CN113968264A - Multi-field-section coordinated urban rail transit warehouse-in and warehouse-out operation line compiling method - Google Patents
Multi-field-section coordinated urban rail transit warehouse-in and warehouse-out operation line compiling method Download PDFInfo
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Abstract
The invention provides a multi-field coordinated urban rail transit warehouse-in and warehouse-out operation line compiling method, which comprises the following steps: s1, based on the positive line path, screening the feasible warehouse-in/out path set corresponding to each field segment switching track connected with the positive line path; s2, identifying warehouse entry and exit sections needing to be compiled in the feasible warehouse entry and exit path and giving a time scale as a feasible warehouse entry and exit operation line set according to the connection mode of the warehouse entry and exit path and the main line path; s3, matching the feasible warehousing operation lines of corresponding time periods, traffic routes and directions for the originating/final event of each main line train to be connected with the warehousing operation line; and S4, generating corresponding arrival and departure events capable of passing the warehouse entry/exit operation line according to the parking capacity constraint of the field section, checking and relieving the time conflict between the arrival and departure events of the warehouse entry/exit operation line and the arrival and departure events of the main line, and determining the finally matched train arrival/departure events of the warehouse entry/exit field section, the warehouse entry/exit path and the arrival/departure events of the warehouse entry/exit operation line based on the train entry/exit interval constraint of the field section.
Description
Technical Field
The invention relates to the field of rail transit driving plans, in particular to a multi-field coordinated urban rail transit warehouse-in and warehouse-out operation line compiling method.
Background
A transition section called a transition rail is arranged between the main line of the urban rail transit and a vehicle section or a parking lot (field section for short). The train operation diagram is composed of a set of operation lines for specifying the train operation path and the operation time. The complete train diagram shows the train running time in the line section (including the switching track) and the time sequence of the arrival or passing through the station. Among them, a running line connecting the forward line origin return rail and the final station return rail is called a forward line running line. The operation line connecting the transfer rail and the main line station is called a delivery or storage operation line, and the delivery operation line is generally programmed after the main line operation line is completed. The operation lines of the warehouse-in and warehouse-out are compiled, so that not only the positive line operation lines need to be reasonably connected, but also the constraints of parking capacity, continuous departure/return intervals, earliest departure and latest return time and the like of the field section need to be met.
In order to meet the demand of passenger flow, the running interval of urban rail transit in China is smaller and smaller, the number of on-line trains is more and more, and the traffic way forms are more and more diverse, so that the in-out operation lines needing to be arranged are more and more complex, including the conditions of vehicle bottom in-out of all traffic ways before the operation starts, after the operation ends and in the adjacent time interval; meanwhile, most lines have two or more field sections and correspond to a plurality of groups of conversion rails, the problems of comprehensive utilization of the plurality of conversion rails, optimal matching relation among the vehicle bottoms, the main lines and the conversion rails, coordination of vehicles entering and exiting from the conversion rails in different directions in the same field section and the like are more complicated.
At present, the research field focuses on a model for optimizing the route of the vehicle bottom empty driving out of the yard before the beginning of operation, but does not consider the related problems of warehousing after the end of operation, warehousing during the adjacent time interval, and the like. Meanwhile, a drawing tool commonly used in operation management practice lacks consideration of field section and capacity constraint, drawing personnel mainly draw and edit out-in and out-of-warehouse operation lines through manual calculation, and the time consumption of processing operations such as multi-field section constraint, multi-path out-of-warehouse, irregular connection, conflict relief and the like is a main factor influencing drawing efficiency.
Disclosure of Invention
The invention aims to provide a multi-field coordinated urban rail transit warehouse-in and warehouse-out operation line compiling method, which can synchronously link and generate all vehicle bottom warehouse-in and warehouse-out operation paths and operation moments when a front line operation diagram is compiled, and meet the requirements of constraint of actual vehicle parking capacity of a plurality of field segments and the requirement of relieving vehicle parking conflicts.
