CN114140037A - Train operation diagram and motor train unit operation plan integrated adjustment method - Google Patents

Train operation diagram and motor train unit operation plan integrated adjustment method Download PDF

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CN114140037A
CN114140037A CN202210117548.9A CN202210117548A CN114140037A CN 114140037 A CN114140037 A CN 114140037A CN 202210117548 A CN202210117548 A CN 202210117548A CN 114140037 A CN114140037 A CN 114140037A
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train
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motor
motor train
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CN114140037B (en
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洪鑫
孟令云
金福才
王斌
杨枭
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Institute of Computing Technologies of CARS
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Abstract

The application provides an integrated adjustment method for a train operation diagram and a motor train unit operation plan. The method comprises the following steps: when the situation that the train in the road stops due to a fault and the train operation is interfered to deviate from an operation plan is detected, determining at least one constraint model corresponding to any basic data according to the basic data in the current high-speed railway; according to constraint conditions for constraining the train operation diagram adjustment plan and the motor train unit operation adjustment plan in each constraint model, adjusting each basic data in parallel to obtain each target data so that each target data meets the constraint conditions of the corresponding constraint models; and adjusting the current high-speed railway train operation diagram and the motor train unit operation plan according to the target data. The method provided by the embodiment of the application can integrally adjust the train operation diagram and the motor train unit operation plan, and improves the transportation efficiency and the operation benefit of the high-speed railway.

Description

Train operation diagram and motor train unit operation plan integrated adjustment method
Technical Field
The application relates to the technical field of high-speed railways, in particular to an integrated adjustment method for a train operation diagram and a motor train unit operation plan.
Background
The high-speed railway is one of the core parts of the modern comprehensive transportation system as an important infrastructure and a great civil engineering, and is vital to the development of the economic society of China. In the daily transportation schedule, a train failure sometimes occurs. When a train fails, the failed train may not arrive at the end of the stopped train on schedule, and thus, the subsequent train may not be continued on schedule. At this time, the train operation diagram and the motor train unit operation plan need to be adjusted to ensure the passenger service level and the train operation efficiency.
In the prior art, the feasibility of the train operation diagram adjustment plan and the motor train unit operation adjustment plan is realized by compiling the train operation diagram adjustment plan, compiling the motor train unit operation adjustment plan by using the train operation diagram adjustment plan as a known input and carrying out iterative solution. However, since the train operation diagram adjustment and the motor train unit operation plan adjustment optimize and redistribute the fixed resources and the mobile resources under the interference condition, and interact and influence with each other, if the motor train unit operation adjustment plan is compiled according to the compiled train operation diagram adjustment plan, the motor train unit operation adjustment plan is not fully considered when the train operation diagram adjustment plan is compiled, and meanwhile, iterative solution reduces the understanding space, so that the optimization performance of the overall adjustment plan is limited, and the transportation efficiency and the operation benefit of the high-speed railway are influenced.
Disclosure of Invention
The embodiment of the application provides an integrated adjustment method for a train operation diagram and a motor train unit operation plan, and the transportation efficiency and the operation benefit of a high-speed railway when the operation of a train deviates from the operation plan due to interference caused by the fact that the train stops operation due to faults are improved.
In a first aspect, an embodiment of the present application provides a train operation diagram and motor train unit operation plan integrated adjustment method, including:
when the situation that the train in the road stops due to faults and the train operation is interfered to deviate from an operation plan is detected, determining at least one constraint model corresponding to any basic data according to the basic data in the current high-speed railway;
according to constraint conditions for constraining the train operation diagram adjustment plan and the motor train unit application adjustment plan in each constraint model, adjusting each basic data in parallel to obtain each target data so that each target data meets the constraint conditions of the corresponding constraint models;
according to the target data, adjusting the train operation diagram and the motor train unit operation plan of the current high-speed railway;
the constraint models comprise a train connection constraint model for train connection constraint, a motor train unit application constraint model for motor train unit application constraint, a fault train occupation line capacity constraint model for determining line occupation information of the on-the-way fault train, a space-time network flow constraint model for space-time network flow constraint, a train operation time-division constraint model for train operation time-division constraint, a train operation sequence and interval time-division constraint model for train operation sequence constraint and train operation interval time-division constraint, a station to departure line capacity constraint model for station to departure line capacity constraint, a train operation and motor train unit application coupling relation constraint model for constraint of train operation and motor train unit application coupling relation and a motor train unit shortage quantity constraint model for constraint of motor train unit quantity.
In one embodiment, the adjusting each basic data in parallel according to the constraint condition for constraining the train operation diagram adjustment plan and the motor train unit operation adjustment plan in each constraint model to obtain each target data includes:
inputting the planned ending time and the latest starting time of each train in each basic data and the ending node and the starting node of each train into the train connection constraint model;
according to train connection constraint model
Figure 384352DEST_PATH_IMAGE001
，
Figure 198593DEST_PATH_IMAGE002
A first constraint submodel, and
Figure 316722DEST_PATH_IMAGE003
，
Figure 306544DEST_PATH_IMAGE004
determining the connection relation of each train by the second constraint submodel;
wherein, F represents a train set,
Figure 163510DEST_PATH_IMAGE005
representing trains
Figure 419042DEST_PATH_IMAGE006
The set of arc segments that can be utilized,
Figure 527812DEST_PATH_IMAGE007
for trains f1At the final node
Figure 434457DEST_PATH_IMAGE008
The end of the schedule of (a) to the time of day,
Figure 213058DEST_PATH_IMAGE009
for trains f2At the originating node
Figure 142836DEST_PATH_IMAGE010
At the time of the planned departure of (c),
Figure 117615DEST_PATH_IMAGE011
for trains f2The maximum originating late time point of.
In one embodiment, further comprising:
inputting a planned ending moment of any motor train unit in each basic data when the motor train unit serves as the front sequence train, a latest starting moment of any rear train of the front sequence train, a minimum connecting time point of the motor train unit serving as the front sequence train and the rear sequence train, a member fixing and overload rate of the motor train unit, passenger demands of the rear sequence train, an accumulated traveling distance of the motor train unit when the motor train unit finishes running the front sequence train, a traveling distance of the rear sequence train, a primary repair traveling distance of the motor train unit, a speed grade of the motor train unit and a preset speed grade into a motor train unit application constraint model;
according to the constraint model for the motor train unit
Figure 691815DEST_PATH_IMAGE012
，
Figure 771810DEST_PATH_IMAGE013
The third constraint sub-model of (2),
Figure 985622DEST_PATH_IMAGE014
the fourth constraint sub-model of (2),
Figure 577141DEST_PATH_IMAGE015
a fifth constraint submodel, and
Figure 192799DEST_PATH_IMAGE016
determining a feasible condition that the motor train unit acts as a train;
wherein,
Figure 437835DEST_PATH_IMAGE017
the display unit shows a motor train unit,
Figure 217573DEST_PATH_IMAGE018
the actual motor train unit set is represented,
Figure 206257DEST_PATH_IMAGE019
in order to obtain the accumulated running distance,
Figure 676422DEST_PATH_IMAGE020
the distance is a distance of travel of the vehicle,
Figure 498884DEST_PATH_IMAGE021
the running distance of the motor train unit is maintained at the first stage,
Figure 687289DEST_PATH_IMAGE022
the speed grade of the motor train unit is set,
Figure 214085DEST_PATH_IMAGE023
in order to be said preset speed level,
Figure 617385DEST_PATH_IMAGE024
for the minimum contiguous time division, the time division,
Figure 791840DEST_PATH_IMAGE025
the motor train unit is a member for the motor train unit,
Figure 874065DEST_PATH_IMAGE026
the overload rate of the motor train unit is obtained,
Figure 611077DEST_PATH_IMAGE027
for the passenger carrying capacity of the motor train unit,
Figure 55834DEST_PATH_IMAGE028
in order to meet the requirements of the passengers,
Figure 79153DEST_PATH_IMAGE029
representing trains
Figure 992883DEST_PATH_IMAGE030
The subsequent train set of (2).
In one embodiment, the method further comprises:
inputting the fault occurrence time, the fault occurrence place, the fault ending time and the fault ending place of the on-road train into the fault train occupying line capacity constraint model, and according to the fault train occupying line capacity constraint model
Figure 251695DEST_PATH_IMAGE031
，
Figure 488641DEST_PATH_IMAGE032
A seventh constraint submodel, and
Figure 761490DEST_PATH_IMAGE033
the eighth restraint submodel of (2) restraining the on-road train from occupying the line capacity of the fault occurrence section within the fault duration;
wherein,
Figure 208521DEST_PATH_IMAGE034
indicating the in-transit train
Figure 225019DEST_PATH_IMAGE035
At the moment of time
Figure 582051DEST_PATH_IMAGE036
At a node
Figure 15349DEST_PATH_IMAGE037
In the event of a failure of the device,
Figure 700409DEST_PATH_IMAGE038
indicating the in-transit train
Figure 441968DEST_PATH_IMAGE035
At the moment of time
Figure 715824DEST_PATH_IMAGE039
At a node
Figure 127214DEST_PATH_IMAGE040
And ending the fault.
In one embodiment, the method further comprises:
inputting the planned arrival time and the latest arrival time of any train in each basic data to any arc section into the spatio-temporal network flow constraint model;
according to the space-time network flow constraint model
Figure 486520DEST_PATH_IMAGE041
The ninth constraint sub-model of (1),
Figure 766191DEST_PATH_IMAGE042
,
Figure 707602DEST_PATH_IMAGE043
a tenth constraint submodel, an
Figure 414527DEST_PATH_IMAGE044
The eleventh restraint submodel of (2), adjusting a time when the train reaches the arc segment;
wherein,
Figure 261129DEST_PATH_IMAGE045
indicating arrival of any of said trains f at any of said arcs
Figure 954279DEST_PATH_IMAGE046
Is detected by the target time of day (c),
Figure 140410DEST_PATH_IMAGE047
indicating arrival of any of said trains f at any of said arcs
Figure 363710DEST_PATH_IMAGE046
The time of the planning of (a) is,
Figure 245078DEST_PATH_IMAGE048
the motor train unit is acted as a 0-1 variable of the train, and if the motor train unit emu is acted as a train f, the motor train unit emu is acted as a train
Figure 194449DEST_PATH_IMAGE048
Is 1, otherwise is 0,
Figure 235086DEST_PATH_IMAGE049
for any said train f reaching the maximum late point of any said arc segment (i, j),
Figure 362442DEST_PATH_IMAGE050
for any of said trains f to reach said arc
Figure 245953DEST_PATH_IMAGE046
Subsequent adjacent arc segments of
Figure 484168DEST_PATH_IMAGE051
The time of day.
