CN113968264B - Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections - Google Patents
Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections Download PDFInfo
- Publication number
- CN113968264B CN113968264B CN202111490452.9A CN202111490452A CN113968264B CN 113968264 B CN113968264 B CN 113968264B CN 202111490452 A CN202111490452 A CN 202111490452A CN 113968264 B CN113968264 B CN 113968264B
- Authority
- CN
- China
- Prior art keywords
- path
- warehouse
- line
- station
- positive line
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 37
- 238000012216 screening Methods 0.000 claims abstract description 14
- 238000006243 chemical reaction Methods 0.000 claims abstract description 8
- 238000012384 transportation and delivery Methods 0.000 claims description 33
- 238000012546 transfer Methods 0.000 claims description 29
- 230000007704 transition Effects 0.000 claims description 20
- 238000013439 planning Methods 0.000 claims description 3
- 238000010586 diagram Methods 0.000 description 9
- 238000001514 detection method Methods 0.000 description 3
- 238000013507 mapping Methods 0.000 description 3
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000001788 irregular Effects 0.000 description 1
- 238000007726 management method Methods 0.000 description 1
- 238000012545 processing Methods 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
Classifications
-
- 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
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The application provides a method for compiling urban rail transit in-out and in-in running lines coordinated by multiple sections, which comprises the following steps: s1, screening a feasible warehouse-in and warehouse-out path set corresponding to each field section conversion rail which can be connected with the positive line path based on the positive line path; s2, identifying an out-in section to be compiled in the feasible out-in-out path according to the connection mode of the out-in-out path and the positive line path, and giving a time scale as a feasible out-in-out operation line set; s3, starting/ending events of each positive train to be connected with the in-out operation line are matched with the available in-out operation line corresponding to the time period, the intersection and the direction; s4, generating corresponding arrival and departure events of the feasible garage entering and exiting operation line according to the garage entering and exiting capacity constraint of the field section, checking and relieving time conflicts of the arrival and departure events of the arrival and exiting operation line and the arrival and departure events of the positive line, and determining the finally matched train exiting/entering field section, garage entering and exiting path and garage entering and exiting operation line arrival and departure events based on the garage entering and exiting interval constraint of the field section.
Description
Technical Field
The application relates to the field of track traffic driving planning, in particular to a method for planning urban track traffic in-out and in-in operation lines coordinated by multiple sections.
Background
A transition section, called a transition rail, is arranged between the urban rail transit line and a vehicle section or a parking lot (for short, a field section). The train running chart consists of a running line for defining the running path and running time of the train. The complete train operation diagram shows the running time of the train in the line section (including the transition rail) and the time sequence of arrival at or passing through the station. Wherein, the operation line connecting the positive line start station turn-back rail and the final station turn-back rail is called a positive line operation line. The operation line connecting the transfer rail and the station of the front line is called an outbound or inbound operation line, and the outbound operation line is generally programmed after the completion of the station of the front line. The method comprises the steps of compiling an in-out garage operation line, and not only is the positive line operation line reasonably connected, but also the constraints of parking capacity, continuous out/back space, earliest out time, latest back time and the like of a field section are met.
In order to meet the demand of passenger flow, the running interval of domestic urban rail transit is smaller and smaller, the number of on-line trains is more and more, and the traffic forms are more and more various, so that the running line of the warehouse in and out to be arranged is more and more complex, and the condition of the warehouse in and out of the vehicle bottom of all traffic routes between the running before the running starts, after the running ends and in adjacent time intervals is included; meanwhile, most circuits have two or more field sections, and correspond to multiple groups of transfer rails, so that the problems of comprehensive utilization of the transfer rails, optimal matching relation among the vehicle bottom, the positive line and the transfer rails, coordination of vehicle entering and exiting in different directions of the transfer rails of the same field section and the like are more complex.
At present, the research field has a model for optimizing the empty driving-out path of the vehicle bottom before the operation starts, but the related problems of warehousing after the operation ends, warehousing in adjacent time intervals and the like are not considered. Meanwhile, the conventional mapping tools for operation management practice lack consideration of field section and capacity constraint thereof, mapping personnel mainly program in-out warehouse operation lines through manual calculation, and the processing time consumption of multi-field section constraint, multi-path in-out warehouse, irregular connection, conflict fluffing and the like is a main factor affecting mapping efficiency.
Disclosure of Invention
The application aims to provide a multi-field coordinated urban rail transit in-out and in-out running line programming method, which can synchronously link up to generate all in-out running paths and running moments of a vehicle bottom when a positive line running diagram is programmed, and can meet the constraint of the actual parking capability of a plurality of field segments and the requirement of solving the collision of parking vehicles.