In order to achieve the above object, a multi-field coordinated urban rail transit warehouse-in/out operation line compilation method supports warehouse-in/out operation line compilation according to a plurality of field segments, each of which comprises a plurality of conversion rails, based on arrival and departure events of a main line path and a main line operation line, the method comprising the steps of:
s1, based on the positive line path, screening the feasible warehouse-in/out path set corresponding to each field segment switching track connected with the positive line path;
s2, identifying an in-out warehouse section needing to be compiled in the feasible in-out warehouse path according to the connection mode of the in-out warehouse path and the main line path; giving a time scale to the warehousing-in and warehousing-out section as a feasible warehousing-in and warehousing-out operation line set;
s3, matching feasible warehouse entry and exit operation lines in corresponding time periods, corresponding routes and corresponding directions for a main line initial event and a main line final event of each warehouse entry and exit operation line to be connected;
s4, generating corresponding arrival and departure events of each station in the section where the corresponding exit and entrance garage operation line can be carried out according to the parking capacity constraint of the section, and checking and relieving the time conflicts between the arrival and departure events and the arrival and departure events of the straight line operation line; and determining the train out-of-warehouse/in-warehouse field section, the out-of-warehouse path, the out-of-warehouse operation line to train and the departure event which are finally adopted and matched with the main line starting event/main line ending event based on the in-out workshop interval time constraint of the field section.
Optionally, the step S1 includes the step of screening the feasible warehouse entry path set corresponding to each field segment switching track connectable to the main line path, including: screening a direct ex-warehouse path set and a direct in-warehouse path set;
the set of direct outbound paths includes: the starting point is a switching track, the switching track passes through a starting station of a positive line path, and the end point is all paths from the starting point of the positive line path to a retracing track or from the ending point of the positive line path to the retracing track;
the direct binning path set comprises: the starting point is all the paths of the positive line path starting the retrace track or the positive line path ending to the retrace track, passing through the positive line path ending to the station and ending to the switching track.
Optionally, the direct ex-warehouse path includes: a forward direct ex-warehouse path and a reverse direct ex-warehouse path; the direct warehousing path comprises: a forward direct warehousing path and a reverse direct warehousing path;
in the forward direct delivery path, the running direction of the train reaching the origin station of the main route through delivery is the same as the running direction of the train leaving from the origin station of the main route;
in the reverse direct delivery path, the driving direction of the train reaching the starting station of the main track through delivery is opposite to the driving direction of the train leaving from the starting station of the main track;
in the forward direct warehousing path, the driving direction of the train reaching the final station of the main route is the same as the driving direction of the train leaving from the final station of the main route to the warehousing;
in the reverse direct warehousing path, the driving direction of the train reaching the final station of the main track path is opposite to the driving direction of the train leaving the final station of the main track path to enter the warehouse.
Optionally, the step S1 of screening the feasible warehouse entry path set corresponding to each field segment switching track connectable to the main line path further includes: screening an indirect ex-warehouse path set and an indirect in-warehouse path set;
setting a path with a starting point as a switching track and an end point as a retracing track of the switching station as a first delivery path; setting the path with the starting point as a retracing rail of the turning station and the end point as a positive line path to start the retracing rail as a second ex-warehouse path; all the first ex-warehouse paths and the second ex-warehouse paths are combined to form an indirect ex-warehouse path set;
a path with a starting point of a positive line path and a terminal point of a turning-back rail of the turning station is made to be a first warehousing path; setting a path with a turning track at a starting point and a switching track at an end point as a second warehousing path; all the first warehousing paths and the second warehousing paths are combined to form an indirect warehousing path set;
the turning station is a station which is provided with a front-back reverse path on any one of the positive line running lines, connects the switching rail with the positive line path starting station or connects the switching rail with the positive line path terminal station.
Optionally, identifying the warehousing section needing to be compiled in the feasible warehousing path includes:
for the forward direct ex-warehouse path, the section between the switching track and the origin of the main route is the ex-warehouse section needing to be compiled;
for the forward direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled.
Optionally, identifying the warehousing-in and warehousing-out section needing to be compiled in the feasible warehousing-in and warehousing-out path further comprises:
for the reverse direct ex-warehouse path, a section between the switching track and the origin of the positive line path is an ex-warehouse section needing to be compiled;
for the reverse direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled.
Optionally, identifying the warehousing-in and warehousing-out section needing to be compiled in the feasible warehousing-in and warehousing-out path further comprises:
for the indirect ex-warehouse path, the sections between the switching track and the turning station and the sections between the turning station and the origin station of the main line path are ex-warehouse sections needing to be compiled;
for the indirect warehousing path, the sections between the terminal station and the turning station of the main route path and the sections between the turning station and the conversion track are warehousing sections needing to be compiled.
Optionally, the time scale comprises: train interval running time scale, stop time scale and turn-back time scale.