In one embodiment, the method further comprises:
inputting the planned operation time division and the maximum additional operation time division of any train in each basic data on any arc section into a train operation time division constraint model;
according to the train operation time division constraint model
Figure 379311DEST_PATH_IMAGE042
,
Figure 926836DEST_PATH_IMAGE043
A twelfth constraint submodel, and
Figure 782797DEST_PATH_IMAGE052
the thirteenth restraint submodel of (1), adjusting a time division of operation of the train on the arc segment;
wherein,
Figure 73970DEST_PATH_IMAGE053
for any of said trains f in any of said arc sections
Figure 823620DEST_PATH_IMAGE046
The time division of the operation of the upper part,
Figure 355095DEST_PATH_IMAGE054
indicating passage of any one of said trains f through any one of said arc sections
Figure 891162DEST_PATH_IMAGE046
The time division of the planned operation of (1),
Figure 658130DEST_PATH_IMAGE055
represents the maximum extra operating time of any one of the trains f over any one of the arc segments (i, j).
In one embodiment, the method further comprises:
inputting the minimum interval time division of any two lines of target trains planned to pass through the same interval arc section in each basic data into the train operation sequence and interval time division constraint model;
according to the train running sequence and interval time division constraint model
Figure 340915DEST_PATH_IMAGE056
,
Figure 292559DEST_PATH_IMAGE057
The fourteenth sub-model of constraints of (2),
Figure 60795DEST_PATH_IMAGE058
,
Figure 631454DEST_PATH_IMAGE059
the fifteenth restraint submodel of (2) adjusts the running sequence and the running time of each target train passing through the same interval arc section;
wherein when
Figure 480330DEST_PATH_IMAGE060
When 1, the target train f is represented1At the target train f2Previously occupying the same said interval arc
Figure 556870DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 468195DEST_PATH_IMAGE061
(ii) a When in use
Figure 904861DEST_PATH_IMAGE062
When 0, it represents the target train f1In the eyesStandard train f2Then occupying the same said interval arc
Figure 624555DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 855685DEST_PATH_IMAGE063
；
Figure 514026DEST_PATH_IMAGE064
For the target train f1To said subsequent adjacent arc segment
Figure 239536DEST_PATH_IMAGE051
At the time of the day,
Figure 63004DEST_PATH_IMAGE065
for the target train f2To said subsequent adjacent arc segment
Figure 215768DEST_PATH_IMAGE051
At the time of (A)bIs an interstation interval arc segment set in the arc segment set A.
In one embodiment, the method further comprises:
inputting the number of arrival and departure lines of the stations in each basic data into the station arrival and departure line capability constraint model, according to the station arrival and departure line capability constraint model,
Figure 632843DEST_PATH_IMAGE066
，
Figure 942471DEST_PATH_IMAGE067
the sixteenth constraint sub-model of (1),
Figure 574440DEST_PATH_IMAGE068
，
Figure 85056DEST_PATH_IMAGE069
seventeenth aboutBundle model, and
Figure 786165DEST_PATH_IMAGE070
，
Figure 650215DEST_PATH_IMAGE071
the eighteenth restraint submodel restrains that the number of trains in the station at any moment does not exceed the number of arrival and departure lines of the station;
wherein,
Figure 323642DEST_PATH_IMAGE072
is shown in the train f2Before arriving at the station arc
Figure 67476DEST_PATH_IMAGE073
The number of trains in the train(s),
Figure 68930DEST_PATH_IMAGE074
the number of arrival lines at the station is shown,
Figure 867165DEST_PATH_IMAGE075
representing the train
Figure 722995DEST_PATH_IMAGE076
Reach the station arc section
Figure 185200DEST_PATH_IMAGE073
Whether or not on train
Figure 860901DEST_PATH_IMAGE030
Leave the station arc
Figure 722546DEST_PATH_IMAGE073
Then; when the train is running
Figure 918035DEST_PATH_IMAGE076
Arriving at the station arc (i, j) in the train
Figure 65989DEST_PATH_IMAGE030
Leave the station arc
Figure 979718DEST_PATH_IMAGE073
Then, then
Figure 379476DEST_PATH_IMAGE077
Is 1, otherwise
Figure 475476DEST_PATH_IMAGE078
Is a non-volatile organic compound (I) with a value of 0,
Figure 748326DEST_PATH_IMAGE079
is a station arc section set in the arc section set A.
In one embodiment, the method further comprises:
inputting any motor train unit serving as the minimum continuation time division of any preceding train and any following train in the basic data into a train operation and motor train unit application coupling relation model;
according to the nineteenth constraint submodel in the coupling relation model for train operation and motor train unit application
Figure 70723DEST_PATH_IMAGE080
Twentieth constraint submodel
Figure 150804DEST_PATH_IMAGE081
，
Figure 55306DEST_PATH_IMAGE082
And twenty-first constraint submodel
Figure 686007DEST_PATH_IMAGE083
，
Figure 558017DEST_PATH_IMAGE084
Adjusting train operation time and a train plan of a motor train unit;
wherein,
Figure 174943DEST_PATH_IMAGE085
the motor train unit is shown to act as a certain train at most,
Figure 448799DEST_PATH_IMAGE081
indicating that any train f needs to have a single motor train unit to act,
Figure 984822DEST_PATH_IMAGE086
representing trains
Figure 360440DEST_PATH_IMAGE076
The time of the origination of the target,
Figure 30325DEST_PATH_IMAGE087
representing trains
Figure 830790DEST_PATH_IMAGE030
The target ends up at the moment.
In one embodiment, the method further comprises:
inputting the motor train unit quantity shortage constraint model into the motor train unit quantity shortage constraint model, wherein the motor train unit quantities are allocated to each unit type of motor train unit when the adjustment in each basic data is started, the motor train unit planned quantity is allocated to each unit type of motor train unit when the adjustment is finished, and the allocation units and types of the motor train units;
according to the twenty-second constraint submodel in the constraint model for the shortage of the number of the motor train units
Figure 616344DEST_PATH_IMAGE088
，
Figure 525263DEST_PATH_IMAGE089
Adjusting a train plan of the motor train unit;
wherein,
Figure 421675DEST_PATH_IMAGE090
the number of the shortage of the motor train units with the assignment unit of d and the type of u at the end of the adjustment is shown,
Figure 613665DEST_PATH_IMAGE091
indicating the attachment unit at the end of the adjustment as
Figure 553808DEST_PATH_IMAGE092
Of the type
Figure 435176DEST_PATH_IMAGE093
The planned number of the motor train units of (1),
Figure 322230DEST_PATH_IMAGE094
indicating that the attachment unit is at the beginning of the adjustment
Figure 425184DEST_PATH_IMAGE092
Of the type
Figure 614857DEST_PATH_IMAGE093
The inventory of the motor train unit is calculated,
Figure 170472DEST_PATH_IMAGE095
indicating return to the attached unit during the adjustment
Figure 595637DEST_PATH_IMAGE092
Within the jurisdiction range, the type is
Figure 366147DEST_PATH_IMAGE093
The number of the motor train units is increased,
Figure 913672DEST_PATH_IMAGE096
indicating departure from the attached unit during the adjustment
Figure 894266DEST_PATH_IMAGE092
Within the jurisdiction range, the type is
Figure 936171DEST_PATH_IMAGE093
The number of the motor train units is U, the motor train unit type set is represented by U, and the unit set attached to the motor train units is represented by D.
The method for integrally adjusting the train operation diagram and the motor train unit operation plan provided by the embodiment of the application has the advantages that when the condition that the operation of the train deviates from the operation plan due to the disturbance caused by the failure and the stop of the train in the way is detected, through the constraint conditions for constraining the train operation diagram adjustment plan and the motor train unit application adjustment plan in each constraint model, the basic data are adjusted in parallel, the feasibility or the optimization performance of the adjustment plan is prevented from being difficultly guaranteed because the train operation diagram is adjusted firstly and then the motor train unit operation adjustment plan is compiled according to the adjusted train operation diagram, thereby utilizing each constraint model to perform integrated adjustment on the train operation diagram and the motor train unit operation plan in parallel, ensuring the feasibility and the optimization performance of the adjustment plan, improving the transportation efficiency and the operation benefit, and further, the transportation efficiency and the operation benefit when the train stops due to faults and the train operation of the current high-speed railway deviates from the operation plan due to interference are improved.
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In order to more clearly illustrate the technical solutions in the present application or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly introduced below, and it is obvious that the drawings in the following description are some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.
Fig. 1 is a schematic flow chart of an integrated adjustment method of a train operation diagram and a motor train unit operation plan provided in an embodiment of the present application.
Detailed Description
To make the purpose, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some embodiments of the present application, but not all 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 application.
Hereinafter, the train operation diagram and the motor train unit operation plan integrated adjustment method provided by the embodiment of the application will be described and explained in detail through several specific embodiments.
Referring to fig. 1, a schematic flow chart of an integrated adjustment method of a train operation diagram and a motor train unit operation plan provided by an embodiment of the present invention is applied to an electronic device, wherein the electronic device may specifically be a server or a terminal device, and is used for performing integrated adjustment of a high speed railway train operation diagram and a motor train unit operation plan when an on-road train stops due to a fault. As shown in fig. 1, the method for integrally adjusting a train operation diagram and a motor train unit operation plan provided by this embodiment includes:
step 101, when detecting that the train operation deviates from an operation plan due to the disturbance caused by the stoppage of the train in the road due to faults, determining at least one constraint model corresponding to any basic data according to the basic data in the current high-speed railway;
102, adjusting each basic data in parallel according to constraint conditions for constraining a train operation diagram adjustment plan and a motor train unit application adjustment plan in each constraint model to obtain each target data so that each target data meets the constraint conditions of the corresponding constraint models;
103, adjusting the train operation diagram and the motor train unit operation plan of the current high-speed railway according to each target data;
the constraint models comprise a train connection constraint model for train connection constraint, a motor train unit application constraint model for motor train unit application constraint, a fault train occupation line capacity constraint model for determining line occupation information of the on-the-way fault train, a space-time network flow constraint model for space-time network flow constraint, a train operation time-division constraint model for train operation time-division constraint, a train operation sequence and interval time-division constraint model for train operation sequence constraint and train operation interval time-division constraint, a station to departure line capacity constraint model for station to departure line capacity constraint, a train operation and motor train unit application coupling relation constraint model for constraint of train operation and motor train unit application coupling relation and a motor train unit shortage quantity constraint model for constraint of motor train unit quantity.