In order to achieve the above purpose, a method for compiling urban rail transit in-out and in-in operation lines coordinated by multiple field segments, based on a forward route and an on-coming and off-going event of the forward operation line, supports the out-in and in-out operation line compiling according to multiple field segments, each field segment comprising multiple transition rails, the method comprises the steps of:
s1, screening a feasible warehouse-in and warehouse-out path set corresponding to each field section conversion rail which can be connected with the positive line path based on the positive line path;
s2, identifying a warehouse-in section to be compiled in the feasible warehouse-in path according to the connection mode of the warehouse-in path and the positive line path; a time scale is assigned to the warehouse-in and warehouse-out section to be used as a feasible warehouse-in and warehouse-out operation line set;
s3, matching the feasible access operation lines in the corresponding time period, the corresponding intersection and the corresponding direction for the positive line starting event and the positive line ending event of each access operation line to be connected;
s4, generating corresponding arrival and departure events of the feasible garage entering and exiting operation lines in each station in the section according to the constraint of the parking capacity of the field section, and checking and untwining time conflicts between the arrival and departure events and the arrival and departure events of the positive line operation lines; and determining a train out/in warehouse field section, an in warehouse path, an in warehouse running line-to-vehicle and a departure event which are matched with the positive line starting event/the positive line ending event and are finally adopted based on the time constraint of the in-out workshop of the field section.
Optionally, the screening the feasible warehouse-in path set corresponding to each field segment conversion track that can be connected to the positive line path in step S1 includes: screening a direct ex-warehouse path set and a direct warehouse-in path set;
the direct out path set includes: the starting point is a transition rail, a starting station of a passing positive line path, and a finishing point is a turning-back rail started by the positive line path or all paths from the positive line path to the turning-back rail;
the direct binning path set comprises: the starting point is the original turning track of the positive line path or all the paths of the positive line path ending to the turning track, the passing positive line path ending to the station and the ending point is the switching track.
Optionally, the direct delivery path comprises: a forward direct delivery path and a reverse direct delivery path; the direct warehouse entry path includes: a forward direct warehouse entry path and a reverse direct warehouse entry path;
in the forward direct delivery route, the running direction of the train reaching the forward route starting station through delivery is the same as the running direction of the train leaving from the forward route starting station;
in the reverse direct delivery path, the running direction of the train reaching the forward path starting station through delivery is opposite to the running direction of the train leaving from the forward path starting station;
in the forward direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is the same as the running direction of the train leaving the terminal station from the positive line path to warehouse-in;
in the reverse direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is opposite to the running direction of the train leaving the terminal station of the positive line path to warehouse.
Optionally, in step S1, the screening the feasible warehouse entry and exit path set corresponding to each field segment conversion track that can be connected to the positive line path further includes: screening an indirect warehouse-out path set and an indirect warehouse-in path set;
the method comprises the steps that a route with a starting point being a transfer rail and a finishing point being a turning rail of a turning station is a first ex-warehouse route; the route with the starting point being a turning station turning track, the end point being a positive line route starting turning track is made to be a second ex-warehouse route; all combinations of the first ex-warehouse path and the second ex-warehouse path form an indirect ex-warehouse path set;
the method comprises the steps that a route with a starting point of a positive line route ending to a turning-back rail and a route with a finishing point of a turning-back rail of a turning station is a first warehouse-in route; the route with the starting point being a turning rail of the turning station and the end point being a switching rail is made to be a second warehouse-in route; all the first warehouse-in paths and the second warehouse-in paths are combined to form an indirect warehouse-in path set;
the turning station is a station which has a front-back reverse path on any one of the positive line running lines, is connected with the switching rail and the positive line path starting station or is connected with the switching rail and the positive line path end station.
Optionally, identifying the warehouse entry section to be compiled in the feasible warehouse entry path includes:
for the forward direct delivery path, the section between the transfer rail and the forward path starting station is the delivery section to be compiled;
for the forward direct warehouse-in path, the section between the terminal station of the positive line path and the transfer rail is a warehouse-in section needing to be compiled.
Optionally, identifying the warehouse entry section to be compiled in the feasible warehouse entry path further comprises:
for a reverse direct delivery path, the section between the transfer rail and the forward path starting station is a delivery section to be compiled;
for the reverse direct warehouse-in path, the section between the terminal station of the forward path and the transfer rail is a warehouse-in section needing to be compiled.
Optionally, identifying the warehouse entry section to be compiled in the feasible warehouse entry path further comprises:
for the indirect delivery path, the section between the transfer rail and the turning station and the section between the turning station and the forward path starting station are delivery sections needing to be compiled;
for the indirect warehouse-in path, the sections between the terminal station and the turning station and the sections between the turning station and the switching track of the positive path are warehouse-in sections needing to be compiled.