Optionally, the forward direct ex-warehouse operation line is connected with the main line operation line through the main line starting station stop time;
the forward direct warehousing operation line is connected with the main line operation line through the main line terminal station stop time;
the reverse direct ex-warehouse operation line, the indirect ex-warehouse operation line and the positive line operation line are connected through the turn-back time of the positive line starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the forward line operation line are connected through the forward line terminal station turn-back time.
Optionally, step S4 includes:
s41, selecting an in-out warehouse path from the in-out warehouse path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation lines corresponding to the field sections according to the use sequence of the field sections; the departure event and the arrival event corresponding to the switching track meet the field section total parking number constraint, the field section total ex-warehouse parking number constraint and the switching track parking number constraint;
s42, checking whether the departure/arrival events of the warehouse-in and warehouse-out operation line and the departure/arrival events of the main line operation line meet the minimum driving interval; if yes, go to step S43; if not, translating the corresponding in-out warehouse operation line along the time axis within the set turning-back time range; if the minimum driving interval cannot be met, returning to the step S41, otherwise, entering S43;
s43, judging whether the departure event and the arrival event of the switching track corresponding to the field section meet the continuous departure and return time interval of the field section; if so, determining train out-of-warehouse/in-warehouse field sections, out-of-warehouse paths, out-of-warehouse operation lines to trains and departure events which are finally matched with the main line initial event/main line final event; otherwise, return to step S41.
Compared with the prior art, the invention has the beneficial effects that:
1) the multi-field coordinated urban rail transit warehouse-in/out operation line compiling method can automatically identify feasible warehouse-in/out paths corresponding to the main line paths; based on the connection mode of the warehouse-in and warehouse-out path and the main line path, the warehouse-in and warehouse-out sections which need to be actually compiled are automatically judged, and manual work is not needed to search and calculate one by one.
2) The used field sections and the in-out operation lines can be screened, and multi-field sections, multi-path and multi-direction coordination out-warehouse and in-warehouse are allowed;
3) based on the path sequence and the capacity constraint of each field section, the optimal warehouse-in and warehouse-out path and time are determined in a self-adaptive mode, the number of vehicles leaving and returning in each field section all day is equal, and the continuous vehicle leaving interval, the continuous vehicle returning interval and the minimum vehicle driving interval are met.
4) The warehouse-in and warehouse-out operation lines of all the main line operation lines before operation start, after operation end and in the adjacent time interval can be integrated and compiled.
Drawings
In order to more clearly illustrate the technical solution of the present invention, the drawings used in the description will be briefly introduced, and it is obvious that the drawings in the following description are an embodiment of the present invention, and other drawings can be obtained by those skilled in the art without creative efforts according to the drawings:
FIG. 1 is a flow chart of the multi-field coordinated urban rail transit warehouse-in and warehouse-out operation line compilation method of the present invention;
FIG. 2A is a schematic diagram of a direct warehouse-out path, a direct warehouse-in path and corresponding warehouse-in/out sections to be compiled in the embodiment of the present invention;
FIG. 2B is a schematic diagram of an indirect warehouse-out path, an indirect warehouse-in path and corresponding warehouse-in/out sections to be compiled in the embodiment of the present invention;
FIG. 3 is a flow chart illustrating the programming of determining the final in-out operational route for the warehouse, in accordance with an embodiment of the present invention;
fig. 4 is a schematic diagram of an ex-warehouse operation line including a main line, an ex-warehouse operation line at the start of operation, and an ex-warehouse operation line in an adjacent time period, which is generated in the embodiment of the present invention.
Fig. 5 is a schematic diagram of a warehousing operation line including a main line, warehousing after operation, and warehousing between adjacent time periods, which is generated in the embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are only a part of the embodiments of the present invention, and not all of the embodiments. 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 will be understood that the terms "comprises" and/or "comprising," when used in this specification and the appended claims, 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 is also to be understood that the terminology used in the description of the present application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in the specification of the present application and the appended claims, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise.
It should be further understood that the term "and/or" as used in this specification and the appended claims refers to and includes any and all possible combinations of one or more of the associated listed items.
As used in this specification and the appended claims, the term "if" may be interpreted contextually as "when", "upon" or "in response to a determination" or "in response to a detection". Similarly, the phrase "if it is determined" or "if a [ described condition or event ] is detected" may be interpreted contextually to mean "upon determining" or "in response to determining" or "upon detecting [ described condition or event ]" or "in response to detecting [ described condition or event ]".
