending time in the basic parameters, and acquiring a train bottom turnover relation set according to the train operation diagram of the operation starting time period and the operation ending time period;
s5, obtaining the train bottom number and the train number based on the train running chart of the early peak time, the late peak time, the daytime peak-balancing time, the operation starting time and the operation ending time in the night peak-balancing time and the train bottom turnover relation set; and judging whether the train running lines corresponding to the train bottom number and the train number have conflicts or not, and if so, correcting the conflicts.
In the embodiment provided by the invention, the fixed conditions of train operation refer to single train operation intersection, fixed marshalling and forbidden crossing. The single train operation intersection is an intersection form that an urban rail train is driven from an initial station to a final station of a given line and does not turn back in the midway. The fixed formation means that the number of cars in the train formation is fixed during the operation period. The forbidden overtaking means that the running sequence of each train is fixed and unchanged.
Further, in some preferred embodiments, the basic parameters and processes for compiling the train operation diagram are as follows:
s101, setting station set in line
Figure BDA0003125007900000101
Ascending station set
Figure BDA0003125007900000102
Descending station set
Figure BDA0003125007900000103
S102, according to the characteristic that urban rail passenger flow has fluctuation in time, train departure intervals in a peak time period and a flat time period are set to be H respectivelyhigh,HlowThe peak time and the flat time refer to that the urban rail operation company divides the urban rail operation time into peak hours and flat hours according to the passenger flow demand;
the minimum turn-back interval of the train in the peak time period and the flat time period is
Figure BDA0003125007900000104
And a terminal station return mode;
the terminal station return mode comprises a pre-station return mode and a post-station return mode, and is represented by a symbol FI,F2IThe separation is carried out respectively, and the separation is carried out,
Figure BDA0003125007900000105
s103, setting departure times of the first bus and the last bus to be respectively
Figure BDA0003125007900000106
The early peak start-stop time and the late peak start-stop time are respectively
Figure BDA0003125007900000107
The daytime peak-balancing start and stop time and the night peak-balancing start and stop time are respectively
Figure BDA0003125007900000108
Obtain an early peak period of
Figure BDA0003125007900000109
The late peak period is
Figure BDA00031250079000001010
The early peak-flattening period is
Figure BDA00031250079000001011
The late peak period is
Figure BDA00031250079000001012
S104, setting the transition starting time from the early peak to the daytime flat peak as
Figure BDA00031250079000001013
The transition starting time from the average peak in the daytime to the late peak is
Figure BDA00031250079000001014
The transition starting time from late peak to late peak is
Figure BDA00031250079000001015
S105, setting the stop time of the train at each station as
Figure BDA00031250079000001016
Setting the running time of a section
Figure BDA00031250079000001017
Wherein
Figure BDA00031250079000001018
Represents a station (section) set;
s106 passing formula
Figure BDA00031250079000001019
And
Figure BDA00031250079000001020
respectively calculating train road-crossing operation time Rup,Rdown；
In one embodiment, the set of stations in the route is defined as
Figure BDA0003125007900000111
I.e. there are 2I stations in the route, among which
Figure BDA0003125007900000112
In order to be a set of the uplink stations,
Figure BDA0003125007900000113
is a downlink station set. The terminal station of the ascending train is I, and the terminal station of the descending train is 2I;
s107, the turn-back time of the peak uplink train at the terminal and the turn-back time of the peak uplink train at the terminal are respectively set as
Figure BDA0003125007900000114
And is
Figure BDA0003125007900000115
Satisfies the following conditional expression
Figure BDA0003125007900000116
In the formula, FIThe method is a turn-back mode of an ascending train at a terminal station;
s108, setting the proportion P of the train entering or leaving the parking baseds(ii) a The parking base mainly comprises a vehicle section and a parking lot; the positions of the parking bases can be divided into two types, namely, the position close to an uplink starting station and the position close to a downlink starting station; for convenience of description, the former is called an uplink parking base and the latter is called a downlink parking base; the proportion of the train entering or exiting the parking bases refers to that when a plurality of parking bases exist in the line, the train can enter or exit one of the parking bases according to the proportion; the ratio can be defined as
Figure BDA0003125007900000117
In the formula, NdIndicating the number of train entering or exiting vehicle sections, NsIndicating the number of trains entering or exiting the parking lot.