When the train on the way stops due to failure and the train operation is interfered and deviates from the operation plan, the basic data are adjusted in parallel through constraint conditions for constraining the train operation diagram adjustment plan and the motor train unit operation adjustment plan in each constraint model, the condition that the feasibility or the optimization performance of the adjustment plan is difficult to guarantee due to the fact that the train operation diagram is adjusted firstly and then the motor train unit operation adjustment plan is compiled according to the adjusted train operation diagram is avoided, and therefore the train operation diagram and the motor train unit operation plan are adjusted in parallel and integrally by using each constraint model, the feasibility of the adjustment plan is ensured, and the transportation efficiency and the operation benefit are improved.
In step 101, each basic data includes a high-speed railway line topology structure, a train planned station arrival time, a train planned operation path, a stop time division in the train planned station, a train interval operation time division standard, a train minimum interval time division standard, a first-level repair travel distance of a motor train unit, an attachment and type of the motor train unit, a passenger carrying capacity of the motor train unit, a minimum turnover time of the motor train unit, a speed grade of the motor train unit, train fault information and the like. The train fault information comprises a starting point and a terminal point of a line occupied by the train due to fault outage, and occupation starting time and occupation ending time.
Each constraint model can comprise a train connection constraint model, a motor train unit application constraint model, a fault train occupation line capacity constraint model, a space-time network flow constraint model, a train operation time division constraint model, a train operation sequence and interval time division constraint model, a station to departure line capacity constraint model, a train operation and motor train unit application coupling relation model, a motor train unit quantity shortage constraint model and an objective function model.
The constraint conditions of the train connection constraint model are as follows:
(1) the scheduled ending time of the front train is not later than the latest starting time of the rear train, namely the sum of the scheduled starting time of the rear train and the allowed maximum starting late time.
(2) The ending node of the preceding train is consistent with the starting node of the following train.
The constraint conditions of the constraint model for the motor train unit application are as follows:
(1) the plan of the preorder train which is occupied by the motor train unit is ended at the moment, and the minimum connection time division when the motor train unit is sequentially occupied by the preorder train and the postcedue train is not later than the latest starting moment of the postcedue train which is occupied by the motor train unit.
(2) And accumulating the running distance when the motor train unit finishes acting as the front train, and setting the running distance of the motor train unit acting as the rear train to be not more than the first-stage repairing running distance of the motor train unit.
(3) The speed grade of the motor train unit is consistent with the preset speed grade; e.g. train with planned train
Figure 804596DEST_PATH_IMAGE006
Motor train unit
Figure 460705DEST_PATH_IMAGE097
Are consistent.
In order to enable the subsequently adjusted motor train unit application plan to meet the passenger carrying capacity of the motor train unit and the application conditions attached to the motor train unit, the constraint conditions of the motor train unit application constraint model can further comprise:
(4) and the passenger carrying capacity corresponding to the overload rate of the motor train unit is not less than the passenger demand of the train occupied by the motor train unit.
(5) The motor train unit attachment unit is consistent with the preset attachment unit, namely the motor train units belonging to the same unit can be randomly called; e.g. train with planned train
Figure 741645DEST_PATH_IMAGE006
Motor train unit
Figure 633246DEST_PATH_IMAGE097
The attached units are consistent.
And the fault train occupation line capacity constraint model is used for constraining the fault train to occupy the line capacity of the fault occurring section within the fault duration according to the position of the fault train when the fault occurs and the position of the fault train when the fault ends. The train is considered to occupy the line capacity from the occurrence of the fault of the motor train unit to the completion of the getting-off of passengers on the train.
The constraint conditions of the space-time network flow constraint model are as follows:
(1) the train reaches the target moment of the arc section no earlier than the planned arrival moment.
(2) The target time when the train arrives at the arc section is not later than the latest arrival time determined according to the planned arrival time and the maximum allowed time.
(3) The target time when the train reaches the arc section is not later than the target time when the train reaches the next adjacent arc section.
The constraint conditions of the train operation time-division constraint model are as follows:
(1) and when the train is in the target operation time on the arc section, the target operation time is not less than the planned operation time.
(2) And the target running time of the train on the arc section is not more than the maximum running time determined according to the planned running time and the maximum allowable additional running time.
The constraint conditions of the train operation sequence and interval time division constraint model are as follows:
(1) when any train
Figure 316032DEST_PATH_IMAGE030
And
Figure 143042DEST_PATH_IMAGE076
when occupying any arc section of the same interval, the train
Figure 160546DEST_PATH_IMAGE030
In that
Figure 606570DEST_PATH_IMAGE076
Either before or after the arc segment is occupied.
(2) The running interval time of any two trains in any same interval arc section is not less than the minimum interval time.
The constraint conditions of the station arrival and departure line capability constraint model are as follows:
(1) the time when the rear train of any two trains reaches the station arc section is not less than the time when the front train reaches the station arc section.
(2) When the rear train of any two trains arrives at the station arc section, the time when the front train departs from the station arc section is not less than the time when the front train departs from the station arc section; when the rear train of any two trains reaches the station arc section, the front train does not leave the station arc section, and the time when the rear train reaches the station arc section is not more than the time when the front train leaves the station arc section.
In order to ensure that the number of trains at the station does not exceed the station capacity, the constraint conditions of the station to departure line capacity constraint model also comprise (3) at least one departure line is used when the trains arrive at the station arc section; that is, when a train arrives at a station arc, the number of trains in the station arc must not exceed the number of arrival and departure lines of the station minus one arrival and departure line for the train.
The constraint conditions of the coupling relation model for train operation and motor train unit application are as follows:
(1) for any actual motor train unit, at most, the motor train unit simultaneously acts as a certain train.
(2) For any train, a unique motor train unit needs to be assigned to act.
(3) When the motor train unit acts as any preorder train and any postorder train, the interval time between the starting time of the postorder train and the ending time of the preorder train is not less than the minimum connection time when the motor train unit acts as the preorder train and the postorder train.
The constraint conditions of the motor train unit quantity shortage constraint model are as follows:
and the number of the motor train units with the assignment unit of d and the type of u is the difference value between the target increment and the actual increment at the end of adjustment.
The constraints of the objective function model are:
the adjustment cost of the train operation diagram and the motor train unit operation plan is the minimum.
In an embodiment, the adjusting each basic data in parallel according to the constraint condition for constraining the train operation diagram adjustment plan and the motor train unit operation adjustment plan in each constraint model to obtain each target data includes:
inputting the planned ending time and the latest starting time of each train in each basic data and the ending node and the starting node of each train into the train connection constraint model;
according to train connection constraint model
Figure 65234DEST_PATH_IMAGE001
，
Figure 125462DEST_PATH_IMAGE098
A first constraint submodel, and
Figure 443311DEST_PATH_IMAGE099
，
Figure 879978DEST_PATH_IMAGE004
determining the connection relation of each train by the second constraint submodel;
wherein, F represents a train set,
Figure 464586DEST_PATH_IMAGE005
representing trains
Figure 243186DEST_PATH_IMAGE006
The set of arc segments that can be utilized,
Figure 235282DEST_PATH_IMAGE007
for trains f1At the final node
Figure 147743DEST_PATH_IMAGE008
The end of the schedule of (a) to the time of day,
Figure 456365DEST_PATH_IMAGE100
for trains f2At the originating node
Figure 858396DEST_PATH_IMAGE101
At the time of the planned departure of (c),
Figure 275471DEST_PATH_IMAGE102
for trains f2The maximum originating late time point of.
In one embodiment, the train is preceded by a preamble
Figure 539093DEST_PATH_IMAGE030
Must not be later than the end of the train
Figure 420330DEST_PATH_IMAGE076
At the latest moment of origin, i.e. the subsequent train
Figure 806312DEST_PATH_IMAGE076
The first constraint submodel is constructed by adding the constraint condition of the allowed maximum starting delay time:
Figure 445104DEST_PATH_IMAGE001
wherein,
Figure 558422DEST_PATH_IMAGE002
(ii) a Wherein, the maximum starting late time can be set according to the actual situation.
At the same time, according to the preceding order, the end node of the train
Figure 44898DEST_PATH_IMAGE008
With the starting node of the subsequent train
Figure 743994DEST_PATH_IMAGE010
And (5) constructing a second constraint submodel under the consistent constraint condition:
Figure 932398DEST_PATH_IMAGE103
wherein,
Figure 865719DEST_PATH_IMAGE004
。
after the first constraint submodel and the second constraint submodel are built, the planned ending time and the latest starting time of each train are obtained and input into the first constraint submodel, and the ending node and the starting node of each train are obtained and input into the second constraint submodel, so that the connection relation of each train is determined according to the first constraint submodel and the second constraint submodel.
In one embodiment, the method further comprises:
inputting a planned ending moment of any motor train unit in each basic data when the motor train unit serves as the front sequence train, a latest starting moment of any rear train of the front sequence train, a minimum connecting time point of the motor train unit serving as the front sequence train and the rear sequence train, a member fixing and overload rate of the motor train unit, passenger demands of the rear sequence train, an accumulated traveling distance of the motor train unit when the motor train unit finishes running the front sequence train, a traveling distance of the rear sequence train, a primary repair traveling distance of the motor train unit, a speed grade of the motor train unit and a preset speed grade into a motor train unit application constraint model;
according to the constraint model for the motor train unit
Figure 455970DEST_PATH_IMAGE104
，
Figure 42809DEST_PATH_IMAGE013
The third constraint sub-model of (2),
Figure 531559DEST_PATH_IMAGE014
the fourth constraint sub-model of (2),
Figure 189942DEST_PATH_IMAGE105
a fifth constraint submodel, and
Figure 572382DEST_PATH_IMAGE016
determining a feasible condition that the motor train unit acts as a train;
wherein,
Figure 674330DEST_PATH_IMAGE017
the display unit shows a motor train unit,
Figure 899644DEST_PATH_IMAGE018
the actual motor train unit set is represented,
Figure 768243DEST_PATH_IMAGE019
in order to obtain the accumulated running distance,
Figure 83818DEST_PATH_IMAGE106
the distance is a distance of travel of the vehicle,
Figure 408532DEST_PATH_IMAGE021
the running distance of the motor train unit is maintained at the first stage,
Figure 809557DEST_PATH_IMAGE022
the speed grade of the motor train unit is set,
Figure 481847DEST_PATH_IMAGE023
in order to be said preset speed level,
Figure 963513DEST_PATH_IMAGE024
for the minimum contiguous time division, the time division,
Figure 407264DEST_PATH_IMAGE025
the motor train unit is a member for the motor train unit,
Figure 216957DEST_PATH_IMAGE026
the overload rate of the motor train unit is obtained,
Figure 20833DEST_PATH_IMAGE027
for the passenger carrying capacity of the motor train unit,
Figure 107738DEST_PATH_IMAGE028
in order to meet the requirements of the passengers,
Figure 971658DEST_PATH_IMAGE029
representing trains
Figure 3068DEST_PATH_IMAGE030
The subsequent train set of (2).