Optionally, the time scale includes: train interval running time scale, stop time scale and turn-back time scale.
Optionally, the forward direct out-of-stock operation line is connected with the positive line operation line through the stop time of the positive line starting station;
the forward direct warehousing operation line is connected with the positive line operation line through the stop time of the positive line terminal station;
the reverse direct ex-warehouse operation line is connected with the indirect ex-warehouse operation line through the turn-back time of the forward starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the positive line operation line are connected through the turn-back time of the positive line terminal station.
Optionally, step S4 includes:
s41, selecting an in-out path from the in-out path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation line corresponding to the field section according to the use sequence of the field section; the departure event and arrival event of the corresponding transfer rail meet the total parking number constraint of the field section, the total warehouse-out number constraint of the field section and the transfer rail parking number constraint;
s42, checking whether the departure/arrival event of the in-out garage operation line and the departure/arrival event of the front garage operation line meet the minimum driving interval; if yes, go to step S43; if the input and output operation line does not meet the preset turning-back time range, translating the corresponding input and output operation line along a time axis; if the minimum driving interval cannot be met yet, returning to the step S41, otherwise, entering into the step S43;
s43, judging whether the departure event and the arrival event of the transition rail corresponding to the field section meet the continuous departure and return time intervals of the field section; if yes, determining a train out/in warehouse field section, an in warehouse path, an in warehouse running line-to-vehicle and a departure event which are matched with the positive line starting event/the positive line ending event finally; otherwise, the process returns to step S41.
Compared with the prior art, the application has the beneficial effects that:
1) The method for compiling the multi-station coordinated urban rail transit in-out and in-in running line can automatically identify the feasible in-out and in-in path corresponding to the positive line path; based on the connection mode of the warehouse-in and warehouse-out path and the positive line path, the warehouse-in and warehouse-out section which is actually required to be compiled is automatically judged, and manual searching and calculation one by one are not required.
2) The method can screen the used field section and the operation line of the warehouse in and out, and allows multi-field section, multi-path and multi-direction coordination of warehouse in and out;
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 all-day vehicle-out and the number of vehicle-back of each field section are guaranteed to be equal, and continuous vehicle-out intervals, continuous vehicle-back intervals and minimum vehicle-running intervals are met.
4) Can integrate the database entering and exiting operation lines of all positive line operation lines before the operation starts, after the operation ends and in adjacent time intervals.
Drawings
For a clearer description of the technical solutions of the present application, the drawings that are needed in the description will be briefly introduced below, it being obvious that the drawings in the following description are one embodiment of the present application, and that, without inventive effort, other drawings can be obtained by those skilled in the art from these drawings:
FIG. 1 is a flow chart of a method for compiling urban rail transit in-out and in-in running lines coordinated by multiple sections;
FIG. 2A is a schematic diagram of a direct warehouse-out path, a direct warehouse-in path, and corresponding warehouse-in and warehouse-out sections to be compiled in an embodiment of the application;
FIG. 2B is a schematic diagram of an indirect warehouse-out path, an indirect warehouse-in path, and corresponding warehouse-in and warehouse-out sections to be compiled in an embodiment of the application;
FIG. 3 is a flow chart illustrating the process of determining the final access operation line used in accordance with an embodiment of the present application;
FIG. 4 is a schematic diagram of a line of operations including positive lines, during which operations are started, and during which adjacent periods of time are performed, generated in an embodiment of the present application.
Fig. 5 is a schematic diagram of a line of operations including a positive line, a post-operation warehouse-in, and a warehouse-in between adjacent time periods, which is generated in an embodiment of the present application.
Detailed Description
The following description of the embodiments of the present application will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present application, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the application without making any inventive effort, are intended to be within the scope of the application.
It should 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 application herein is for the purpose of describing particular embodiments only and is not intended to be limiting of the application. As used in this specification 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 the present specification and the appended claims refers to any and all possible combinations of one or more of the associated listed items, and includes such combinations.
As used in this specification and the appended claims, the term "if" may be interpreted as "when..once" or "in response to a determination" or "in response to detection" depending on the context. Similarly, the phrase "if a determination" or "if a [ described condition or event ] is detected" may be interpreted in the context of meaning "upon determination" or "in response to determination" or "upon detection of a [ described condition or event ]" or "in response to detection of a [ described condition or event ]".
In addition, in the description of the present application, the terms "first," "second," "third," etc. are used merely to distinguish between descriptions and should not be construed as indicating or implying relative importance.