In addition, in the description of the present application, the terms "first," "second," "third," and the like are used solely to distinguish one from another and are not to be construed as indicating or implying relative importance.
The invention provides a multi-field coordinated urban rail transit warehouse-in and warehouse-out operation line compilation method, which is used for compiling warehouse-in and warehouse-out operation lines of all time periods in the whole day in a unified manner by coordinating the parking capacity of a plurality of field segments and solving the problems of multi-train operation paths and time conflicts based on a determined main line operation diagram.
The compiling method of the invention supports the compiling according to a plurality of field sections and the in-out operation line of each field section comprising a plurality of conversion rails based on the arrival and departure events of the main line path and the main line operation line. As shown in fig. 1, the programming method comprises the steps of:
s1, based on the positive line path, screening the feasible warehouse-in/out path set corresponding to each field segment switching track connected with the positive line path;
the step S1 includes the steps of screening the sets of feasible warehouse-in/out paths corresponding to the field switching tracks connectable to the main line path: screening a direct ex-warehouse path set, a direct in-warehouse path set, an indirect ex-warehouse path set and an indirect in-warehouse path set.
The set of direct outbound paths includes: the starting point is a switch track, the starting point passes through the starting station of the positive line path, and the ending point is all direct outbound paths from the starting point of the positive line path to the retracing track or from the ending point of the positive line path to the retracing track.
As shown in fig. 2A, the direct outbound path includes: a forward direct ex-warehouse path and a reverse direct ex-warehouse path.
In the forward direct delivery route, the traveling direction in which the train arrives at the origin of the main route through delivery is the same as the traveling direction in which the train departs from the origin of the main route thereafter. I.e. there is no forward or backward reverse path at the positive line path originator. When the direction of the path to the station is opposite to the direction of the path from the station, the station is called to have a front-back reverse path.
In the reverse direct delivery route, the traveling direction of the train arriving at the origin of the main route through delivery is opposite to the traveling direction of the train departing from the origin of the main route thereafter. I.e. a forward and backward reverse path exists at the positive line path originator.
In fig. 2A, the switching track i, the switching track ii, and the switching track iii are all connected to the main line operation line, and the train on the main line operation line is provided with a parking service through the corresponding field section i, the field section ii, and the field section iii.
As shown in fig. 2A, the direct-binning path set includes: the starting point is that the positive line path starts a retracing rail or the positive line path ends to a retracing rail, the positive line path ends to a station, and the end point is all direct warehousing paths of the switching rails. The direct warehousing path comprises: a forward direct binning path and a reverse direct binning path.
In the forward direct warehousing path, the driving direction of the train reaching the final station of the main route is the same as the driving direction of the train leaving the final station of the main route to enter the warehouse.
In the reverse direct warehousing path, the driving direction of the train reaching the final station of the main track path is opposite to the driving direction of the train leaving the final station of the main track path to enter the warehouse.
In fig. 2B, a switchback station is provided between the switch track ii and the positive terminal. The turning station is a station which is provided with a front-back reverse path on any one of the positive line running lines and is connected with the switching rail and the positive line path starting station or the switching rail and the positive line path terminal station.
Setting a path with a starting point as a switching track and an end point as a retracing track of the switching station as a first delivery path; setting the path with the starting point as a retracing rail of the turning station and the end point as a positive line path to start the retracing rail as a second ex-warehouse path; and the combination of all the first ex-warehouse paths and the second ex-warehouse paths forms an indirect ex-warehouse path set.
A path with a starting point of a positive line path and a terminal point of a turning-back rail of the turning station is made to be a first warehousing path; setting a path with a turning track at a starting point and a switching track at an end point as a second warehousing path; and all combinations of the first warehousing paths and the second warehousing paths form an indirect warehousing path set. Fig. 2B shows an indirect outbound path and an indirect inbound path, respectively.
S2, identifying an in-out warehouse section needing to be compiled in the feasible in-out warehouse path according to the connection mode of the in-out warehouse path and the main line path; and giving a time scale to the warehousing section as a feasible warehousing operation line set.
For the forward direct ex-warehouse path, the section between the switching track and the origin of the main route is the ex-warehouse section needing to be compiled; that is, in fig. 2A, the forward direct ex-warehouse path (solid line) is a section that does not overlap the straight line operation line (broken line).