Wherein, the running distance of the first-level repair of the motor train unit is regulated by the motor train unit operation regulation.
In one embodiment, the preorder train is operated according to EMU end of the motor train unit
Figure 158106DEST_PATH_IMAGE030
Cumulative distance traveled
Figure 552047DEST_PATH_IMAGE019
Plus a subsequent train
Figure 518691DEST_PATH_IMAGE076
Distance traveled
Figure 116026DEST_PATH_IMAGE107
Must not exceed the first-class repair running distance of EMU of the motor train unit
Figure 324022DEST_PATH_IMAGE021
Building a third constraint submodel:
Figure 57623DEST_PATH_IMAGE108
wherein,
Figure 201028DEST_PATH_IMAGE013
。
meanwhile, according to the speed grade of EMU of the motor train unit
Figure 534927DEST_PATH_IMAGE022
Train operation is required and planned
Figure 297346DEST_PATH_IMAGE006
Motor train unit
Figure 400300DEST_PATH_IMAGE097
Speed rating
Figure 449028DEST_PATH_IMAGE023
And (5) constructing a fourth constraint submodel under the consistent constraint condition:
Figure 817692DEST_PATH_IMAGE109
wherein,
Figure 570754DEST_PATH_IMAGE110
。
according to the preorder train that EMU of EMU plays
Figure 465897DEST_PATH_IMAGE030
The earliest ending time of the train, namely the planned ending time, and the EMU of the motor train unit sequentially act as a train
Figure 498575DEST_PATH_IMAGE030
And
Figure 875242DEST_PATH_IMAGE076
minimum successive time division of time
Figure 917147DEST_PATH_IMAGE024
Not greater than the following train
Figure 666798DEST_PATH_IMAGE076
Latest originating time of
Figure 385224DEST_PATH_IMAGE111
The fifth constraint submodel is constructed by adding the constraint condition of the allowed maximum starting delay time to the planned starting time:
Figure 728480DEST_PATH_IMAGE112
wherein,
Figure 823344DEST_PATH_IMAGE113
。
the EMU overload rate of the motor train unit is
Figure 693080DEST_PATH_IMAGE026
The passenger carrying capacity of the time is
Figure 333140DEST_PATH_IMAGE027
According to the EMU passenger carrying capacity of the motor train unit not less than that of the train
Figure 412960DEST_PATH_IMAGE006
Passenger demand of
Figure 796668DEST_PATH_IMAGE028
The sixth constraint submodel is constructed:
Figure 520911DEST_PATH_IMAGE114
wherein,
Figure 581139DEST_PATH_IMAGE115
。
in one embodiment, the motor train unit can further obtain an attached unit of the motor train unit by applying the constraint model, and then the attached unit is obtained according to the motor train unit
Figure 633409DEST_PATH_IMAGE017
An attached unit
Figure 759758DEST_PATH_IMAGE116
Train operation is required and planned
Figure 666403DEST_PATH_IMAGE006
Motor train unit
Figure 445003DEST_PATH_IMAGE097
An attached unit
Figure 374781DEST_PATH_IMAGE117
And (3) according with the constraint conditions, further constructing an attached constraint submodel:
Figure 349560DEST_PATH_IMAGE118
wherein,
Figure 923760DEST_PATH_IMAGE110
。
and further determining all feasible motor train units to act as trains according to the attached constraint submodels.
After the construction of each constraint submodel in the constraint model for the motor train unit application is completed, inputting the accumulated running distance of the motor train unit when the motor train unit finishes acting as a front sequence train, the running distance of a subsequent train connected with a front train and the first-stage repairing running distance of the motor train unit into a third constraint submodel; inputting the speed grade and the preset speed grade of the motor train unit into a fourth constraint sub-model; inputting the planned ending time of the preorder train acted by the motor train unit, the latest starting time of the subsequent train acted by the preorder train and the minimum connection time of the preorder train acted by the motor train unit into a fifth constraint submodel; and inputting the motor train unit staff, the overload rate and the passenger demand of the train into a sixth constraint sub-model. And determining the feasible condition of the motor train unit serving as the train according to the third constraint submodel to the sixth constraint submodel, or the third constraint submodel to the sixth constraint submodel and the attached constraint submodel.
In one embodiment, the method further comprises:
inputting the fault occurrence time, the fault occurrence place, the fault ending time and the fault ending place of the on-road train into the fault train occupying line capacity constraint model, and according to the fault train occupying line capacity constraint model
Figure 997896DEST_PATH_IMAGE119
，
Figure 211708DEST_PATH_IMAGE032
A seventh constraint submodel, and
Figure 803226DEST_PATH_IMAGE033
the eighth restraint submodel of (2) restraining the on-road train from occupying the line capacity of the fault occurrence section within the fault duration;
wherein,
Figure 418884DEST_PATH_IMAGE120
indicating the in-transit train
Figure 929500DEST_PATH_IMAGE035
At the moment of time
Figure 646921DEST_PATH_IMAGE036
At a node
Figure 766098DEST_PATH_IMAGE037
In the event of a failure of the device,
Figure 705104DEST_PATH_IMAGE038
indicating the in-transit train
Figure 465250DEST_PATH_IMAGE035
At the moment of time
Figure 591338DEST_PATH_IMAGE039
At a node
Figure 508347DEST_PATH_IMAGE040
And ending the fault.
In one embodiment, the slave train group of the on-road train stopped due to the fault is considered to be capable of occupying the line until all passengers are out of the train. If the train is on the way
Figure 583750DEST_PATH_IMAGE035
At the moment of time
Figure 701748DEST_PATH_IMAGE036
At a node
Figure 377449DEST_PATH_IMAGE037
If a fault occurs, constructSeven constraint submodels:
Figure 583302DEST_PATH_IMAGE119
wherein,
Figure 965742DEST_PATH_IMAGE032
。
if the train is on the way at the moment
Figure 316958DEST_PATH_IMAGE039
At a node
Figure 27425DEST_PATH_IMAGE040
And (5) finishing the fault, constructing an eighth constraint submodel:
Figure 155744DEST_PATH_IMAGE121
wherein,
Figure 720586DEST_PATH_IMAGE122
。
after the construction of each sub-constraint model of the fault train line occupation capacity constraint model is completed, inputting the fault occurrence time and the fault occurrence place into a seventh constraint sub-model, and inputting the fault end time and the fault end place into an eighth constraint sub-model, thereby constraining the fault train
Figure 790173DEST_PATH_IMAGE035
At the moment of time
Figure 440466DEST_PATH_IMAGE036
To time of day
Figure 378335DEST_PATH_IMAGE039
From the node
Figure 548417DEST_PATH_IMAGE037
Run to node
Figure 772593DEST_PATH_IMAGE040
The line occupation information of (1).
Regulating basic data of non-fault train, such as arrival arc section of train, by constraining the line occupation information of fault train in fault duration and other constraint models, such as constraint conditions of space-time network flow constraint model
Figure 847866DEST_PATH_IMAGE046
And the target time and the like so as to further optimize the train operation diagram and the motor train unit operation adjustment plan.
In one embodiment, the method further comprises:
inputting the planned arrival time and the latest arrival time of any train in each basic data to any arc section into the spatio-temporal network flow constraint model;
according to the space-time network flow constraint model
Figure 199213DEST_PATH_IMAGE123
The ninth constraint sub-model of (1),
Figure 676330DEST_PATH_IMAGE124
,
Figure 540250DEST_PATH_IMAGE043
a tenth constraint submodel, an
Figure 843098DEST_PATH_IMAGE044
The eleventh restraint submodel of (2), adjusting a time when the train reaches the arc segment;
wherein,
Figure 732557DEST_PATH_IMAGE045
indicating arrival of any of said trains f at any of said arcs
Figure 126498DEST_PATH_IMAGE046
Is detected by the target time of day (c),
Figure 833423DEST_PATH_IMAGE047
indicating arrival of any of said trains f at any of said arcs
Figure 430758DEST_PATH_IMAGE046
The time of the planning of (a) is,
Figure 638754DEST_PATH_IMAGE048
the motor train unit is acted as a 0-1 variable of the train, and if the motor train unit emu is acted as a train f, the motor train unit emu is acted as a train
Figure 637934DEST_PATH_IMAGE048
Is 1, otherwise is 0,
Figure 515760DEST_PATH_IMAGE049
for any said train f reaching the maximum late point of any said arc segment (i, j),
Figure 911975DEST_PATH_IMAGE050
for any of said trains f to reach said arc
Figure 346499DEST_PATH_IMAGE046
Subsequent adjacent arc segments of
Figure 387136DEST_PATH_IMAGE051
The time of day.
In one embodiment, the method is performed in advance according to the train
Figure 763759DEST_PATH_IMAGE006
To the arc segment
Figure 398003DEST_PATH_IMAGE073
Time of day of
Figure 387667DEST_PATH_IMAGE045
Not earlier than the planned arrival time
Figure 345128DEST_PATH_IMAGE047
The ninth constraint submodel is constructed:
Figure 705702DEST_PATH_IMAGE125
wherein,
Figure 14192DEST_PATH_IMAGE126
。
at the same time, according to the train in advance
Figure 711890DEST_PATH_IMAGE006
To the arc segment
Figure 602486DEST_PATH_IMAGE073
Not later than the planned arrival time
Figure 320912DEST_PATH_IMAGE047
Plus maximum allowed time of night
Figure 788802DEST_PATH_IMAGE127
The tenth constraint submodel is constructed:
Figure 634398DEST_PATH_IMAGE128
wherein,
Figure 628768DEST_PATH_IMAGE126
。
and, in advance, according to the train
Figure 190199DEST_PATH_IMAGE006
To the arc segment
Figure 958435DEST_PATH_IMAGE046
Not later than the arrival of the train at the subsequent adjacent arc segment
Figure 394008DEST_PATH_IMAGE129
The eleventh constraint submodel is constructed:
Figure 790354DEST_PATH_IMAGE130
wherein,
Figure 912900DEST_PATH_IMAGE131
。
after the sub-constraint models of the space-time network flow constraint model are built, the planned arrival time of any train to any arc section is input into a ninth constraint sub-model and a tenth constraint sub-model, and the latest arrival time is input into a tenth constraint sub-model, so that the target time of the train to the arc section is adjusted according to the ninth constraint sub-model, the tenth constraint sub-model and the eleventh constraint sub-model.