The application provides a method for compiling urban rail transit in-out and in-into-storage operation lines coordinated by multiple sections, which is based on a determined positive line operation diagram and uniformly compiles the in-out and in-into-storage operation lines of all-day time periods by coordinating the parking capacity of the multiple sections, solving the problem of multiple train operation paths and time conflict.
The programming method of the application is based on the forward route and the forward running line arrival and departure events, and supports the warehouse-in and warehouse-out running line programming according to a plurality of field sections, wherein each field section comprises a plurality of transition rails. As shown in fig. 1, the programming method comprises the steps of:
s1, screening a feasible warehouse-in and warehouse-out path set corresponding to each field section conversion rail which can be connected with the positive line path based on the positive line path;
in step S1, the screening the set of feasible access paths corresponding to each field segment conversion track that can be connected to the positive line path includes: screening a direct ex-warehouse path set, a direct warehouse-in path set, an indirect ex-warehouse path set and an indirect warehouse-in path set.
The direct out path set includes: all direct ex-warehouse paths with a transition track as a starting point, a positive line path starting station as a final point or a positive line path starting turn-back track as a final point and a turn-back track as a final point.
As shown in fig. 2A, the direct outbound path includes: a forward direct outbound path and a reverse direct outbound path.
In the forward direct delivery route, the direction of travel of the train through delivery to the forward route origin is the same as the direction of travel of the train from the forward route origin. I.e., the forward path originator is not in the presence of the backward and forward paths. When the route to the station is opposite to the route leaving from the station, the station is said to have a backward-forward route.
In the reverse direct delivery route, the direction of travel of the train through delivery to the forward route origin is opposite to the direction of travel of the train from the forward route origin. I.e., the forward path originator has a forward and backward reverse path.
In fig. 2A, the transition rail i, the transition rail ii, and the transition rail iii are all connected to the positive line, and the parking service is provided for the train on the positive line 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 a positive line path starting turning-back rail or a positive line path ending turning-back rail, a positive line path ending station and a transition rail, and the end point is all direct warehouse-in paths of the transition rail. The direct warehouse entry path includes: a forward direct warehouse entry path and a reverse direct warehouse entry path.
In the forward direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is the same as the running direction of the train leaving the terminal station of the positive line path to warehouse-in.
In the reverse direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is opposite to the running direction of the train leaving the terminal station of the positive line path to warehouse.
In fig. 2B, a turning station is provided between the transfer rail ii and the positive line terminal. The turning station is a station which has a front-back reverse path on any one of the positive line running lines, is connected with the switching rail and the positive line path starting station or is connected with the switching rail and the positive line path end station.
The method comprises the steps that a route with a starting point being a transfer rail and a finishing point being a turning rail of a turning station is a first ex-warehouse route; the route with the starting point being a turning station turning track, the end point being a positive line route starting turning track is made to be a second ex-warehouse route; all combinations of the first and second outbound paths constitute an indirect outbound path set.
The method comprises the steps that a route with a starting point of a positive line route ending to a turning-back rail and a route with a finishing point of a turning-back rail of a turning station is a first warehouse-in route; the route with the starting point being a turning rail of the turning station and the end point being a switching rail is made to be a second warehouse-in route; all the first warehouse-in paths and the second warehouse-in paths are combined to form an indirect warehouse-in path set. Fig. 2B shows one indirect outbound path and one indirect inbound path, respectively.
S2, identifying a warehouse-in section to be compiled in the feasible warehouse-in path according to the connection mode of the warehouse-in path and the positive line path; and (3) giving a time scale to the warehouse-in and warehouse-out section to serve as a feasible warehouse-in and warehouse-out operation line set.
For the forward direct delivery path, the section between the transfer rail and the forward path starting station is the delivery section to be compiled; i.e., in fig. 2A, the forward direct outbound path (solid line) is not coincident with the positive line of travel (dashed line).
For the forward direct warehouse-in path, the section between the terminal station of the positive line path and the transfer rail is a warehouse-in section needing to be compiled. That is, in fig. 2A, a section on the forward direct warehouse entry path (solid line) does not overlap with the positive line operation line (broken line).
For a reverse direct outbound path, the section between the transition track and the forward path origin is the outbound section that needs to be programmed. I.e., the solid line segment on the reverse direct outbound path in fig. 2A.
For the reverse direct warehouse-in path, the section between the terminal station of the forward path and the transfer rail is a warehouse-in section needing to be compiled. I.e., the solid line segment on the reverse direct binning path in fig. 2A.
For the indirect delivery path, the section between the transition track and the turning station and the section between the turning station and the forward path starting station are delivery sections which need to be compiled. I.e., the solid line segment on the indirect exit path in fig. 2B.