For the forward direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled. That is, in fig. 2A, the forward direct entry path (solid line) is a section that does not overlap the straight line travel line (broken line).
For the reverse direct outbound path, the section between the switch track and the origin of the forward line path is the outbound section to be programmed. I.e., the solid line segment on the reverse direct outbound path in fig. 2A.
For the reverse direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled. I.e., the solid line segment on the reverse direct-entry path in fig. 2A.
For the indirect ex-warehouse route, the sections between the switching track and the turning station and the sections between the turning station and the origin station of the main route are the ex-warehouse sections to be compiled. I.e., the solid line segment on the indirect outbound path in fig. 2B.
For the indirect warehousing path, the sections between the terminal station and the turning station of the main route path and the sections between the turning station and the conversion track are warehousing sections needing to be compiled.
S3, matching feasible warehouse entry and exit operation lines in corresponding time periods, corresponding routes and corresponding directions for a main line initial event and a main line final event of each warehouse entry and exit operation line to be connected;
the main line initial event and the final event refer to a starting event of each vehicle bottom plan at a first task initial station and an arrival event at a last task final station in a main line running chart.
The forward direct ex-warehouse operation line is connected with the main line operation line through the main line starting station stop time;
the forward direct warehousing operation line is connected with the main line operation line through the main line terminal station stop time;
the reverse direct ex-warehouse operation line, the indirect ex-warehouse operation line and the positive line operation line are connected through the turn-back time of the positive line starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the forward line operation line are connected through the forward line terminal station turn-back time.
S4, generating corresponding arrival and departure events of each station in the section where the corresponding exit and entrance garage operation line can be carried out according to the parking capacity constraint of the section, and checking and relieving the time conflicts between the arrival and departure events and the arrival and departure events of the straight line operation line; and determining the train out-of-warehouse/in-warehouse field section, the out-of-warehouse path, the out-of-warehouse operation line to train and the departure event which are finally adopted and matched with the main line starting event/main line ending event based on the in-out workshop interval time constraint of the field section.
As shown in fig. 3, step S4 includes:
s41, selecting an in-out warehouse path from the in-out warehouse path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation lines corresponding to the field sections according to the use sequence of the field sections; the departure event and the arrival event corresponding to the switching track meet the field section total parking number constraint, the field section total ex-warehouse parking number constraint and the switching track parking number constraint;
s42, checking whether the departure/arrival events of the warehouse-in and warehouse-out operation line and the departure/arrival events of the main line operation line meet the minimum driving interval; if yes, go to step S43; if not, translating the corresponding in-out warehouse operation line along the time axis within the set turning-back time range; if the minimum driving interval cannot be met, returning to the step S41, otherwise, entering S43;
s43, judging whether the departure event and the arrival event of the switching track corresponding to the field section meet the continuous departure and return time interval of the field section; if so, determining train out-of-warehouse/in-warehouse field sections, out-of-warehouse paths, out-of-warehouse operation lines to trains and departure events which are finally matched with the main line initial event/main line final event; otherwise, return to step S41.
As shown in fig. 4 and 5, taking an urban rail transit line as an example, according to the above steps and based on a positive line operation diagram generated by existing mapping software, a multi-field coordinated all-day warehousing/ex operation line, that is, a line with a switching track of a parking lot or a vehicle segment as a starting point or an ending point, is automatically mapped. Wherein the set of feasible warehousing paths are ordered from near to far according to the empty driving distance. Fig. 4 is a schematic diagram of an ex-warehouse operation line including a main line, when the operation starts, and during an adjacent time period, and fig. 5 is a schematic diagram of an ex-warehouse operation line including a main line, after the operation ends, and during an adjacent time period.
The multi-field coordinated urban rail transit warehouse-in/out operation line compiling method can automatically identify feasible warehouse-in/out paths corresponding to the main line paths; based on the connection mode of the warehouse-in and warehouse-out path and the main line path, the warehouse-in and warehouse-out sections which need to be actually compiled are automatically judged, and manual work is not needed to search and calculate one by one. The invention can screen the used field section and the in-out operation line, and allows multi-field section, multi-path and multi-direction coordination out-warehouse and in-warehouse. The method adaptively determines the optimal warehouse entry and exit path and time based on the path sequence and the capacity constraint of each field section, ensures that the number of vehicles leaving and returning of each field section are equal all day, and meets the requirements of continuous vehicle leaving intervals, continuous vehicle returning intervals and minimum vehicle driving intervals. The invention can integrate and compile the warehouse-in and warehouse-out operation lines of all the main line operation lines before the operation starts, after the operation ends and in the adjacent time interval.
