CN114179873B - Multi-road multi-time-interval all-day train operation diagram automatic compilation method and system - Google Patents
Multi-road multi-time-interval all-day train operation diagram automatic compilation method and system Download PDFInfo
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- CN114179873B CN114179873B CN202210134801.1A CN202210134801A CN114179873B CN 114179873 B CN114179873 B CN 114179873B CN 202210134801 A CN202210134801 A CN 202210134801A CN 114179873 B CN114179873 B CN 114179873B
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Abstract
The invention discloses a method and a system for automatically compiling a multi-road multi-time-interval all-day train operation diagram, wherein the method comprises the following steps: automatically laying a multi-road train operation diagram at each time interval in sequence according to the sequence of a peak first and a peak second; sequentially compiling train operation line connection schemes in different time periods by taking the maximum number of train connection logarithms in adjacent time periods as a target; and generating the access section schemes of all the trains all day by aiming at the trains of which the section schemes or the return section schemes are not determined yet under the condition of meeting the access section constraint conditions. The invention can rapidly realize automatic compilation of the multi-period multi-traffic-road full-day operation chart according to the basic data of the chart, the cross section passenger flow data and the like, thereby greatly reducing the workload of chart compilation personnel.
Description
Technical Field
The invention belongs to the technical field of urban rail transit, and particularly relates to a method and a system for automatically compiling a multi-road multi-time-interval all-day train running chart.
Background
The urban rail transit has the advantages of large traffic volume, high speed, high punctuality, safety, comfort and the like, and has an important effect on relieving urban congestion. Along with the gradual expansion of the scale of the rail transit network of partial cities in China and the continuous rise of passenger flow, higher requirements are put forward for the operation organization work of urban rail transit. The train operation diagram is one of core contents in urban rail transit organizations and is the basis of work such as crew planning, driving scheduling and the like. The train operation diagram specifies the operation traffic scheme, the stop scheme, the scheme of entering and exiting the train section (or parking lot) of each train, and the arrival time and departure time of the train at each platform.
At present, the existing train operation diagram compiling technology is mainly divided into two types, one type is an auxiliary diagram compiling system provided by various signal system manufacturers at home and abroad, the system cannot realize automatic diagram compiling, and only a diagram compiling engineer can input detailed instructions (adding, deleting, moving a certain operation line and the like) and the functions are similar to those of AutoCAD. In this manner, an experienced graphic engineer may spend a few days and more ten days compiling a route with relatively complex routing and relatively tight routing capacity. The time-consuming and labor-consuming drawing process causes the running chart to be slowly changed, and the requirement of the subway operation department for frequently adjusting the running chart is difficult to meet. The other type is an operation diagram compiling system researched and developed by domestic scientific research units, the system can realize operation diagram compiling with higher automation degree, and the operation diagram compiling comprises functions of automatic paving of operation lines, automatic connection of intersection, automatic adjustment of operation intervals and the like, however, the mode cannot realize key functions of high and flat peak conversion, automatic generation of an optimal entering and exiting section scheme and the like.
Disclosure of Invention
Aiming at the limitations existing in the prior art, the invention provides an automatic compilation method of a multi-road multi-time-interval all-day train operation diagram. The invention can rapidly realize automatic compilation of the multi-period multi-traffic-road full-day operation chart according to the basic data of the chart, the cross section passenger flow data and the like, thereby greatly reducing the workload of chart compilation personnel.
The invention is realized by the following technical scheme:
a multi-road multi-time-interval all-day train operation diagram automatic compilation method comprises the following steps:
automatically laying a multi-road train operation diagram at each time interval in sequence according to the sequence of a peak first and a peak second;
sequentially compiling train operation line connection schemes in different time periods by taking the maximum number of train connection logarithms in adjacent time periods as a target;
and generating the access section schemes of all the trains all day by aiming at the trains of which the section schemes or the return section schemes are not determined yet under the condition of meeting the access section constraint conditions.