In one embodiment, if no actual motor train unit acts as a train, the time when the train reaches any arc segment is 0.
In one embodiment, the method further comprises:
inputting the planned operation time division and the maximum additional operation time division of any train in each basic data on any arc section into a train operation time division constraint model;
according to the train operation time division constraint model
Figure 89803DEST_PATH_IMAGE132
,
Figure 464153DEST_PATH_IMAGE043
A twelfth constraint submodel, and
Figure 121530DEST_PATH_IMAGE133
,
Figure 414977DEST_PATH_IMAGE043
the thirteenth constraint submodel of (2), adjusting the operation time division of the train on the arc section;
wherein,
Figure 79177DEST_PATH_IMAGE134
for any of said trains f in any of said arc sections
Figure 804687DEST_PATH_IMAGE046
The time division of the operation of the upper part,
Figure 628156DEST_PATH_IMAGE054
indicating passage of any one of said trains f through any one of said arc sections
Figure 780919DEST_PATH_IMAGE046
The time division of the planned operation of (1),
Figure 660976DEST_PATH_IMAGE055
represents the maximum extra operating time of any one of the trains f over any one of the arc segments (i, j).
In one embodiment, the train is in a time-division constraint model according to train operation in advance
Figure 501762DEST_PATH_IMAGE006
In the arc segment
Figure 868153DEST_PATH_IMAGE046
Time division of up run
Figure 378769DEST_PATH_IMAGE134
Must not be less than the planned operation time
Figure 345456DEST_PATH_IMAGE054
The twelfth constraint submodel is constructed:
Figure 475086DEST_PATH_IMAGE135
wherein,
Figure 617355DEST_PATH_IMAGE131
。
meanwhile, according to the train operation time division constraint model, the train
Figure 626768DEST_PATH_IMAGE006
In the arc segment
Figure 628222DEST_PATH_IMAGE046
Time division of up run
Figure 482914DEST_PATH_IMAGE134
Must not be greater than the planned operation time
Figure 10848DEST_PATH_IMAGE054
Plus maximum extra run time division allowed
Figure 738632DEST_PATH_IMAGE055
The thirteenth constraint submodel is constructed:
Figure 154613DEST_PATH_IMAGE136
wherein,
Figure 16259DEST_PATH_IMAGE137
。
in one embodiment, after the construction of the twelfth constraint submodel and the thirteenth constraint submodel is completed, the twelfth constraint submodel and the thirteenth constraint submodel are input when any train is planned to run on any arc segment, the maximum extra running time of any train on any arc segment is input into the thirteenth constraint submodel, and the running time of the train on the arc segment is adjusted.
Wherein, the train
Figure 8486DEST_PATH_IMAGE006
In the arc segment
Figure 94122DEST_PATH_IMAGE046
Time division of up run
Figure 929223DEST_PATH_IMAGE134
=
Figure 204347DEST_PATH_IMAGE138
；
Figure 175714DEST_PATH_IMAGE131
。
In one embodiment, the method further comprises:
inputting the minimum interval time division of any two lines of target trains planned to pass through the same interval arc section in each basic data into the train operation sequence and interval time division constraint model;
according to the train running sequence and interval time division constraint model
Figure 697831DEST_PATH_IMAGE056
,
Figure 895594DEST_PATH_IMAGE139
The fourteenth sub-model of constraints of (2),
Figure 161359DEST_PATH_IMAGE058
,
Figure 518391DEST_PATH_IMAGE140
the fifteenth restraint submodel of (2) adjusts the running sequence and the running time of each target train passing through the same interval arc section;
wherein when
Figure 696563DEST_PATH_IMAGE141
When 1, the target train f is represented1At the target train f2Previously occupying the same said arc segment
Figure 914047DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 390028DEST_PATH_IMAGE142
(ii) a When in use
Figure 414615DEST_PATH_IMAGE141
When 0, it represents the target train f1At the target train f2Then occupySame arc segment
Figure 75273DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 185311DEST_PATH_IMAGE143
；
Figure 730562DEST_PATH_IMAGE144
For the target train f1To said subsequent adjacent arc segment
Figure 858924DEST_PATH_IMAGE051
At the time of the day,
Figure 706794DEST_PATH_IMAGE145
for the target train f2To said subsequent adjacent arc segment
Figure 553396DEST_PATH_IMAGE051
At the time of (A)bIs an interstation interval arc segment set in the arc segment set A.
In one embodiment, the arc segments comprise interval arc segments. Any train in the time division constraint model is previously restrained according to the train running sequence and the interval
Figure 636759DEST_PATH_IMAGE030
And
Figure 432676DEST_PATH_IMAGE076
occupying any arc segment of the same interval
Figure 903978DEST_PATH_IMAGE073
In the meantime, the train
Figure 723029DEST_PATH_IMAGE030
In that
Figure 350363DEST_PATH_IMAGE076
And constructing a fourteenth constraint submodel by using the constraint conditions of the arc segment before or after:
Figure 718896DEST_PATH_IMAGE056
wherein,
Figure 642990DEST_PATH_IMAGE146
indicates if the train is running
Figure 401867DEST_PATH_IMAGE030
And
Figure 889349DEST_PATH_IMAGE076
all occupy interval arc segment
Figure 659859DEST_PATH_IMAGE046
Then, then
Figure 207384DEST_PATH_IMAGE141
And
Figure 187979DEST_PATH_IMAGE147
only 1 of the trains takes the value of 1
Figure 26622DEST_PATH_IMAGE030
On-train
Figure 104168DEST_PATH_IMAGE076
Front or rear occupied zone arc
Figure 494698DEST_PATH_IMAGE046
。
Figure 837955DEST_PATH_IMAGE141
Representing trains
Figure 661380DEST_PATH_IMAGE030
Whether or not on train
Figure 531116DEST_PATH_IMAGE076
Front occupied arc segment
Figure 967913DEST_PATH_IMAGE046
. When in use
Figure 985417DEST_PATH_IMAGE148
When it is, then
Figure 556075DEST_PATH_IMAGE149
(ii) a If not, then,
Figure 358946DEST_PATH_IMAGE150
。
meanwhile, any train in the time division constraint model is pre-determined according to the train running sequence and the interval
Figure 215913DEST_PATH_IMAGE030
And
Figure 392816DEST_PATH_IMAGE076
occupying any arc segment of the same interval
Figure 580215DEST_PATH_IMAGE073
The running interval time is not less than the constraint condition of the minimum interval time, and a fifteenth constraint submodel is constructed:
Figure 549177DEST_PATH_IMAGE058
wherein,
Figure 452411DEST_PATH_IMAGE146
to indicate when the train is running
Figure 929660DEST_PATH_IMAGE030
On-train
Figure 972614DEST_PATH_IMAGE076
Arc segment of pre-occupied interval
Figure 405869DEST_PATH_IMAGE046
Then train
Figure 558633DEST_PATH_IMAGE076
And the train
Figure 100342DEST_PATH_IMAGE030
Arc segment of arrival interval
Figure 285336DEST_PATH_IMAGE046
And adjacent arc segments
Figure 917305DEST_PATH_IMAGE151
Is not less than the minimum interval time
Figure 552555DEST_PATH_IMAGE142
On the contrary, the train
Figure 4396DEST_PATH_IMAGE030
And the train
Figure 258660DEST_PATH_IMAGE076
Arc segment of arrival interval
Figure 791141DEST_PATH_IMAGE046
And adjacent arc segments
Figure 285707DEST_PATH_IMAGE151
Is not less than the minimum interval time
Figure 411795DEST_PATH_IMAGE143
. Wherein, the adjacent arc section is the next arc section adjacent to the interval arc section in the advancing direction of the train.
Linearizing the fifteenth constraint submodel to solve the model, specifically:
Figure 549645DEST_PATH_IMAGE152
；
Figure 952944DEST_PATH_IMAGE153
；
Figure 539784DEST_PATH_IMAGE154
；
Figure 215484DEST_PATH_IMAGE155
。
wherein,
Figure 952496DEST_PATH_IMAGE156
representing the total time of day of operation.
In an embodiment, after the fourteenth constraint submodel and the fifteenth constraint submodel are constructed, the minimum interval time of any two target trains planned to pass through the same interval arc section is input into the fifteenth constraint submodel in a time division manner, so that the running time and the running sequence of each target train passing through the same interval arc section in each train are adjusted according to the running sequence constraint of the fourteenth constraint submodel and the constraint of the minimum interval time division of the fifteenth constraint submodel.
In one embodiment, the method further comprises:
inputting the number of arrival and departure lines of the stations in each basic data into the station arrival and departure line capability constraint model, according to the station arrival and departure line capability constraint model,
Figure 69357DEST_PATH_IMAGE157
，
Figure 154993DEST_PATH_IMAGE067
the sixteenth constraint sub-model of (1),
Figure 131040DEST_PATH_IMAGE158
，
Figure 593114DEST_PATH_IMAGE069
a seventeenth constraint submodel, and
Figure 564481DEST_PATH_IMAGE159
，
Figure 899647DEST_PATH_IMAGE071
the eighteenth restraint submodel restrains that the number of trains in the station at any moment does not exceed the number of arrival and departure lines of the station;
wherein,
Figure 284361DEST_PATH_IMAGE160
is shown in the train f2Before arriving at the station arc
Figure 493669DEST_PATH_IMAGE073
The number of trains in the train(s),
Figure 194909DEST_PATH_IMAGE074
the number of arrival lines at the station is shown,
Figure 887927DEST_PATH_IMAGE161
representing the train
Figure 697620DEST_PATH_IMAGE076
Reach the station arc section
Figure 252229DEST_PATH_IMAGE073
Whether or not on train
Figure 322822DEST_PATH_IMAGE030
Leave the station arc
Figure 124425DEST_PATH_IMAGE073
Then; when the train is running
Figure 234464DEST_PATH_IMAGE076
Arriving at the station arc (i, j) in the train
Figure 904348DEST_PATH_IMAGE030
Leave the station arc
Figure 704814DEST_PATH_IMAGE073
Then, then
Figure 287105DEST_PATH_IMAGE161
Is 1, otherwise
Figure 133707DEST_PATH_IMAGE161
Is a non-volatile organic compound (I) with a value of 0,
Figure 211210DEST_PATH_IMAGE079
is a station arc section set in the arc section set A.