Further, the specific process of step S2 includes:
s201 based on early peak hour
Figure BDA0003125007900000118
Early peak ending time
Figure BDA0003125007900000119
Late peak time of onset
Figure BDA00031250079000001110
Late peak ending time
Figure BDA00031250079000001111
Time of day peak-off
Figure BDA00031250079000001112
Daytime peak-off time
Figure BDA00031250079000001113
Evening peak-off time
Figure BDA00031250079000001114
Mean time to peak at night
Figure BDA00031250079000001115
Train departure interval H in peak hourshighDeparture interval H of train at peak-balancing time intervallowConstructing an uplink train operation line;
s202 is based on the turn-back time of the peak uplink train at the terminal
Figure BDA00031250079000001116
Turning back time of peace peak uplink train at terminal station
Figure BDA00031250079000001117
Constructing a peak down train operation line and a flat peak down train operation line, and calculating and obtaining the turn-back time of the peak down train at a terminal station and the turn-back time of the flat peak down train at the terminal station according to the peak down train operation line and the flat peak down train operation line;
s203, judging the turn-back time of the peak uplink train at the terminal station
Figure BDA00031250079000001118
Turning back time of flat-peak ascending train at terminal station
Figure BDA00031250079000001119
Whether the initial value of the turn-back time of the peak down train at the terminal station and the initial value of the turn-back time of the peak down train at the terminal station meet the requirement of the turn-back mode of the terminal station or not is judged, and if not, the turn-back time of the peak up train at the terminal station is adjusted
Figure BDA00031250079000001120
Turning back time of peace peak uplink train at terminal station
Figure BDA00031250079000001121
S204 if the train is on the feasible peak and the return time of the train at the terminal station is up
Figure BDA0003125007900000121
Turning back time of peace peak uplink train at terminal station
Figure BDA0003125007900000122
If no turn-back time meeting the requirement of the turn-back mode of the terminal station is found in the range of (1), the train departure interval H in the peak time period is adjustedhighDeparture interval H of train at peak-balancing time intervallowObtaining the turn-back time of the down train at the terminal station
Figure BDA0003125007900000123
Turning back time of peaceful peak down train at terminal station
Figure BDA0003125007900000124
S205 based on the return time of the peak ascending train at the terminal
Figure BDA0003125007900000125
At terminal station for flat-peak ascending trainsTime of turn-back
Figure BDA0003125007900000126
Turning back time of peak down train at terminal
Figure BDA0003125007900000127
Turning back time of flat-peak down train at terminal station
Figure BDA0003125007900000128
Stop time of train at each station
Figure BDA0003125007900000129
And run time of interval
Figure BDA00031250079000001210
Obtaining the total road-crossing running time of the ascending train
Figure BDA00031250079000001211
Running time of all-way crossing with down train
Figure BDA00031250079000001212
S206 based on the return time of the peak ascending train at the terminal
Figure BDA00031250079000001213
Turning back time of flat-peak ascending train at terminal station
Figure BDA00031250079000001214
Turning back time of peak down train at terminal
Figure BDA00031250079000001215
Turning back time of peaceful peak down train at terminal station
Figure BDA00031250079000001216
Calculating and obtaining the full turnaround time T of the train in the peak time periodhighFull revolution time T of train in flat peak periodlowPeak, peak and so onNumber of trains N required for a time periodhighNumber of trains N required for peak-off periodlowA train diagram at peak hours and a train diagram at peak hours.
In a specific mode, taking the early peak as an example, the starting and stopping time of the peak period is taken as the starting and stopping time
Figure BDA00031250079000001217
And departure interval H in peak timehighGenerating a set of planned uplink vehicle numbers for peak hours
Figure BDA00031250079000001218
Where i represents the index of the collection.
Figure BDA00031250079000001219
Indicating the number of elements of the set. Note the book
Figure BDA00031250079000001220
Are respectively an ascending train
Figure BDA00031250079000001221
When departure and arrival time are reached, then
Figure BDA00031250079000001222
Can be calculated according to the following formula:
Figure BDA00031250079000001223
Figure BDA00031250079000001224
Figure BDA00031250079000001225
Figure BDA00031250079000001226
in the above formula, HhighFor peak departure interval, RupIn order to run the time for the uplink traffic,
Figure BDA00031250079000001227
the starting time of the peak period.
Figure BDA00031250079000001228
Representing the departure time of the first up-going planned train number during peak hours.
And then, generating a corresponding downlink planned train number according to the uplink planned train number set. Recording the set of down planned vehicle numbers in peak time
Figure BDA00031250079000001229
Where j is the set index and j is the set index,
Figure BDA00031250079000001230
the base descending planned train number is obtained after the train bottom turning back of the first ascending planned train number is executed.
Figure BDA00031250079000001231
Planning trains separately for the descent
Figure BDA00031250079000001232
Departure time and arrival time. Then
Figure BDA00031250079000001233
Can be calculated according to the following formula:
Figure BDA0003125007900000131
Figure BDA0003125007900000132
Figure BDA0003125007900000133
Figure BDA0003125007900000134
in the above formula, RdownIn order to operate the downlink traffic path,
Figure BDA0003125007900000135
a base departure time for a descending planned train number,
Figure BDA0003125007900000136
the arrival time of the first uplink planned train number element in the uplink planned train number set.
Figure BDA0003125007900000137
And planning the turn-back time of the train at the terminal for the uplink.
According to the step peak time train operation diagram, the down planned train turn back time is calculated according to the following formula
Figure BDA0003125007900000138
Figure BDA0003125007900000139
Figure BDA00031250079000001310
In the above formula, the first and second carbon atoms are,
Figure BDA00031250079000001311
planning the arrival time of the train for the first downlink of the rush hour, F2IAnd planning the turn-back time of the train at the terminal for descending.
Further calculating and outputting the train full turnover running time T in the peak periodhighAnd the number of vehicles N required in peak hourshigh：
Figure BDA00031250079000001312
Figure BDA00031250079000001313
If the condition can not be met
Figure BDA00031250079000001314
Adjusting the turn-back time of the planned train number at the terminal station so that the turn-back time of the uplink and the downlink simultaneously satisfies the following formula:
Figure BDA00031250079000001315
Figure BDA00031250079000001316
if the condition is not found yet
Figure BDA00031250079000001317
The departure interval H is reducedhighTo find a foldback time that satisfies the condition.