At present, the existing train operation diagram compiling technology which depends on drawing engineers consumes time and labor, and is difficult to meet the requirement of a rail transit operation department on frequent adjustment of the operation diagram; the existing automatic compilation technology of the train running chart can only solve the compilation problem of a single cross-road running chart and the like, does not give consideration to a plurality of practical factors in compilation of the running chart, and has limited application range. Based on this, the method for automatically compiling the multi-intersection multi-period all-day train running chart provided by the embodiment can realize the automatic compilation of the multi-period multi-intersection all-day train running chart, improve the compilation efficiency and provide powerful technical support for relevant operation departments.
Preferably, the step of automatically laying the multi-road train operation chart at each time interval comprises the following steps:
acquiring a traffic route set scheme configured by a user, and generating a conventional proportion set for single-time-interval multi-traffic-route running;
traversing each running proportion in the conventional proportion set, and traversing each reference running interval to form a running scheme set in the period;
calculating the number of the bottom of the vehicle on the upper line in sequence aiming at the feasible schemes in the running scheme set, and selecting a scheme with the least number of the vehicles from the feasible schemes as the running scheme in the time period;
determining a reference station for running a paved line;
calculating the average driving time interval of the reference station according to the driving scheme;
after the reference station and the average driving time interval thereof are determined, traversing to obtain the optimal departure sequence;
respectively drawing an uplink train running line and a downlink train running line in the time range of the time period based on the reference station, the average train running time interval of the reference station and the optimal train dispatching sequence;
fixing the downward direction running line, and generating a vehicle bottom turning intersection path by continuously translating the upward direction running line;
and in the generated train bottom turning-back intersection, finding out the optimal translation scheme of the uplink running line by taking the minimum number of conflicts of turning-back before the station and the minimum total turning-back time as the targets, and further generating a train running chart in the time period.
Preferably, the method for acquiring the feasible solution of the implementation solution set in the present invention comprises:
traversing each solution in the set of open solutions;
judging whether the conveying capacity meets the corresponding passenger flow requirement in the time period and whether the average driving time interval of the collinear section meets the minimum tracking interval;
if so, the scheme is a feasible scheme, otherwise, the scheme is an infeasible scheme.
Preferably, the method for determining the reference station for running the paved line comprises the following steps:
acquiring overlapped sections of all the crossed roads as busy sections;
and taking the station closest to the center position of the busy section as a reference station for running a paving line.
Preferably, the average driving time interval of the reference station of the present invention is equal to the reciprocal of the sum of the reciprocals of all the traffic intervals.
Preferably, the step of compiling the train operation line connection scheme at different time intervals of the invention specifically comprises the following steps:
respectively counting the number of the vehicles on the upper line in two adjacent time periods;
generating a reachability matrix according to whether the bottoms of the vehicles in the two time periods are in conditional connection;
constructing a linear programming model P1 with the maximum number of connected trains as a target, wherein a decision variable of the model P1 is whether two adjacent time intervals are connected;
and solving the linear programming model P1 by adopting a branch-and-bound method to obtain an optimal hooking scheme.
Preferably, the constraints of the linear programming model P1 of the present invention include:
(a) when the value in the reachability matrix is 0, the vehicle bottoms of two adjacent time periods cannot be hooked; when the value in the reachability matrix is 1, the vehicle bottoms of two adjacent time periods can be connected in a hooked mode or not;
(b) each operating line can only be connected once;
(c) if the entrance and exit sections are in accordance with the constraint, the exit vehicle section and the entrance vehicle section at the same vehicle bottom must be the same.
Preferably, the steps of generating the trip entering and exiting scheme of all trains all day long in the invention specifically comprise:
aiming at a train i to be entered, acquiring the train i according to the last stop and time of the train i, the positions of all the train sections and the form of the switching trackEach feasible section entering scheme of the train forms a section entering scheme set I of the train Ii；
For a train j to be dispatched, each feasible dispatching scheme of the train is obtained according to the first stop and time, the positions of all the vehicle sections and the form of the switching track of the train j, and a dispatching scheme set O of the train j is formedj；
Aiming at all the train entering and exiting sections in all time periods, a linear programming model P2 taking the shortest traveling distance of the train entering and exiting sections as a target is constructed, and decision variables of the model are an entering section scheme of each train entering the section and an exiting section scheme of each train exiting the section;
and solving the model P2 by adopting a branch-and-bound method to obtain the optimal access section scheme of all trains.