It should be understood that, the sequence numbers of the steps in the foregoing embodiments do not imply an execution sequence, and the execution sequence of each process should be determined by its function and inherent logic, and should not constitute any limitation to the implementation process of the embodiments of the present application.
While the invention has been described with reference to specific embodiments, the invention is not limited thereto, and various equivalent modifications and substitutions can be easily made by those skilled in the art within the technical scope of the invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (10)
1. A multi-field coordinated urban rail transit warehouse-in/out operation line compilation method supports warehouse-in/out operation line compilation according to a plurality of field segments and each field segment comprises a plurality of conversion rails based on arrival and departure events of a main line path and a main line operation line, and is characterized by comprising the following steps:
s1, based on the positive line path, screening the feasible warehouse-in/out path set corresponding to each field segment switching track connected with the positive line path;
s2, identifying an in-out warehouse section needing to be compiled in the feasible in-out warehouse path according to the connection mode of the in-out warehouse path and the main line path; giving a time scale to the warehousing-in and warehousing-out section as a feasible warehousing-in and warehousing-out operation line set;
s3, matching feasible warehouse entry and exit operation lines in corresponding time periods, corresponding routes and corresponding directions for a main line initial event and a main line final event of each warehouse entry and exit operation line to be connected;
s4, generating corresponding arrival and departure events of each station in the section where the corresponding exit and entrance garage operation line can be carried out according to the parking capacity constraint of the section, and checking and relieving the time conflicts between the arrival and departure events and the arrival and departure events of the straight line operation line; and determining the train out-of-warehouse/in-warehouse field section, the out-of-warehouse path, the out-of-warehouse operation line to train and the departure event which are finally adopted and matched with the main line starting event/main line ending event based on the in-out workshop interval time constraint of the field section.
2. The method for constructing an urban rail transit warehousing/ex-warehouse operation line with multi-field coordination according to claim 1, wherein the step S1 of screening the feasible warehousing/ex-warehouse path sets corresponding to the field segment switching tracks connectable to the main line path comprises: screening a direct ex-warehouse path set and a direct in-warehouse path set;
the set of direct outbound paths includes: the starting point is a switching track, the switching track passes through a starting station of a positive line path, and the end point is all paths from the starting point of the positive line path to a retracing track or from the ending point of the positive line path to the retracing track;
the direct binning path set comprises: the starting point is all the paths of the positive line path starting the retrace track or the positive line path ending to the retrace track, passing through the positive line path ending to the station and ending to the switching track.
3. The method for compiling the multi-field coordinated urban rail transit warehousing/ex-warehouse operation line according to claim 2, wherein the direct warehousing path comprises: a forward direct ex-warehouse path and a reverse direct ex-warehouse path; the direct warehousing path comprises: a forward direct warehousing path and a reverse direct warehousing path;
in the forward direct delivery path, the running direction of the train reaching the origin station of the main route through delivery is the same as the running direction of the train leaving from the origin station of the main route;
in the reverse direct delivery path, the driving direction of the train reaching the starting station of the main track through delivery is opposite to the driving direction of the train leaving from the starting station of the main track;
in the forward direct warehousing path, the driving direction of the train reaching the final station of the main route is the same as the driving direction of the train leaving from the final station of the main route to the warehousing;
in the reverse direct warehousing path, the driving direction of the train reaching the final station of the main track path is opposite to the driving direction of the train leaving the final station of the main track path to enter the warehouse.
4. The method for constructing an urban rail transit warehousing/ex-warehouse operation line with multi-yard coordination according to claim 1, wherein the step S1 of screening the feasible warehousing/ex-warehouse path sets corresponding to the yard segment switching tracks connectable to the main line path further comprises: screening an indirect ex-warehouse path set and an indirect in-warehouse path set;
setting a path with a starting point as a switching track and an end point as a retracing track of the switching station as a first delivery path; setting the path with the starting point as a retracing rail of the turning station and the end point as a positive line path to start the retracing rail as a second ex-warehouse path; all the first ex-warehouse paths and the second ex-warehouse paths are combined to form an indirect ex-warehouse path set;
a path with a starting point of a positive line path and a terminal point of a turning-back rail of the turning station is made to be a first warehousing path; setting a path with a turning track at a starting point and a switching track at an end point as a second warehousing path; all the first warehousing paths and the second warehousing paths are combined to form an indirect warehousing path set;
the turning station is a station which is provided with a front-back reverse path on any one of the positive line running lines, connects the switching rail with the positive line path starting station or connects the switching rail with the positive line path terminal station.