Train operation chart and other parameters of the flat peak time period can be generated according to the same steps, and the train operation chart and other parameters comprise the flat peak full revolution time TlowNumber of vehicles N at peak-off periodlowTime of turning back of up and down trains at terminal station in peak-balancing period
Figure BDA00031250079000001318
Set of up-and-down planned train numbers in peak-balancing time period
Figure BDA00031250079000001319
In the preferred embodiment provided by the invention, the step of constructing the train operation diagram in the transition period by adjusting the train departure interval based on the train operation diagrams in the early peak period, the late peak period, the daytime peak-balancing period and the late peak-balancing period specifically comprises the following steps:
s301 is based on the ratio P of the train entering or exiting the parking basedsAnd the number of trains N required during peak hourshighThe number N of trains required by the peak-off periodlowDifference of (1), passing formula
Figure BDA0003125007900000141
Calculating to obtain the number N of trains needing to exit the vehicle sectiondAnd the number N of trains needing to be driven out of the parking lots(ii) a Wherein D is the number of vehicles needed to return to the parking base, and D is equal to Nhigh-NlowCalculating to obtain;
s302 is based on the start time of the peak-to-peak balance transition between the early peak and the daytime
Figure BDA0003125007900000142
The transition starting time from average peak in daytime to late peak in daytime
Figure BDA0003125007900000143
The beginning of late peak to late peak transition
Figure BDA0003125007900000144
Number of trains to be driven out of a train segment NdAnd the number N of trains needing to be driven out of the parking lotsObtaining the departure time which is greater than the transition starting time and the number of the set elements is NhighSet of uplink planned vehicle numbers
Figure BDA0003125007900000145
Returning the train number sequence set of the downlink parking base; each element in the set of train sequences returned to the downstream parking base corresponds to
Figure BDA0003125007900000146
The planned train number index in (1);
s303 setting order to return to downstream parking baseReturning the train with the planned train number corresponding to the train number sequence set to the parking base to obtain a train number set continuously running to the terminal station, wherein the number of set elements is Nhigh-Nd；
S304, repeatedly executing the substeps on the train which continues to run to the terminal station after the train runs to the terminal station, and obtaining the train operation diagram in the transition period.
Taking the transition from the high peak to the flat peak as an example, the specific process is as follows:
s3011, according to the high and flat peak vehicle bottom number outputted from the substep S301, calculating the vehicle bottom number D required to return to the parking base according to the following formula:
D＝Nhigh-Nlow
s3012 further based on parking base proportion
Figure BDA0003125007900000147
And calculating the quantity of the train bottoms respectively returned to the train section and the parking lot. It is assumed here without loss of generality that the down parking base is a vehicle section, the up parking base is a parking lot, and the transition is divided into two stages. The first stage is that the ascending train returns to the vehicle section, and the second stage is that the descending train returns to the parking lot. The number of vehicles returning to the vehicle section and parking lot Nd,NsCan be calculated according to the following formula:
Nd＝D/(1+Pds)
Ns＝D-Nd
s3013, according to the up-going planned train number set in peak time
Figure BDA0003125007900000148
Generating a set of planned vehicle numbers for potential returns
Figure BDA0003125007900000149
The set is a subset of the set of uplink planned vehicle numbers, namely
Figure BDA0003125007900000151
The number of elements in the set is NhighWhere l is the index of the set. Note the book
Figure BDA0003125007900000152
For planning the number of cars
Figure BDA0003125007900000153
Departure and arrival times. Then
Figure BDA0003125007900000154
The departure and arrival times of (a) need to satisfy constraints:
Figure BDA0003125007900000155
s3014, after generating the loop segment planned train number set, deleting the uplink planned train number set
Figure BDA0003125007900000156
The time of intermediate departure is greater than
Figure BDA0003125007900000157
The planned train number. If the set satisfying the condition cannot be generated, the excessive start time is adjusted
Figure BDA0003125007900000158
Making the number of collection elements equal to Nhigh。
S3021 definition set
Figure BDA0003125007900000159
Wherein s isrRepresenting the r-th element in the set. Collection
Figure BDA00031250079000001510
The elements need to satisfy the following constraints:
1≤sr≤Nhigh,sr∈Z
s3022 defines mapping f: z → Z, l ═ f(s)r),
Figure BDA00031250079000001511
I.e. collections
Figure BDA00031250079000001512
Element of (1) corresponds to a collection
Figure BDA00031250079000001513
In the planned train index, s is more than or equal to 1r≤Nhigh,sr∈Z，srRepresents the collection
Figure BDA00031250079000001514
Wherein Z is an integer set; f represents a mapping that maps an integer to the turn index subscript to select a portion of turns to return to the parking base. Generating
Figure BDA00031250079000001515
The steps are as follows:
generating a sequence S of positive integerstemp＝{1,2...,NhighAnd define
Figure BDA00031250079000001516
To represent
Figure BDA00031250079000001517
And rounding down. Definition of Sbase＝(Nhigh Mod Nd) Represents Nhigh/NdThe remainder of (1). Further defining collections
Figure BDA00031250079000001518
Wherein
Figure BDA00031250079000001519
Generating a set Sexclude＝Stemp\Stemp2Let the set element be
Figure BDA00031250079000001520
I.e. b is the set index. Sequence of
Figure BDA00031250079000001521
Element s in (1)rCan be calculated according to the following formula:
Figure BDA00031250079000001522
s3023 further, traversing the set
Figure BDA00031250079000001523
According to