For the indirect warehouse-in path, the sections between the terminal station and the turning station and the sections between the turning station and the switching track of the positive path are warehouse-in sections needing to be compiled.
S3, matching the feasible access operation lines in the corresponding time period, the corresponding intersection and the corresponding direction for the positive line starting event and the positive line ending event of each access operation line to be connected;
the positive line starting event and the final event refer to a starting event of each vehicle bottom plan at a first time task starting station and an arrival event at a final time task final station in a positive line running chart.
The forward direct ex-warehouse operation line is connected with the positive line operation line through the stop time of the positive line starting station;
the forward direct warehousing operation line is connected with the positive line operation line through the stop time of the positive line terminal station;
the reverse direct ex-warehouse operation line is connected with the indirect ex-warehouse operation line through the turn-back time of the forward starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the positive line operation line are connected through the turn-back time of the positive line terminal station.
S4, generating corresponding arrival and departure events of the feasible garage entering and exiting operation lines in each station in the section according to the constraint of the parking capacity of the field section, and checking and untwining time conflicts between the arrival and departure events and the arrival and departure events of the positive line operation lines; and determining a train out/in warehouse field section, an in warehouse path, an in warehouse running line-to-vehicle and a departure event which are matched with the positive line starting event/the positive line ending event and are finally adopted based on the time constraint of the in-out workshop of the field section.
As shown in fig. 3, step S4 includes:
s41, selecting an in-out path from the in-out path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation line corresponding to the field section according to the use sequence of the field section; the departure event and arrival event of the corresponding transfer rail meet the total parking number constraint of the field section, the total warehouse-out number constraint of the field section and the transfer rail parking number constraint;
s42, checking whether the departure/arrival event of the in-out garage operation line and the departure/arrival event of the front garage operation line meet the minimum driving interval; if yes, go to step S43; if the input and output operation line does not meet the preset turning-back time range, translating the corresponding input and output operation line along a time axis; if the minimum driving interval cannot be met yet, returning to the step S41, otherwise, entering into the step S43;
s43, judging whether the departure event and the arrival event of the transition rail corresponding to the field section meet the continuous departure and return time intervals of the field section; if yes, determining a train out/in warehouse field section, an in warehouse path, an in warehouse running line-to-vehicle and a departure event which are matched with the positive line starting event/the positive line ending event finally; otherwise, the process returns to step S41.
As shown in fig. 4 and 5, taking a certain urban rail transit line as an example, according to the above steps and based on the normal running chart generated by the existing mapping software, the multi-section coordinated all-day entry and exit running line, that is, the line taking the transfer rail of the parking lot or the vehicle section as the starting point or the end point, is automatically compiled. Wherein the set of available warehouse-in and warehouse-out paths are ordered from near to far according to the distance of empty travel. Fig. 4 is a schematic diagram of the line of the ex-warehouse and the ex-warehouse between adjacent time periods when the operation starts, and fig. 5 is a schematic diagram of the line of the ex-warehouse and the ex-warehouse between adjacent time periods when the operation ends.
The method for compiling the multi-station coordinated urban rail transit in-out and in-in running line can automatically identify the feasible in-out and in-in path corresponding to the positive line path; based on the connection mode of the warehouse-in and warehouse-out path and the positive line path, the warehouse-in and warehouse-out section which is actually required to be compiled is automatically judged, and manual searching and calculation one by one are not required. The application can screen the used field section and the operation line of the warehouse-in and warehouse-out, and allows multi-field section, multi-path and multi-direction coordination of warehouse-out and warehouse-in. The method and the device self-adaptively determine the optimal warehouse-in and warehouse-out path and moment based on the path sequence and the capacity constraint of each field section, ensure that the number of all-day vehicle-out and the number of vehicle-back of each field section are equal, and meet the continuous vehicle-out interval, continuous vehicle-back interval and minimum driving interval. The application can integrate the in-out operation lines of all the positive line operation lines before the operation starts, after the operation ends and between adjacent time periods.
It should be understood that the sequence number of each step in the foregoing embodiment does not mean that the execution sequence of each process should be determined by the function and the internal logic, and should not limit the implementation process of the embodiment of the present application.
While the application has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the application. Therefore, the protection scope of the application is subject to the protection scope of the claims.