In one embodiment, the arc includes a station arc. When the train is running
Figure 210390DEST_PATH_IMAGE030
On-train
Figure 212850DEST_PATH_IMAGE076
Front occupied station arc
Figure 297481DEST_PATH_IMAGE046
Then train
Figure 184534DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 84226DEST_PATH_IMAGE046
Not less than the train
Figure 211582DEST_PATH_IMAGE030
Arc section for arriving at station
Figure 704880DEST_PATH_IMAGE046
When the train is on, otherwise
Figure 192362DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 228451DEST_PATH_IMAGE046
Is not more than the train
Figure 448080DEST_PATH_IMAGE030
Arc section for arriving at station
Figure 490991DEST_PATH_IMAGE046
The time of day. According to the constraint condition, constructing a sixteenth constraint submodel:
Figure 595214DEST_PATH_IMAGE162
wherein,
Figure 350723DEST_PATH_IMAGE163
。
at the same time, when the train is running
Figure 69149DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 412406DEST_PATH_IMAGE046
In the meantime, the train
Figure 241691DEST_PATH_IMAGE030
Has left the station arc
Figure 111427DEST_PATH_IMAGE046
Then train
Figure 751486DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 831307DEST_PATH_IMAGE046
Not less than the train
Figure 136386DEST_PATH_IMAGE030
Arc section of leaving station
Figure 673678DEST_PATH_IMAGE046
At the moment of time, i.e. train
Figure 796224DEST_PATH_IMAGE030
Arc section for arriving at station
Figure 51755DEST_PATH_IMAGE151
The time of day. Otherwise, the train
Figure 426105DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 881487DEST_PATH_IMAGE046
Is not more than the train
Figure 863349DEST_PATH_IMAGE030
Arc section of leaving station
Figure 793128DEST_PATH_IMAGE046
The time of day. According to the constraint condition, a seventeenth constraint submodel is constructed:
Figure 767906DEST_PATH_IMAGE164
wherein,
Figure 76528DEST_PATH_IMAGE165
。
meanwhile, according to the constraint condition that when the train arrives at the station, at least one arrival and departure line is used by the train, any train can be subjected to
Figure 416242DEST_PATH_IMAGE076
Before it arrives at the station arc
Figure 692371DEST_PATH_IMAGE046
Number of trains, use
Figure 955994DEST_PATH_IMAGE166
Represents; at the arc of its arrival at the station
Figure 509335DEST_PATH_IMAGE046
Arc section of front departure station
Figure 347847DEST_PATH_IMAGE073
Number of trains, use
Figure 862005DEST_PATH_IMAGE167
And (4) showing. Then, in the train
Figure 178585DEST_PATH_IMAGE076
Arc section for arriving at station
Figure 857871DEST_PATH_IMAGE073
The number of trains in the station is the difference between the two, and the number of trains in the station is not more than the number of arrival and departure lines of the station
Figure 352438DEST_PATH_IMAGE074
Subtractive train
Figure 603159DEST_PATH_IMAGE076
One hair line is used. An eighteenth constraint submodel may thus be constructed:
Figure 474164DEST_PATH_IMAGE168
wherein,
Figure 2097DEST_PATH_IMAGE071
。
linearizing the sixteenth constraint submodel and the seventeenth constraint submodel to solve the model, specifically:
Figure 916832DEST_PATH_IMAGE169
；
Figure 140003DEST_PATH_IMAGE170
；
Figure 736069DEST_PATH_IMAGE171
；
Figure 180826DEST_PATH_IMAGE172
。
and after the sixteenth constraint submodel, the seventeenth constraint submodel and the eighteenth constraint submodel are constructed, inputting the number of arrival and departure lines of the station into the eighteenth constraint submodel, and adjusting the arrival and departure time and the running sequence of the target train in the station arc section according to the station arrival and departure line capability constraints of the sixteenth constraint submodel, the seventeenth constraint submodel and the eighteenth constraint submodel.
In one embodiment, the method further comprises:
inputting any motor train unit serving as the minimum continuation time division of any preceding train and any following train in the basic data into a train operation and motor train unit application coupling relation model;
according to the nineteenth constraint submodel in the coupling relation model for train operation and motor train unit application
Figure 345091DEST_PATH_IMAGE173
Twentieth constraint submodel
Figure 508088DEST_PATH_IMAGE081
，
Figure 376687DEST_PATH_IMAGE082
And twenty-first constraint submodel
Figure 754579DEST_PATH_IMAGE174
，
Figure 5257DEST_PATH_IMAGE175
Adjusting train operation time and a train plan of a motor train unit;
wherein,
Figure 593233DEST_PATH_IMAGE085
the motor train unit is shown to act as a certain train at most,
Figure 344152DEST_PATH_IMAGE081
indicating that any train f needs to have a single motor train unit to act,
Figure 825818DEST_PATH_IMAGE086
representing trains
Figure 269568DEST_PATH_IMAGE076
The time of the origination of the target,
Figure 79261DEST_PATH_IMAGE176
representing trains
Figure 883138DEST_PATH_IMAGE030
The target ends up at the moment.
In an embodiment, a nineteenth constraint sub-model can be constructed in advance according to a constraint condition that any actual motor train unit emu is used as a certain train at most in a coupling relation model between train operation and motor train unit application:
Figure 970043DEST_PATH_IMAGE177
wherein,
Figure 833963DEST_PATH_IMAGE178
。
meanwhile, a twentieth constraint submodel is constructed in advance according to constraint conditions that the only motor train unit must be assigned to act on any train f in a coupling relation model for train operation and motor train unit application:
Figure 130952DEST_PATH_IMAGE179
wherein,
Figure 223673DEST_PATH_IMAGE082
。
and, according to the current motor train unit in advance
Figure 679931DEST_PATH_IMAGE017
Train as a continuation
Figure 465484DEST_PATH_IMAGE030
And
Figure 255629DEST_PATH_IMAGE076
time and subsequent train
Figure 401308DEST_PATH_IMAGE076
Time of origin
Figure 197226DEST_PATH_IMAGE086
And a preamble train
Figure 75052DEST_PATH_IMAGE030
End time
Figure 408950DEST_PATH_IMAGE176
The interval time is not less than that of the motor train unit
Figure 171370DEST_PATH_IMAGE017
Connecting train
Figure 946428DEST_PATH_IMAGE030
And
Figure 57472DEST_PATH_IMAGE076
the constraint condition of the minimum continuous time division is used for constructing a twenty-first constraint submodel:
Figure 691716DEST_PATH_IMAGE180
，
wherein,
Figure 179198DEST_PATH_IMAGE084
. When motor train unit
Figure 339921DEST_PATH_IMAGE017
Acting as a train
Figure 372599DEST_PATH_IMAGE030
Or
Figure 495405DEST_PATH_IMAGE076
In the meantime, the train
Figure 724261DEST_PATH_IMAGE076
Time of origin
Figure 286961DEST_PATH_IMAGE086
And the train
Figure 67704DEST_PATH_IMAGE030
End time
Figure 270015DEST_PATH_IMAGE176
Is not time-limited, i.e. if
Figure 115611DEST_PATH_IMAGE181
Then, then
Figure 844402DEST_PATH_IMAGE182
The size is not constrained.
Linearizing the twenty-first constraint submodel to solve the model, specifically:
Figure 671412DEST_PATH_IMAGE183
。
in one embodiment, after the nineteenth constraint submodel, the twentieth constraint submodel and the twenty-first constraint submodel of the coupling relation model for train operation and motor train unit application are built, any motor train unit is used as the minimum continuous time division input twenty-first constraint submodel of any preceding train and any following train, and the train operation time and the motor train unit serving as a train plan are adjusted according to the nineteenth constraint submodel, the twentieth constraint submodel and the twenty-first constraint submodel.
In one embodiment, the method further comprises:
inputting the motor train unit quantity shortage constraint model into the motor train unit quantity shortage constraint model, wherein the motor train unit quantities are allocated to each unit type of motor train unit when the adjustment in each basic data is started, the motor train unit planned quantity is allocated to each unit type of motor train unit when the adjustment is finished, and the allocation units and types of the motor train units;
according to the twenty-second constraint submodel in the constraint model for the shortage of the number of the motor train units
Figure 439648DEST_PATH_IMAGE184
，
Figure 134940DEST_PATH_IMAGE089
Adjusting a train plan of the motor train unit;
wherein,
Figure 593604DEST_PATH_IMAGE090
the number of the shortage of the motor train units with the assignment unit of d and the type of u at the end of the adjustment is shown,
Figure 404565DEST_PATH_IMAGE091
indicating the attachment unit at the end of the adjustment as
Figure 977541DEST_PATH_IMAGE092
Of the type
Figure 899360DEST_PATH_IMAGE093
The planned number of the motor train units of (1),
Figure 743688DEST_PATH_IMAGE094
indicating that the attachment unit is at the beginning of the adjustment
Figure 974818DEST_PATH_IMAGE092
Of the type
Figure 514384DEST_PATH_IMAGE093
The inventory of the motor train unit is calculated,
Figure 426845DEST_PATH_IMAGE185
indicating return to the attached unit during the adjustment
Figure 187997DEST_PATH_IMAGE092
Within the jurisdiction range, the type is
Figure 403077DEST_PATH_IMAGE093
The number of the motor train units is increased,
Figure 616890DEST_PATH_IMAGE186
indicating departure from the attached unit during the adjustment
Figure 67463DEST_PATH_IMAGE092
Within the jurisdiction range, the type is
Figure 230591DEST_PATH_IMAGE093
The number of the motor train units is U, the motor train unit type set is represented by U, and the unit set attached to the motor train units is represented by D.