Figure BDA00031250079000001524
Element s in (1)rAnd selecting the corresponding planned train number according to the mapping relation s
Figure BDA00031250079000001525
Return the vehicle segment and assemble the element from the set
Figure BDA00031250079000001526
Is removed. After the loop is over, assemble
Figure BDA00031250079000001527
The number of the remaining elements is Nleft＝Nhigh-Nd. At this time, the process of the present invention,
Figure BDA00031250079000001528
can be described as
Figure BDA00031250079000001529
Output collection
Figure BDA00031250079000001530
Wherein k' is a set index, and the planned train number is recorded
Figure BDA00031250079000001531
The departure and arrival times of
Figure BDA00031250079000001532
S3024 according to the set
Figure BDA00031250079000001533
Generating a set of downlink planned vehicle numbers
Figure BDA0003125007900000161
u is set index, and the number of set elements is Nleft. Recording planned number of cars
Figure BDA0003125007900000162
Scheduled departure and arrival times of
Figure BDA0003125007900000163
Figure BDA0003125007900000164
Figure BDA0003125007900000165
In the above formula, the first and second carbon atoms are,
Figure BDA0003125007900000166
is a set
Figure BDA0003125007900000167
The arrival time of the first uplink planned train number element. HtransFor the departure interval of the transition period, the following calculation can be performed:
Figure BDA0003125007900000168
s3025 analogy between the second and third substeps, defining a sequence set
Figure BDA0003125007900000169
And mapping f':
Figure BDA00031250079000001610
s're.g. Z. Traversal sequence
Figure BDA00031250079000001611
Finding a set according to the mapping relation
Figure BDA00031250079000001612
The corresponding downlink planned train number element in the system is returned to the parking lot and the element is gathered from the set
Figure BDA00031250079000001613
Is deleted. At this time, the process of the present invention,
Figure BDA00031250079000001614
can be described as
Figure BDA00031250079000001615
v is an index of the set of the data,
Figure BDA00031250079000001616
the number of elements of the set is the number of train bottoms in the peak-balancing time period; s'rRepresents the collection
Figure BDA00031250079000001617
An integer number of (2). Note the book
Figure BDA00031250079000001618
The departure and arrival times of
Figure BDA00031250079000001619
S3026 integrating the flat peak uplink and downlink planned train numbers
Figure BDA00031250079000001620
And
Figure BDA00031250079000001621
the departure time of the element of the middle car number is translated and recorded as
Figure BDA00031250079000001622
Wherein p is a set
Figure BDA00031250079000001623
The index of (a) is determined,
Figure BDA00031250079000001624
the planned train number, element, is denoted with the subscript p. Note the book
Figure BDA00031250079000001625
The departure and arrival times of
Figure BDA00031250079000001626
Note the book
Figure BDA00031250079000001627
Wherein q is a set
Figure BDA00031250079000001628
The index of (a) is determined,
Figure BDA00031250079000001629
the planned train number element is denoted with the subscript q. Note the book
Figure BDA00031250079000001630
Respectively at departure and arrival times of
Figure BDA00031250079000001631
Figure BDA00031250079000001632
Figure BDA00031250079000001633
Figure BDA00031250079000001634
In the above formula, the first and second carbon atoms are,
Figure BDA00031250079000001635
set of vehicle numbers to output in substep S3025
Figure BDA00031250079000001636
The first downlink train number element in (1).
Figure BDA00031250079000001637
Figure BDA00031250079000001638
Figure BDA00031250079000001639
By this time, the operation diagram of the peak-to-flat transition period has been generated. The flat-peak to high-peak transition is the inverse process, and a corresponding operation diagram can be generated similarly.
Further, the step of constructing a train operation diagram of the operation starting time period and the operation ending time period based on the departure time of the first bus, the departure time of the last bus, the early peak starting time and the late peak ending time in the basic parameters, and obtaining the train bottom turnover relation set according to the train operation diagram of the operation starting time period and the operation ending time period specifically includes:
s401 according to the number N of vehicles needed in the early peak periodhighAnd the proportion of the parking bases output in the step A, and respectively calculating the number of the trains which are driven out from the vehicle section and the parking lot in the operation starting stage, namely Nd,Ns. According to the set of the planned train numbers on the early peak hour output in the step B
Figure BDA0003125007900000171
Generating a set of downlink planned train numbers in an operation starting stage
Figure BDA0003125007900000172
The number of elements of the set is the number of vehicle bottoms in peak hours, w represents a set index, and
Figure BDA0003125007900000173
the planned departure time and arrival time of can be expressed as
Figure BDA0003125007900000174
Then
Figure BDA0003125007900000175
The following equation should be satisfied:
Figure BDA0003125007900000176
Figure BDA0003125007900000177
Figure BDA0003125007900000178
s402, calculating the time interval from departure time of the first bus to the early peak starting time
Figure BDA0003125007900000179
Then according to the number N of vehiclessCalculating a reference departure interval harv：
harv＝Tspan/(Ns-1) (7)；
S403 sets the set of the planned uplink train numbers at the initial operation stage as
Figure BDA00031250079000001710
Where e is the set index, in particular,
Figure BDA00031250079000001711
showing the first car in the up direction. Is provided with
Figure BDA00031250079000001712
Respectively indicate the number of cars
Figure BDA00031250079000001713
Departure and arrival times of
Figure BDA00031250079000001714
Can be calculated from the following formula:
Figure BDA00031250079000001715
s404 generating a set of turn-back vehicle numbers
Figure BDA00031250079000001716
The set is a subset of the set of downlink planned vehicle numbers in the initial phase of the operation, i.e.