Claims (9)
1. The method for compiling the multi-field coordinated urban rail transit in-out and in-in running line is based on a forward line path and an in-out and out-of-service event of the forward line running line, and supports the compiling of the in-out and in-in running line according to a plurality of field segments, wherein each field segment comprises a plurality of conversion tracks, and is characterized by comprising the following steps:
s1, screening a feasible warehouse-in and warehouse-out path set corresponding to each field section conversion rail which can be connected with the positive line path based on the positive line path;
s2, identifying a warehouse-in section to be compiled in the feasible warehouse-in path according to the connection mode of the warehouse-in path and the positive line path; a time scale is assigned to the warehouse-in and warehouse-out section to be used as a feasible warehouse-in and warehouse-out operation line set;
s3, matching the feasible access operation lines in the corresponding time period, the corresponding intersection and the corresponding direction for the positive line starting event and the positive line ending event of each access operation line to be connected;
s4, generating corresponding arrival and departure events of the feasible garage entering and exiting operation lines in each station in the section according to the constraint of the parking capacity of the field section, and checking and untwining time conflicts between the arrival and departure events and the arrival and departure events of the positive line operation lines; based on the inter-trip time constraint of the field section, determining the finally adopted train out/in warehouse field section, in warehouse path, in warehouse operation line-to-car and departure event matched with the positive line starting event/positive line ending event;
step S4 includes:
s41, selecting an in-out path from the in-out path set; generating departure events and arrival events of each station in the section of the warehouse-in and warehouse-out operation line corresponding to the field section according to the use sequence of the field section; the departure event and arrival event of the corresponding transfer rail meet the total parking number constraint of the field section, the total warehouse-out number constraint of the field section and the transfer rail parking number constraint;
s42, checking whether the departure/arrival event of the in-out garage operation line and the departure/arrival event of the front garage operation line meet the minimum driving interval; if yes, go to step S43; if the input and output operation line does not meet the preset turning-back time range, translating the corresponding input and output operation line along a time axis; if the minimum driving interval cannot be met yet, returning to the step S41, otherwise, entering into the step S43;
s43, judging whether the departure event and the arrival event of the transition rail corresponding to the field section meet the continuous departure and return time intervals of the field section; if yes, determining a train out/in warehouse field section, an in warehouse path, an in warehouse running line-to-vehicle and a departure event which are matched with the positive line starting event/the positive line ending event finally; otherwise, the process returns to step S41.
2. The method for constructing a multi-segment coordinated urban rail transit outbound and inbound operation line according to claim 1, wherein the screening the set of feasible outbound and inbound paths corresponding to each segment transition track to which the forward path is connectable in step S1 comprises: screening a direct ex-warehouse path set and a direct warehouse-in path set;
the direct out path set includes: the starting point is a transition rail, a starting station of a passing positive line path, and a finishing point is a turning-back rail started by the positive line path or all paths from the positive line path to the turning-back rail;
the direct binning path set comprises: the starting point is the original turning track of the positive line path or all the paths of the positive line path ending to the turning track, the passing positive line path ending to the station and the ending point is the switching track.
3. The method for compiling multi-field coordinated urban rail transit outbound and inbound operation lines according to claim 2, wherein the direct outbound path comprises: a forward direct delivery path and a reverse direct delivery path; the direct warehouse entry path includes: a forward direct warehouse entry path and a reverse direct warehouse entry path;
in the forward direct delivery route, the running direction of the train reaching the forward route starting station through delivery is the same as the running direction of the train leaving from the forward route starting station;
in the reverse direct delivery path, the running direction of the train reaching the forward path starting station through delivery is opposite to the running direction of the train leaving from the forward path starting station;
in the forward direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is the same as the running direction of the train leaving the terminal station from the positive line path to warehouse-in;
in the reverse direct warehouse-in path, the running direction of the train reaching the terminal station of the positive line path is opposite to the running direction of the train leaving the terminal station of the positive line path to warehouse.
4. The method for constructing a multi-segment coordinated urban rail transit outbound and inbound operation line according to claim 1, wherein the screening the set of feasible outbound and inbound paths corresponding to each segment transition track to which the forward path is connectable in step S1 further comprises: screening an indirect warehouse-out path set and an indirect warehouse-in path set;
the method comprises the steps that a route with a starting point being a transfer rail and a finishing point being a turning rail of a turning station is a first ex-warehouse route; the route with the starting point being a turning station turning track, the end point being a positive line route starting turning track is made to be a second ex-warehouse route; all combinations of the first ex-warehouse path and the second ex-warehouse path form an indirect ex-warehouse path set;
the method comprises the steps that a route with a starting point of a positive line route ending to a turning-back rail and a route with a finishing point of a turning-back rail of a turning station is a first warehouse-in route; the route with the starting point being a turning rail of the turning station and the end point being a switching rail is made to be a second warehouse-in route; all the first warehouse-in paths and the second warehouse-in paths are combined to form an indirect warehouse-in path set;
the turning station is a station which has a front-back reverse path on any one of the positive line running lines, is connected with the switching rail and the positive line path starting station or is connected with the switching rail and the positive line path end station.