5. The method for compiling the multi-field coordinated urban rail transit warehouse entry/exit operation line according to claim 3, wherein the step of identifying the warehouse entry/exit section needing to be compiled in the feasible warehouse entry/exit path comprises the following steps:
for the forward direct ex-warehouse path, the section between the switching track and the origin of the main route is the ex-warehouse section needing to be compiled;
for the forward direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled.
6. The method as claimed in claim 3, wherein the step of identifying the required section of the feasible access route further comprises:
for the reverse direct ex-warehouse path, a section between the switching track and the origin of the positive line path is an ex-warehouse section needing to be compiled;
for the reverse direct warehousing path, the section between the positive line path terminal station and the conversion track is the warehousing section needing to be compiled.
7. The method as claimed in claim 4, wherein the step of identifying the required section of the feasible access route further comprises:
for the indirect ex-warehouse path, the sections between the switching track and the turning station and the sections between the turning station and the origin station of the main line path are ex-warehouse sections needing to be compiled;
for the indirect warehousing path, the sections between the terminal station and the turning station of the main route path and the sections between the turning station and the conversion track are warehousing sections needing to be compiled.
8. The method for compiling the multi-field coordinated urban rail transit warehousing/ex-warehouse operation line according to claim 1, wherein the time scale comprises: train interval running time scale, stop time scale and turn-back time scale.
9. The method for compiling the multi-field coordinated urban rail transit warehousing/ex-warehouse operation line according to claim 1,
the forward direct ex-warehouse operation line is connected with the main line operation line through the main line starting station stop time;
the forward direct warehousing operation line is connected with the main line operation line through the main line terminal station stop time;
the reverse direct ex-warehouse operation line, the indirect ex-warehouse operation line and the positive line operation line are connected through the turn-back time of the positive line starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the forward line operation line are connected through the forward line terminal station turn-back time.
10. The method for constructing the multi-field coordinated urban rail transit warehousing/ex-warehouse operation line according to claim 1, wherein the step S4 comprises:
s41, selecting an in-out warehouse path from the in-out warehouse path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation lines corresponding to the field sections according to the use sequence of the field sections; the departure event and the arrival event corresponding to the switching track meet the field section total parking number constraint, the field section total ex-warehouse parking number constraint and the switching track parking number constraint;
s42, checking whether the departure/arrival events of the warehouse-in and warehouse-out operation line and the departure/arrival events of the main line operation line meet the minimum driving interval; if yes, go to step S43; if not, translating the corresponding in-out warehouse operation line along the time axis within the set turning-back time range; if the minimum driving interval cannot be met, returning to the step S41, otherwise, entering S43;
s43, judging whether the departure event and the arrival event of the switching track corresponding to the field section meet the continuous departure and return time interval of the field section; if so, determining train out-of-warehouse/in-warehouse field sections, out-of-warehouse paths, out-of-warehouse operation lines to trains and departure events which are finally matched with the main line initial event/main line final event; otherwise, return to step S41.
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| AU2022405241A AU2022405241A1 (en) | 2021-12-08 | 2022-11-09 | Method for compiling multi-depot coordinated urban rail transit departing/garaging operation lines |
| PCT/CN2022/130874 WO2023103698A1 (en) | 2021-12-08 | 2022-11-09 | Method for compiling multi-depot coordinated urban rail transit departing/garaging operation lines |
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| CN114179873A (en) * | 2022-02-15 | 2022-03-15 | 四川华睿兴科技有限公司 | Multi-road multi-time-interval all-day train operation diagram automatic compilation method and system |
| WO2023103698A1 (en) * | 2021-12-08 | 2023-06-15 | 卡斯柯信号有限公司 | Method for compiling multi-depot coordinated urban rail transit departing/garaging operation lines |
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| CN117273393B (en) * | 2023-11-16 | 2024-04-26 | 北京城建智控科技股份有限公司 | Dynamic adjustment method and device for vehicle running chart and electronic equipment |
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