Figure BDA00031250079000001717
Is represented by
Figure BDA00031250079000001718
The element of the middle train number is turned back and then is driven to go down.
S405 definition set
Figure BDA00031250079000001719
Representation collection
Figure BDA00031250079000001720
And collections
Figure BDA00031250079000001721
The difference set of (2), then the number of elements of the set should be Nhigh-Ns＝Nd. Traversal sets
Figure BDA0003125007900000181
The element of the planned train number changes the starting station of the planned train number into the down parking base, i.e. the
Figure BDA0003125007900000182
All the elements in the system are discharged from the downstream parking base. And finishing the generation of the train operation diagram at the operation starting stage.
S406, according to the departure time of the last bus
Figure BDA0003125007900000183
Generating an uplink train number set of an operation ending time period
Figure BDA0003125007900000184
m is a set index;
s407 train number recording
Figure BDA0003125007900000185
The departure and arrival times of
Figure BDA0003125007900000186
Then
Figure BDA0003125007900000187
The following equation is satisfied:
Figure BDA0003125007900000188
s408 according to the proportion of the parking bases output in the step S1, order
Figure BDA0003125007900000189
And the vehicle numbers with odd subscripts in the set return to the upstream parking base, and the vehicle numbers with even subscripts return to the downstream parking base. The generation of the train operation diagram at the operation ending time period is finished.
S409, according to the train running chart output by the steps, recording the planned train number sets of ascending and descending as K respectivelyup,Kdown；
S410, generating a vehicle bottom turnover set according to planned vehicle departure and arrival times and information of a vehicle number terminal station and a vehicle number starting station
Figure BDA00031250079000001810
Wherein c isformer,cfollowRespectively representing the planned train number of the up-down going train in the turnover relation of the train bottom, i representing the train number cformer,cfollowA joined station.
Further, the step of obtaining the train bottom number and the train number based on the train operation diagrams at the early peak time, the late peak time, the daytime peak-balancing time, the operation starting time and the operation ending time, and the train bottom turnaround relation set specifically includes:
s501 according to the train bottom turnover relation (c) in the train running chartformer,cfollowAnd i) generating the train bottom number.
S502, grouping the planned train numbers in the generated train operation diagram according to the uplink and downlink operation directions, and sequencing according to the ascending sequence of departure time, thereby determining the sequence of the train numbers and respectively generating the train numbers of the uplink and downlink trains.
The process of judging whether the train running line corresponding to the train bottom number and the train number has conflict specifically comprises the following steps:
s503, according to the generated train operation diagram and train bottom turnover relation (c)former,cfollowI), judging whether the turn-back time of all planned train numbers at the terminal station meets the requirement of a turn-back mode;
s504 recordingformer,cfollowDeparture and arrival times are respectively
Figure BDA00031250079000001811
The turn-back time is
Figure BDA00031250079000001812
Namely:
Figure BDA0003125007900000191
s505, if the turn-back time does not meet the requirement of the turn-back mode, increasing the number of vehicles c within a certain rangefollowMovement in the last sectionAnd the running time is used for correspondingly increasing the arrival time of the train number, so that the turn-back time is met.
S506, if the train still cannot meet the turn-back time requirement in the section operation time, the stop time of the train at the last station can be prolonged, so as to meet the turn-back time constraint.
In summary, the present invention provides an automatic city rail train working diagram compiling method for single-operation traffic routes, which is an urban rail train working diagram compiling method for meeting multiple-land operation requirements under conditions of single-train operation traffic routes, fixed marshalling and forbidden overrides, and automatically generates train working diagrams meeting the operation requirements. The method provided by the invention has the following beneficial effects:
(1) under the conditions of single road crossing, fixed marshalling and no-crossing, the method can automatically generate a train operation diagram meeting various operation requirements in a short time, wherein the train operation diagram comprises requirements of different turning back modes, departure time requirements of first and last buses, any high, flat-peak departure interval requirements, multi-field requirements and the like;
(2) the automatic working diagram compiling method replaces the complex process of manually compiling the train working diagram by the traditional working diagram compiling personnel, can generate the train working diagram meeting the operation conditions in a short time, improves the working diagram compiling efficiency and reduces the labor intensity of the working diagram compiling personnel.
Those of ordinary skill in the art will understand that: the figures are merely schematic representations of one embodiment, and the blocks or flow diagrams in the figures are not necessarily required to practice the present invention.
From the above description of the embodiments, it is clear to those skilled in the art that the present invention can be implemented by software plus necessary general hardware platform. Based on such understanding, the technical solutions of the present invention may be embodied in the form of a software product, which may be stored in a storage medium, such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method according to the embodiments or some parts of the embodiments.
The embodiments in the present specification are described in a progressive manner, and the same and similar parts among the embodiments are referred to each other, and each embodiment focuses on the differences from the other embodiments. In particular, for apparatus or system embodiments, since they are substantially similar to method embodiments, they are described in relative terms, as long as they are described in partial descriptions of method embodiments. The above-described embodiments of the apparatus and system are merely illustrative, and the units described as separate parts may or may not be physically separate, and the parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.