5. The method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections according to claim 3, wherein identifying in-out and in-out sections to be compiled in the feasible in-out and in-in and in-out path comprises:
for the forward direct delivery path, the section between the transfer rail and the forward path starting station is the delivery section to be compiled;
for the forward direct warehouse-in path, the section between the terminal station of the positive line path and the transfer rail is a warehouse-in section needing to be compiled.
6. The method for compiling urban rail transit in-out and in-in operation line coordinated by multiple segments according to claim 3, wherein identifying in-out and in-out segments to be compiled in the feasible in-out and in-in and in-out path further comprises:
for a reverse direct delivery path, the section between the transfer rail and the forward path starting station is a delivery section to be compiled;
for the reverse direct warehouse-in path, the section between the terminal station of the forward path and the transfer rail is a warehouse-in section needing to be compiled.
7. The method for planning out-of-warehouse operation line of multi-segment coordinated urban rail transit of claim 4, wherein identifying out-of-warehouse segments to be planned in the feasible out-of-warehouse path further comprises:
for the indirect delivery path, the section between the transfer rail and the turning station and the section between the turning station and the forward path starting station are delivery sections needing to be compiled;
for the indirect warehouse-in path, the sections between the terminal station and the turning station and the sections between the turning station and the switching track of the positive path are warehouse-in sections needing to be compiled.
8. The method for programming multi-field coordinated urban rail transit outbound and inbound operation lines according to claim 1, wherein said time scale comprises: train interval running time scale, stop time scale and turn-back time scale.
9. The method for compiling urban rail transit in-out-in-storage operation line coordinated by multiple segments according to claim 1, wherein,
the forward direct ex-warehouse operation line is connected with the positive line operation line through the stop time of the positive line starting station;
the forward direct warehousing operation line is connected with the positive line operation line through the stop time of the positive line terminal station;
the reverse direct ex-warehouse operation line is connected with the indirect ex-warehouse operation line through the turn-back time of the forward starting station;
the reverse direct warehousing operation line, the indirect warehousing operation line and the positive line operation line are connected through the turn-back time of the positive line terminal station.
Priority Applications (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111490452.9A CN113968264B (en) | 2021-12-08 | 2021-12-08 | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections |
| 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 |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111490452.9A CN113968264B (en) | 2021-12-08 | 2021-12-08 | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113968264A CN113968264A (en) | 2022-01-25 |
| CN113968264B true CN113968264B (en) | 2023-10-31 |
Family
ID=79590822
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111490452.9A Active CN113968264B (en) | 2021-12-08 | 2021-12-08 | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections |
Country Status (3)
| Country | Link |
|---|---|
| CN (1) | CN113968264B (en) |
| AU (1) | AU2022405241A1 (en) |
| WO (1) | WO2023103698A1 (en) |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113968264B (en) * | 2021-12-08 | 2023-10-31 | 卡斯柯信号有限公司 | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections |
| CN114179873B (en) * | 2022-02-15 | 2022-04-22 | 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 |
| 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 |
Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101388050A (en) * | 2008-09-25 | 2009-03-18 | 卡斯柯信号有限公司 | Method for implementing auto making city rail train diagram |
| KR20120057737A (en) * | 2010-11-23 | 2012-06-07 | 서울특별시도시철도공사 | Demand sensitivity train operation plan setting system and method |
| CN110733540A (en) * | 2019-10-17 | 2020-01-31 | 卡斯柯信号有限公司 | full-automatic unmanned train vehicle section delivery method |
| CN111216766A (en) * | 2018-11-23 | 2020-06-02 | 比亚迪股份有限公司 | Warehouse-out method, device and system of full-automatic driving train and train control center |
| CN111391896A (en) * | 2020-03-30 | 2020-07-10 | 卡斯柯信号有限公司 | All-day train operation diagram generation method based on time-sharing scheme and activity event relation |
| CN112373521A (en) * | 2019-09-27 | 2021-02-19 | 北京城建设计发展集团股份有限公司 | Automatic compiling, detecting and adjusting system and method for multi-line and multi-intersection train timetable |