In one embodiment, the motor train unit shortage number is adjusted according to the difference between the planned increment and the actual increment at the end of adjustment in advance according to the motor train unit shortage number constraint model with the attachment unit of d and the type of u
Figure 741207DEST_PATH_IMAGE187
。
Illustratively, back to the attached unit
Figure 702035DEST_PATH_IMAGE092
Within the jurisdiction range, the type is
Figure 831665DEST_PATH_IMAGE093
The number of the motor train units is the number of the first motor train units
Figure 301830DEST_PATH_IMAGE188
From the attaching unit
Figure 248926DEST_PATH_IMAGE092
Jurisdiction range of jurisdiction, type is
Figure 188063DEST_PATH_IMAGE093
The number of the motor train units is the number of the second motor train unit
Figure 370652DEST_PATH_IMAGE189
. The difference between the two is the adjustment process, and the attachment unit is
Figure 446055DEST_PATH_IMAGE092
Of the type
Figure 298473DEST_PATH_IMAGE093
Actual increment of the motor train unit. And the difference value of the target increment and the actual increment of the motor train unit is the motor train unit shortage number.
In one embodiment, the adjustment cost can be optimized according to an adjustment cost function in the objective function model, so that the cost for adjusting the train operation diagram and the operation plan of the motor train unit is the minimum.
The adjustment cost function may be composed of the following four components:
(1) late train fare
Considering the end to the late point of the train which is not stopped, the motor train unit
Figure 36491DEST_PATH_IMAGE190
Train charge of late train fee
Figure 445607DEST_PATH_IMAGE191
。
Wherein F represents a train set, F is any train in the train set,
Figure 562468DEST_PATH_IMAGE005
representing a set of arc segments available to the train f; dfThe train f is terminated to a node;
Figure 976000DEST_PATH_IMAGE192
the unit cost of the train f at the night is the cost of one minute per night of the train f;
Figure 624150DEST_PATH_IMAGE193
the target of the train f adjusted by each constraint model is endedAt the moment of time, the time of day,
Figure 29767DEST_PATH_IMAGE194
the planned ending moment of the train f;
Figure 594609DEST_PATH_IMAGE018
the method comprises the following steps of (1) collecting actual motor train units;
Figure 398617DEST_PATH_IMAGE017
any motor train unit in the motor train unit set; EF serves as a train set for the motor train unit and uses
Figure 986594DEST_PATH_IMAGE195
The indexing is carried out so that the index,
Figure 986779DEST_PATH_IMAGE196
；
Figure 219178DEST_PATH_IMAGE048
acting as a train 0-1 variable for a motor train unit, if the motor train unit
Figure 646617DEST_PATH_IMAGE017
And the train f is taken as the train, the value is 1, and otherwise, the value is 0.
(2) Cost of train shutdown
Setting virtual motor train unit
Figure 721889DEST_PATH_IMAGE197
If the virtual motor train unit can act as any train which does not start from the starting station, the train acted by the virtual motor train unit is considered as a stop train, and the stop cost of the train is
Figure 729028DEST_PATH_IMAGE198
。
Wherein,
Figure 550354DEST_PATH_IMAGE199
a virtual motor train unit set is obtained;
Figure 414273DEST_PATH_IMAGE200
the cost of stopping the train f.
(3) The motor train unit charges for train
In order to improve the operating efficiency of the motor train unit, the cost is considered to be related to the idling or insufficient passenger carrying capacity and the running distance of the train in a direct proportion. The unit cost of the idle or insufficient distance of the passenger carrying capacity of the motor train unit is assumed to be
Figure 728841DEST_PATH_IMAGE201
That is, the EMU of the motor train unit is charged for one kilometer every time the EMU of the motor train unit is idle or is short of one seat
Figure 618299DEST_PATH_IMAGE202
Figure 12240DEST_PATH_IMAGE203
. The charge for the motor train unit to act on the train can be represented as
Figure 719165DEST_PATH_IMAGE204
。
Wherein,
Figure 113237DEST_PATH_IMAGE025
the passenger carrying capacity, namely seat number, of the EMU of the motor train unit;
Figure 258917DEST_PATH_IMAGE028
passenger demand for train f;
Figure 445048DEST_PATH_IMAGE205
the running distance of the train f;
Figure 198240DEST_PATH_IMAGE206
and charging the motor train unit emu with the train f.
(4) Number shortage cost of motor train unit
When the motor train unit is changed in the way of traffic, the motor train unit can not arrive at the attached unit according to the plan, the number of the motor train units in the attached unit is short, and the starting of the subsequent trains is influenced. At the moment, the number of motor train unitsThe shortage charge can be expressed as
Figure 797717DEST_PATH_IMAGE207
。
Wherein D is an attached unit set of the motor train unit;
Figure 153612DEST_PATH_IMAGE208
the method comprises the following steps of (1) collecting types of the motor train unit;
Figure 7299DEST_PATH_IMAGE209
the number of the motor train units with the types u is short of unit cost, namely when the adjustment is finished, the number of the motor train units with the types u is short of one cost when the number of the motor train units with the types u is compared with the planned number;
Figure 446239DEST_PATH_IMAGE090
and when the adjustment is finished, the motor train unit is assigned with the unit d, and the motor train unit with the type u is in shortage.
In one embodiment, after the target data are obtained, mixed integer linear programming can be adopted for solving, so that the adjusted train operation diagram and the motor train unit operation plan are paved according to the obtained optimal solution.
Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present application, and not to limit the same; although the present application has been described in detail with reference to the foregoing embodiments, it should be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions in the embodiments of the present application.

Claims (10)

1. An integrated adjustment method for a train operation diagram and a motor train unit operation plan is characterized by comprising the following steps:
when the situation that the train in the road stops due to faults and the train operation is interfered to deviate from an operation plan is detected, determining at least one constraint model corresponding to any basic data according to the basic data in the current high-speed railway;
according to constraint conditions for constraining the train operation diagram adjustment plan and the motor train unit application adjustment plan in each constraint model, adjusting each basic data in parallel to obtain each target data so that each target data meets the constraint conditions of the corresponding constraint models;
according to the target data, adjusting the train operation diagram and the motor train unit operation plan of the current high-speed railway;
the constraint models comprise a train connection constraint model for train connection constraint, a motor train unit application constraint model for motor train unit application constraint, a fault train occupation line capacity constraint model for determining line occupation information of the on-the-way fault train, a space-time network flow constraint model for space-time network flow constraint, a train operation time-division constraint model for train operation time-division constraint, a train operation sequence and interval time-division constraint model for train operation sequence constraint and train operation interval time-division constraint, a station to departure line capacity constraint model for station to departure line capacity constraint, a train operation and motor train unit application coupling relation constraint model for constraint of train operation and motor train unit application coupling relation and a motor train unit shortage quantity constraint model for constraint of motor train unit quantity.
2. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 1, wherein the step of adjusting each basic data in parallel according to the constraint condition for constraining the train operation diagram adjustment plan and the motor train unit operation adjustment plan in each constraint model to obtain each target data comprises the following steps:
inputting the planned ending time and the latest starting time of each train in each basic data and the ending node and the starting node of each train into the train connection constraint model;
according to train connection constraint model
Figure 922921DEST_PATH_IMAGE001
，
Figure 207140DEST_PATH_IMAGE002
A first constraint submodel, and
Figure 108144DEST_PATH_IMAGE003
，
Figure 203138DEST_PATH_IMAGE004
determining the connection relation of each train by the second constraint submodel;
wherein, F represents a train set,
Figure 511629DEST_PATH_IMAGE005
representing trains
Figure 474906DEST_PATH_IMAGE006
The set of arc segments that can be utilized,
Figure 303184DEST_PATH_IMAGE007
for trains f1At the final node
Figure 818348DEST_PATH_IMAGE008
The end of the schedule of (a) to the time of day,
Figure 286239DEST_PATH_IMAGE009
for trains f2At the originating node
Figure 131835DEST_PATH_IMAGE010
At the time of the planned departure of (c),
Figure 126205DEST_PATH_IMAGE011
for trains f2The maximum originating late time point of.
3. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 2, further comprising:
inputting a planned ending moment of any motor train unit in each basic data when the motor train unit serves as the front sequence train, a latest starting moment of any rear train of the front sequence train, a minimum connecting time point of the motor train unit serving as the front sequence train and the rear sequence train, a member fixing and overload rate of the motor train unit, passenger demands of the rear sequence train, an accumulated traveling distance of the motor train unit when the motor train unit finishes running the front sequence train, a traveling distance of the rear sequence train, a primary repair traveling distance of the motor train unit, a speed grade of the motor train unit and a preset speed grade into a motor train unit application constraint model;
according to the constraint model for the motor train unit
Figure 766265DEST_PATH_IMAGE012
，
Figure 721451DEST_PATH_IMAGE013
The third constraint sub-model of (2),
Figure 885585DEST_PATH_IMAGE014
the fourth constraint sub-model of (2),
Figure 688456DEST_PATH_IMAGE015
a fifth constraint submodel, and
Figure 703946DEST_PATH_IMAGE016
determining a feasible condition that the motor train unit acts as a train;
wherein,
Figure 208746DEST_PATH_IMAGE017
the display unit shows a motor train unit,
Figure 192882DEST_PATH_IMAGE018
the actual motor train unit set is represented,
Figure 99527DEST_PATH_IMAGE019
in order to obtain the accumulated running distance,
Figure 268340DEST_PATH_IMAGE020
the distance is a distance of travel of the vehicle,
Figure 807906DEST_PATH_IMAGE021
the running distance of the motor train unit is maintained at the first stage,
Figure 782684DEST_PATH_IMAGE022
the speed grade of the motor train unit is set,
Figure 481519DEST_PATH_IMAGE023
in order to be said preset speed level,
Figure 431020DEST_PATH_IMAGE024
for the minimum contiguous time division, the time division,
Figure 644833DEST_PATH_IMAGE025
the motor train unit is a member for the motor train unit,
Figure 360985DEST_PATH_IMAGE026
the overload rate of the motor train unit is obtained,
Figure 727375DEST_PATH_IMAGE027
for the passenger carrying capacity of the motor train unit,
Figure 102905DEST_PATH_IMAGE028
in order to meet the requirements of the passengers,
Figure 7276DEST_PATH_IMAGE029
representing trains
Figure 74589DEST_PATH_IMAGE030
The subsequent train set of (2).
4. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 3, further comprising:
inputting the fault occurrence time, the fault occurrence place, the fault ending time and the fault ending place of the on-road train into the fault train occupying line capacity constraint model, and according to the fault train occupying line capacity constraint model
Figure 607070DEST_PATH_IMAGE031
，
Figure 367216DEST_PATH_IMAGE032
A seventh constraint submodel, and
Figure 493304DEST_PATH_IMAGE033
the eighth restraint submodel of (2) restraining the on-road train from occupying the line capacity of the fault occurrence section within the fault duration;
wherein,
Figure 347996DEST_PATH_IMAGE034
indicating the in-transit train
Figure 751296DEST_PATH_IMAGE035
At the moment of time
Figure 603714DEST_PATH_IMAGE036
At a node
Figure 13836DEST_PATH_IMAGE037
In the event of a failure of the device,
Figure 750848DEST_PATH_IMAGE038
indicating the in-transit train
Figure 195604DEST_PATH_IMAGE035
At the moment of time
Figure 947485DEST_PATH_IMAGE039
At a node
Figure 923532DEST_PATH_IMAGE040
And ending the fault.
5. The train operation diagram and motor train unit operation plan integrated adjustment method according to claim 4, further comprising:
inputting the planned arrival time and the latest arrival time of any train in each basic data to any arc section into the spatio-temporal network flow constraint model;
according to the space-time network flow constraint model
Figure 385606DEST_PATH_IMAGE041
The ninth constraint sub-model of (1),
Figure 356973DEST_PATH_IMAGE042
,
Figure 692139DEST_PATH_IMAGE043
a tenth constraint submodel, an
Figure 748957DEST_PATH_IMAGE044
The eleventh restraint submodel of (2), adjusting a time when the train reaches the arc segment;
wherein,
Figure 14722DEST_PATH_IMAGE045
indicating arrival of any of said trains f at any of said arcs
Figure 247120DEST_PATH_IMAGE046
Is detected by the target time of day (c),
Figure 346663DEST_PATH_IMAGE047
indicating arrival of any of said trains f at any of said arcs
Figure 484253DEST_PATH_IMAGE046
The time of the planning of (a) is,
Figure 101179DEST_PATH_IMAGE048
the motor train unit is acted as a 0-1 variable of the train, and if the motor train unit emu is acted as a train f, the motor train unit emu is acted as a train
Figure 375034DEST_PATH_IMAGE048
Is 1, otherwise is 0,
Figure 916917DEST_PATH_IMAGE049
for any said train f reaching the maximum late point of any said arc segment (i, j),
Figure 26955DEST_PATH_IMAGE050
for any of said trains f to reach said arc
Figure 431261DEST_PATH_IMAGE046
Subsequent adjacent arc segments of
Figure 497306DEST_PATH_IMAGE051
The time of day.
6. The train operation diagram and motor train unit operation plan integrated adjustment method according to claim 5, further comprising:
inputting the planned operation time division and the maximum additional operation time division of any train in each basic data on any arc section into a train operation time division constraint model;
according to the train operation time division constraint model
Figure 282859DEST_PATH_IMAGE052
,
Figure 191778DEST_PATH_IMAGE043
A twelfth constraint submodel, and
Figure 88190DEST_PATH_IMAGE053
,
Figure 8742DEST_PATH_IMAGE043
the thirteenth constraint submodel of (2), adjusting the operation time division of the train on the arc section;
wherein,
Figure 276781DEST_PATH_IMAGE054
for any of said trains f in any of said arc sections
Figure 95832DEST_PATH_IMAGE046
The time division of the operation of the upper part,
Figure 982886DEST_PATH_IMAGE055
indicating passage of any one of said trains f through any one of said arc sections
Figure 882577DEST_PATH_IMAGE046
The time division of the planned operation of (1),
Figure 9933DEST_PATH_IMAGE056
represents the maximum extra operating time of any one of the trains f over any one of the arc segments (i, j).
7. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 6, further comprising:
inputting the minimum interval time division of any two lines of target trains planned to pass through the same interval arc section in each basic data into the train operation sequence and interval time division constraint model;
according to the train running sequence and intervalIn a time-spaced constraint model
Figure 786389DEST_PATH_IMAGE057
,
Figure 273871DEST_PATH_IMAGE058
The fourteenth sub-model of constraints of (2),
Figure 44381DEST_PATH_IMAGE059
,
Figure 591906DEST_PATH_IMAGE060
the fifteenth restraint submodel of (2) adjusts the running sequence and the running time of each target train passing through the same interval arc section;
wherein when
Figure 572500DEST_PATH_IMAGE061
When 1, the target train f is represented1At the target train f2Previously occupying the same said interval arc
Figure 411143DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 488689DEST_PATH_IMAGE062
(ii) a When in use
Figure 144799DEST_PATH_IMAGE063
When 0, it represents the target train f1At the target train f2Then occupying the same said interval arc
Figure 425738DEST_PATH_IMAGE046
The corresponding minimum interval time is divided into
Figure 317340DEST_PATH_IMAGE064
；
Figure 921497DEST_PATH_IMAGE065
For the target train f1To said subsequent adjacent arc segment
Figure 561556DEST_PATH_IMAGE051
At the time of the day,
Figure 647236DEST_PATH_IMAGE066
for the target train f2To said subsequent adjacent arc segment
Figure 30944DEST_PATH_IMAGE051
At the time of (A)bIs an interstation interval arc segment set in the arc segment set A.
8. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 7, further comprising:
inputting the number of arrival and departure lines of the stations in each basic data into the station arrival and departure line capability constraint model, according to the station arrival and departure line capability constraint model,
Figure 755186DEST_PATH_IMAGE067
，
Figure 877732DEST_PATH_IMAGE068
the sixteenth constraint sub-model of (1),
Figure 867685DEST_PATH_IMAGE069
，
Figure 242034DEST_PATH_IMAGE070
a seventeenth constraint submodel, and
Figure 148679DEST_PATH_IMAGE071
，
Figure 192859DEST_PATH_IMAGE072
the eighteenth restraint submodel restrains that the number of trains in the station at any moment does not exceed the number of arrival and departure lines of the station;
wherein,
Figure 591479DEST_PATH_IMAGE073
is shown in the train f2Before arriving at the station arc
Figure 362995DEST_PATH_IMAGE074
The number of trains in the train(s),
Figure 874879DEST_PATH_IMAGE075
the number of arrival lines at the station is shown,
Figure 542489DEST_PATH_IMAGE076
representing the train
Figure 688126DEST_PATH_IMAGE077
Reach the station arc section
Figure 217327DEST_PATH_IMAGE074
Whether or not on train
Figure 160881DEST_PATH_IMAGE030
Leave the station arc
Figure 405918DEST_PATH_IMAGE074
Then; when the train is running
Figure 857759DEST_PATH_IMAGE077
Arriving at the station arc (i, j) in the train
Figure 971077DEST_PATH_IMAGE030
Leave the station arc
Figure 723133DEST_PATH_IMAGE074
Then, then
Figure 139070DEST_PATH_IMAGE078
Is 1, otherwise
Figure 389792DEST_PATH_IMAGE079
Is a non-volatile organic compound (I) with a value of 0,
Figure 260796DEST_PATH_IMAGE080
is a station arc section set in the arc section set A.
9. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 8, further comprising:
inputting any motor train unit serving as the minimum continuation time division of any preceding train and any following train in the basic data into a train operation and motor train unit application coupling relation model;
according to the nineteenth constraint submodel in the coupling relation model for train operation and motor train unit application
Figure 788729DEST_PATH_IMAGE081
Twentieth constraint submodel
Figure 703465DEST_PATH_IMAGE082
，
Figure 192215DEST_PATH_IMAGE083
And twenty-first constraint submodel
Figure 122037DEST_PATH_IMAGE084
，
Figure 504476DEST_PATH_IMAGE085
Adjusting train operation time and a train plan of a motor train unit;
wherein,
Figure 340845DEST_PATH_IMAGE086
the motor train unit is shown to act as a certain train at most,
Figure 566159DEST_PATH_IMAGE082
indicating that any train f needs to have a single motor train unit to act,
Figure 778966DEST_PATH_IMAGE087
representing trains
Figure 15912DEST_PATH_IMAGE077
The time of the origination of the target,
Figure 538029DEST_PATH_IMAGE088
representing trains
Figure 735792DEST_PATH_IMAGE030
The target ends up at the moment.
10. The method for integrally adjusting the train operation diagram and the motor train unit operation plan according to claim 9, further comprising:
inputting the motor train unit quantity shortage constraint model into the motor train unit quantity shortage constraint model, wherein the motor train unit quantities are allocated to each unit type of motor train unit when the adjustment in each basic data is started, the motor train unit planned quantity is allocated to each unit type of motor train unit when the adjustment is finished, and the allocation units and types of the motor train units;
according to the twenty-second constraint submodel in the constraint model for the shortage of the number of the motor train units
Figure 673661DEST_PATH_IMAGE089
，
Figure 827431DEST_PATH_IMAGE090
Adjusting a train plan of the motor train unit;
wherein,
Figure 333499DEST_PATH_IMAGE091
the number of the shortage of the motor train units with the assignment unit of d and the type of u at the end of the adjustment is shown,
Figure 205509DEST_PATH_IMAGE092
indicating the attachment unit at the end of the adjustment as
Figure 964647DEST_PATH_IMAGE093
Of the type
Figure 785972DEST_PATH_IMAGE094
The planned number of the motor train units of (1),
Figure 915471DEST_PATH_IMAGE095
indicating that the attachment unit is at the beginning of the adjustment
Figure 946881DEST_PATH_IMAGE093
Of the type
Figure 305181DEST_PATH_IMAGE094
The inventory of the motor train unit is calculated,
Figure 230281DEST_PATH_IMAGE096
indicating return to the attached unit during the adjustment
Figure 202785DEST_PATH_IMAGE093
Within the jurisdiction range, the type is
Figure 800119DEST_PATH_IMAGE094
The number of the motor train units is increased,
Figure 8116DEST_PATH_IMAGE097
indicating departure from the attached unit during the adjustment
Figure 7296DEST_PATH_IMAGE093
Within the jurisdiction range, the type is
Figure 885122DEST_PATH_IMAGE094
The number of the motor train units is U, the motor train unit type set is represented by U, and the unit set attached to the motor train units is represented by D.
CN202210117548.9A 2022-02-08 2022-02-08 Train operation diagram and motor train unit operation plan integrated adjustment method Active CN114140037B (en)

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