Claims (7)

1. An automatic urban rail train running chart compiling method for a single-running intersection is characterized by comprising the following steps:
s1, setting basic parameters for compiling a train operation diagram based on the fixed conditions of train operation;
s2, constructing a train operation diagram at an early peak time, a late peak time, a daytime peak-balancing time and a late peak-balancing time based on the basic parameters;
s3, based on the train operation diagrams at the early peak time, the late peak time, the daytime peak-balancing time and the late peak-balancing time, the train operation diagrams at the transition time are constructed by adjusting the train departure intervals;
s4, constructing a train operation diagram of an operation starting time period and an operation ending time period based on the departure time of the first bus, the departure time of the last bus, the early peak starting time and the late peak ending time in the basic parameters, and acquiring a train bottom turnover relation set according to the train operation diagram of the operation starting time period and the operation ending time period;
s5, obtaining the train bottom number and the train number based on the train running chart of the early peak time, the late peak time, the daytime peak-balancing time, the operation starting time and the operation ending time of the late peak-balancing time and the train bottom turnover relation set; and judging whether the train running lines corresponding to the train bottom number and the train number have conflicts or not, and if so, correcting the conflicts.
2. The method according to claim 1, wherein step S1 includes:
s101, setting station set in line
Figure FDA00031250078900000112
Ascending station set
Figure FDA00031250078900000113
Descending station set
Figure FDA00031250078900000114
S102, setting train departure intervals in peak time period and flat time period to be H respectivelyhigh,HlowThe minimum turn-back interval of the train during the peak time and the flat time is
Figure FDA0003125007890000011
S103, setting departure times of the first bus and the last bus to be respectively
Figure FDA0003125007890000012
The early peak start-stop time and the late peak start-stop time are respectively
Figure FDA0003125007890000013
The daytime peak-balancing start and stop time and the night peak-balancing start and stop time are respectively
Figure FDA0003125007890000014
Obtain an early peak period of
Figure FDA0003125007890000015
The late peak period is
Figure FDA0003125007890000016
The early peak-flattening period is
Figure FDA0003125007890000017
The late peak period is
Figure FDA0003125007890000018
S104, setting the transition starting time from the early peak to the daytime flat peak as
Figure FDA0003125007890000019
The transition starting time from the average peak in the daytime to the late peak is
Figure FDA00031250078900000110
The transition starting time from late peak to late peak is
Figure FDA00031250078900000111
S105, setting the stop time of the train at each station as di,
Figure FDA00031250078900000115
Set interval running time ri,
Figure FDA00031250078900000116
S106 passing formula
Figure FDA0003125007890000021
And
Figure FDA0003125007890000022
respectively calculating train road-crossing operation time Rup,Rdown；
S107, the turn-back time of the peak uplink train at the terminal and the turn-back time of the peak uplink train at the terminal are respectively set as
Figure FDA0003125007890000023
And is
Figure FDA0003125007890000024
Satisfies the following conditional expression
Figure FDA0003125007890000025
In the formula, FIFor the return mode of the ascending train at the terminal station, the expression is
Figure FDA0003125007890000026
S108, the proportion of the train entering or exiting the parking base is set as
Figure FDA0003125007890000027
In the formula, NdIndicating the number of train entering or exiting vehicle sections, NsIndicating the number of trains entering or exiting the parking lot.
3. The method according to claim 2, wherein step S2 includes:
s201 based on the early peak hour
Figure FDA0003125007890000028
Early peak ending time
Figure FDA0003125007890000029
Late peak time of onset
Figure FDA00031250078900000210
Late peak ending time
Figure FDA00031250078900000211
Time of day peak-off
Figure FDA00031250078900000212
Daytime peak-off time
Figure FDA00031250078900000213
Evening peak-off time
Figure FDA00031250078900000214
Mean time to peak at night
Figure FDA00031250078900000215
Train departure interval H in peak hourshighDeparture interval H of train at peak-balancing time intervallowConstructing an uplink train operation line;
s202 is based on the turn-back time of the peak uplink train at the terminal
Figure FDA00031250078900000216
Turning back time of peace peak uplink train at terminal station
Figure FDA00031250078900000217
Constructing a peak down train operating line and a peak down train operating line, and according to the peak down train operating lineCalculating and obtaining the turn-back time of the peak down train at the terminal station and the turn-back time of the peak down train at the terminal station;
s203, judging the turn-back time of the peak uplink train at the terminal station
Figure FDA00031250078900000218
Turning back time of flat-peak ascending train at terminal station
Figure FDA00031250078900000219
Whether the initial value of the turn-back time of the peak down train at the terminal station and the initial value of the turn-back time of the peak down train at the terminal station meet the requirement of the turn-back mode of the terminal station or not is judged, if not, the turn-back time of the peak up train at the terminal station is adjusted
Figure FDA00031250078900000220
Turning back time of peace peak uplink train at terminal station
Figure FDA00031250078900000221
S204 if the train is on the feasible peak and the return time of the train at the terminal station is up
Figure FDA00031250078900000222
Turning back time of peace peak uplink train at terminal station
Figure FDA00031250078900000223
If no turn-back time meeting the requirement of the terminal station turn-back mode is found in the range of (1), adjusting the train departure interval H in the peak time periodhighDeparture interval H of train at peak-balancing time intervallowObtaining the turn-back time of the down train at the terminal station
Figure FDA0003125007890000031
Turning back time of peaceful peak down train at terminal station
Figure FDA0003125007890000032
S205 based on the turn-back time of the peak uplink train at the terminal
Figure FDA0003125007890000033
Turning back time of flat-peak ascending train at terminal station
Figure FDA0003125007890000034
Turning back time of peak down train at terminal
Figure FDA0003125007890000035
Turning back time of flat-peak down train at terminal station
Figure FDA0003125007890000036
Stop time d of train at each stationi,
Figure FDA00031250078900000319
And the running time r of the intervali,
Figure FDA00031250078900000320
Obtaining the total road-crossing running time of the ascending train
Figure FDA0003125007890000037
Running time of all-way crossing with down train
Figure FDA0003125007890000038
S206, based on the turn-back time of the peak uplink train at the terminal station
Figure FDA0003125007890000039
Turning back time of flat-peak ascending train at terminal station
Figure FDA00031250078900000310
Turning back time of peak down train at terminal
Figure FDA00031250078900000311
Turning back time of peaceful peak down train at terminal station
Figure FDA00031250078900000312
Calculating and obtaining the full turnaround time T of the train in the peak time periodhighFull revolution time T of train in flat peak periodlowNumber of trains required during peak hours NhighNumber of trains N required for peak-off periodlowA train diagram at peak hours and a train diagram at peak hours.