| CN112734095A (en) * | 2020-12-30 | 2021-04-30 | 中车青岛四方车辆研究所有限公司 | Timetable and vehicle bottom operation plan compiling method considering large and small road crossing |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH06144230A (en) * | 1992-11-12 | 1994-05-24 | Toshiba Corp | Train diagram automatic generating device |
| JP2001278052A (en) * | 2000-03-31 | 2001-10-10 | Kawasaki Heavy Ind Ltd | Train planned schedule preparation method and preparation support device |
| CN111353705B (en) * | 2020-02-28 | 2021-04-06 | 交控科技股份有限公司 | Urban rail transit multi-field route management system and comprehensive management and control system |
| CN113968264B (en) * | 2021-12-08 | 2023-10-31 | 卡斯柯信号有限公司 | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections |
-
2021
- 2021-12-08 CN CN202111490452.9A patent/CN113968264B/en active Active
-
2022
- 2022-11-09 AU AU2022405241A patent/AU2022405241A1/en active Pending
- 2022-11-09 WO PCT/CN2022/130874 patent/WO2023103698A1/en active Application Filing
Patent Citations (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101388050A (en) * | 2008-09-25 | 2009-03-18 | 卡斯柯信号有限公司 | Method for implementing auto making city rail train diagram |
| KR20120057737A (en) * | 2010-11-23 | 2012-06-07 | 서울특별시도시철도공사 | Demand sensitivity train operation plan setting system and method |
| CN111216766A (en) * | 2018-11-23 | 2020-06-02 | 比亚迪股份有限公司 | Warehouse-out method, device and system of full-automatic driving train and train control center |
| CN112373521A (en) * | 2019-09-27 | 2021-02-19 | 北京城建设计发展集团股份有限公司 | Automatic compiling, detecting and adjusting system and method for multi-line and multi-intersection train timetable |
| CN110733540A (en) * | 2019-10-17 | 2020-01-31 | 卡斯柯信号有限公司 | full-automatic unmanned train vehicle section delivery method |
| CN111391896A (en) * | 2020-03-30 | 2020-07-10 | 卡斯柯信号有限公司 | All-day train operation diagram generation method based on time-sharing scheme and activity event relation |
| CN112734095A (en) * | 2020-12-30 | 2021-04-30 | 中车青岛四方车辆研究所有限公司 | Timetable and vehicle bottom operation plan compiling method considering large and small road crossing |
Also Published As
| Publication number | Publication date |
|---|---|
| AU2022405241A1 (en) | 2024-05-16 |
| WO2023103698A1 (en) | 2023-06-15 |
| CN113968264A (en) | 2022-01-25 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN113968264B (en) | Method for compiling urban rail transit in-out and in-in operation line coordinated by multiple sections | |
| US9921066B2 (en) | Systems and methods for analyzing the use of mobile resources | |
| CN111391896B (en) | All-day train operation diagram generation method based on time-sharing scheme and activity event relation | |
| JP4670081B2 (en) | Operation planning plan creation device | |
| CN111353645A (en) | Automatic handling method and system for driving plan of urban rail transit vehicle base | |
| Giacco et al. | Short-term rail rolling stock rostering and maintenance scheduling | |
| CN111915221B (en) | Capability analysis method suitable for high-speed railway | |
| CN109649453A (en) | A kind of train route handles method automatically | |
| CN112883640A (en) | Digital twin station system, job scheduling method based on system and application | |
| CN113919650A (en) | Train operation scheme optimization compilation method and system | |
| JP5019240B2 (en) | Diamond evaluation device | |
| CN113212503B (en) | Detection method for rail transit vehicle shunting plan conflict | |
| CN114715228B (en) | Railway passenger station shunting plan comprehensive management method and system | |
| CN112373521A (en) | Automatic compiling, detecting and adjusting system and method for multi-line and multi-intersection train timetable | |
| CN109229155B (en) | A kind of method that evading train operation deadlock state and train operation global optimization control method | |
| CN112184014A (en) | Stereo garage parking system management method | |
| JP2001278052A (en) | Train planned schedule preparation method and preparation support device | |
| CN112861383A (en) | Railway station anti-seismic toughness evaluation method and system | |
| CN113879371A (en) | Urban rail transit interconnection and interworking network plan scheduling system and processing method | |
| CN114118766A (en) | Passenger flow OD algorithm based on bus passenger travel multiple matching | |
| CN110263049A (en) | General railway technology operation confirmation and information reporting display system and method | |
| CN113415325A (en) | Rail transit station arrival interval calculation system and method | |
| CN111547113B (en) | Automatic scheduling method for subway driver positive line multi-point value multiplication | |
| Makarova et al. | Improvement of automotive service management by means of computer simulation | |
| CN115649241A (en) | Railway wagon running mileage calculation method and system based on train running line |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| REG | Reference to a national code |
Ref country code: HK Ref legal event code: DE Ref document number: 40058117 Country of ref document: HK |
|
| GR01 | Patent grant | ||
| GR01 | Patent grant |