4. The method according to claim 3, wherein step S3 includes:
s301 is based on the proportion P of the train entering or leaving the parking basedsAnd the number of trains N required for the peak periodhighThe number N of trains required by the peak-smoothing time periodlowDifference of (1), passing formula
Figure FDA00031250078900000313
Calculating to obtain the number N of trains needing to exit the vehicle sectiondAnd the number N of trains needing to be driven out of the parking lots(ii) a Wherein D is the number of vehicles needed to return to the parking base, and D is equal to Nhigh-NlowCalculating to obtain;
s302 is based on the early peak to daytime peak-balancing transition starting time
Figure FDA00031250078900000314
The transition starting time from average peak in daytime to late peak in daytime
Figure FDA00031250078900000315
The beginning of late peak to late peak transition
Figure FDA00031250078900000316
Number of trains to be driven out of a train segment NdAnd the number N of trains needing to be driven out of the parking lotsObtaining the departure time which is greater than the transition starting time and the number of the set elements is NhighSet of uplink planned vehicle numbers
Figure FDA00031250078900000317
Returning the train number sequence set of the downlink parking base; each element in the set of train sequences returned to the downstream parking base corresponds to
Figure FDA00031250078900000318
The planned train number index in (1);
s303, setting a train which orders to return to the planned train number in the train number sequence set of the downlink parking base and returns to the parking base, and obtaining a train number set which continuously runs to the terminal station, wherein the number of set elements is Nhigh-Nd；
S304, repeatedly executing the substeps on the train which continuously runs to the terminal station after the train runs to the terminal station, and obtaining the train operation diagram in the transition period.
5. The method according to claim 4, wherein the substep S302 comprises:
s3021 definition set
Figure FDA0003125007890000041
Wherein s isrRepresenting the r-th element in a set, the set
Figure FDA0003125007890000042
The elements satisfy the constraint condition
Figure FDA0003125007890000043
sr∈Z，srRepresents the sameCollection
Figure FDA0003125007890000044
Z represents a set of positive integers;
s3022 defines mapping f: z → Z, l ═ f(s)r),
Figure FDA0003125007890000045
Collection
Figure FDA0003125007890000046
Element s in (1)rBy passing
Figure FDA0003125007890000047
Calculating to obtain;
s3023 traversal set
Figure FDA0003125007890000048
According to
Figure FDA0003125007890000049
Element s in (1)rAnd a mapping relation s is selected, and the planned train number corresponding to s is selected
Figure FDA00031250078900000410
Returning to the vehicle section until it will
Figure FDA00031250078900000411
From the collection
Figure FDA00031250078900000412
Get a set
Figure FDA00031250078900000413
S3024 aggregation-based
Figure FDA00031250078900000414
Generating a downlink planSet of vehicle numbers
Figure FDA00031250078900000415
Wherein u is a set index, and the number of set elements is NleftPlanning the number of cars
Figure FDA00031250078900000416
Scheduled departure and arrival times of
Figure FDA00031250078900000417
And satisfy
Figure FDA00031250078900000418
In the formula (I), the compound is shown in the specification,
Figure FDA00031250078900000419
is a set
Figure FDA00031250078900000420
The arrival time of the first uplink planned train number element. HtransFor intermediate time intervals, by
Figure FDA00031250078900000421
Calculating to obtain;
s3025 analogy with substeps S3021 to S3023, defining a sequence set
Figure FDA00031250078900000422
And mapping f':
Figure FDA00031250078900000423
s're.g. Z, set the downlink planned train number
Figure FDA00031250078900000424
The elements in (A) are described as
Figure FDA00031250078900000425
Where v is the set index,
Figure FDA00031250078900000426
for a planned train number in the set with index v,
Figure FDA00031250078900000427
the departure and arrival times of
Figure FDA00031250078900000428
S3026 integrating the flat peak uplink and downlink planned train numbers
Figure FDA00031250078900000429
And
Figure FDA00031250078900000430
the departure time of the element of the middle car number is translated and recorded as
Figure FDA00031250078900000431
Wherein p is a set
Figure FDA00031250078900000432
The index of (a) is determined,
Figure FDA00031250078900000433
represents a planned train number element with subscript p; note the book
Figure FDA00031250078900000434
The departure and arrival times of
Figure FDA00031250078900000435
Note the book
Figure FDA00031250078900000436
Wherein q is a set
Figure FDA00031250078900000437
The index of (a) is determined,
Figure FDA00031250078900000438
the planned train number element is denoted with the subscript q. Note the book
Figure FDA00031250078900000439
Respectively at departure and arrival times of
Figure FDA00031250078900000440
And satisfy
Figure FDA0003125007890000051
Figure FDA0003125007890000052
Figure FDA0003125007890000053
And
Figure FDA0003125007890000054
Figure FDA0003125007890000055
Figure FDA0003125007890000056
in the formula (I), the compound is shown in the specification,
Figure FDA0003125007890000057
set of vehicle numbers to output in substep S3025
Figure FDA0003125007890000058
The first downlink train number element in (1).
6. The method according to claim 5, wherein step S4 includes:
s401, according to the set of the scheduled train numbers in the early peak period
Figure FDA0003125007890000059
Obtaining a downlink planned train number set in an operation starting period
Figure FDA00031250078900000510
S402 according to the early peak starting time
Figure FDA00031250078900000511
Passing through type
Figure FDA00031250078900000512
Calculating the time interval from the departure time of the first bus to the early peak starting time, and combining the number N of the trains needing to exit the parking lot according to the time interval from the departure time of the first bus to the early peak starting timesThrough the formula harv＝Tspan/(Ns-1) (7), calculating a reference departure interval harv；
S403, setting up an uplink planned train number set in an operation starting stage
Figure FDA00031250078900000513
Wherein, e is a set index,
Figure FDA00031250078900000514
representing the first bus in the uplink direction;
s404 setting
Figure FDA00031250078900000515
Are respectively the number of cars
Figure FDA00031250078900000516
Departure and arrival times of, and
Figure FDA00031250078900000517
is composed of
Figure FDA00031250078900000518
Calculating to obtain; according to the above
Figure FDA00031250078900000519
Obtaining a set of turn-back vehicle numbers
Figure FDA00031250078900000520
S405 definition set
Figure FDA00031250078900000521
Representation collection
Figure FDA00031250078900000522
And collections
Figure FDA00031250078900000523
Difference set, traversal set of
Figure FDA00031250078900000524
The train number element in (1) changes an initial station of the planned train number into a downlink parking base to obtain a train operation diagram of the operation starting time period;
s406, according to the departure time of the last bus
Figure FDA00031250078900000525
Obtaining an uplink train number set in an operation ending period
Figure FDA00031250078900000526
m is a set index;
s407 setting the number of vehicles
Figure FDA00031250078900000527
The departure and arrival times of
Figure FDA00031250078900000528
And is
Figure FDA00031250078900000529
Satisfy the formula
Figure FDA0003125007890000061
S408, according to the proportion P of the train entering or leaving the parking basedsIs provided with
Figure FDA0003125007890000062
Returning the train number with odd subscript to the upstream parking base and returning the train number with even subscript to the downstream parking base in the set to obtain the train operation diagram of the operation ending time period;
s409, setting the planned train number sets of ascending and descending as K respectively based on the train operation chart at the operation starting time interval and the train operation chart at the operation ending time intervalup,Kdown；
S410, obtaining the train bottom turnaround relation set C { (C) according to the planned train departure and arrival time and the information of the train terminal station and the train start stationformer,cfollow,i):cformer,cfollow∈Kup∪Kdown,
Figure FDA0003125007890000065
In which c isformer,cfollowRespectively representing the planned train number of the up-down going train in the turnover relation of the train bottom, i representing the train number cformer,cfollowA joined station.
7. The method according to claim 6, wherein step S5 includes:
s501 train bottom turnover relation (c) in train bottom turnover relation setformer,cfollowI) obtaining the train bottom number;
s502, grouping the uplink and downlink planned train numbers of the train bottom turnover relation based on the train running direction, and sequencing according to the ascending sequence of the departure time to obtain the train sequence and the corresponding uplink and downlink train number;
judging whether the train running line corresponding to the train bottom number and the train number has conflict, if so, correcting the conflict comprises the following steps:
s503, based on the train operation diagram in the operation starting period, the train operation diagram in the operation ending period and the train bottom turnover relation (c) in the train bottom turnover relation setformer,cfollowI), judging whether the turn-back time of all planned train numbers at the terminal station meets the requirement of a turn-back mode;
s504 setting cformer,cfollowDeparture and arrival times are respectively
Figure FDA0003125007890000063
Obtaining a turn-back time of
Figure FDA0003125007890000064
S505, if the turn-back time does not meet the requirement of the turn-back mode, increasing the number of vehicles cfollowRun time in the last interval;
and S506, if the requirement of the turn-back time still cannot be met by adjusting the operation time of the train in the section, prolonging the stop time of the train at the last station so as to meet the constraint of the turn-back time.
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