Preferably, the constraints of the linear programming model P2 of the present invention include:
(a) the scheme of entering the section of the train I must be in the step IiThe departure scheme of the train j must be at OjSelecting;
(b) aiming at any vehicle section, ensuring that the number of the trains at the outgoing section is equal to that of the trains at the returning section;
(c) aiming at any vehicle section, the time interval of two trains which are continuously discharged cannot be smaller than the minimum vehicle discharge interval; the time interval between two trains of consecutive return sections must not be less than the minimum return interval.
On the other hand, the invention provides an automatic compilation system of a multi-intersection multi-time-period all-day train operation diagram, which comprises a single-time-period multi-intersection compilation module, a transition connection module and an in-out section compilation module;
the single-time-interval multi-road compilation module automatically lays and draws a multi-road train running chart at each time interval in sequence according to the sequence of a peak first and a peak second;
the transition connection module takes the maximum number of train hooking pairs in adjacent time periods as a target, and sequentially compiles train operation line connection schemes in different time periods;
and the access section compiling module generates access section schemes of all trains all day by aiming at the trains of which the section schemes or the section returning schemes are not determined yet under the condition of meeting the access section constraint conditions.
The invention has the following advantages and beneficial effects:
1. the invention can realize the full-automatic compilation of a complex line operation diagram within a few minutes, and provides technical support for the operation requirement of one diagram per day.
2. The invention can realize the operation road crossing and the operation interval difference setting at different time intervals in one day, and can also realize the seamless connection and conversion of train operation lines at different time intervals, thereby accurately matching the passenger flow difference at different time intervals in one day.
Drawings
The accompanying drawings, which are included to provide a further understanding of the embodiments of the invention and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the invention and together with the description serve to explain the principles of the invention. In the drawings:
fig. 1 is a schematic flow chart of a programming method according to an embodiment of the present invention.
Fig. 2 is a schematic view of a single-time-interval multi-intersection train operation diagram paving flow according to an embodiment of the invention.
Fig. 3 is a schematic diagram of a busy section and a key station according to an embodiment of the present invention.
Fig. 4 is a schematic diagram of an optimal route occurrence sequence according to an embodiment of the invention.
Fig. 5 is a diagram illustrating a compilation result of a time-division multiple-intersection operation diagram according to an embodiment of the present invention.
Fig. 6 is a schematic diagram of a train operation line connection process at different time periods according to an embodiment of the present invention.
Fig. 7 is a schematic diagram of a train operation line connection result at different time periods according to an embodiment of the present invention.
Fig. 8 is a schematic view of an automatic paving flow of a train operation line in a whole time access section according to an embodiment of the present invention.
Fig. 9 is a schematic diagram illustrating an automatic paving result of an access train operation line according to an embodiment of the present invention.
Fig. 10 is a schematic structural diagram of a computer device according to an embodiment of the present invention.
FIG. 11 is a schematic block diagram of a system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, the present invention is further described in detail below with reference to examples and accompanying drawings, and the exemplary embodiments and descriptions thereof are only used for explaining the present invention and are not meant to limit the present invention.
Example 1
The conventional mode of compiling the operation diagram by depending on a diagram compiling engineer is troublesome and labor-consuming, cannot meet the requirement of a subway operation department for frequent adjustment of the operation diagram, does not take into account factors such as high-flat-peak transition connection, limitation of section entering and exiting capacity, consistent train quantity of the section entering and exiting and the like, cannot be used for paving the operation diagram under the condition of excessively fine time division, cannot be used for paving the operation diagram under the condition of symmetrical driving intervals and is not beneficial to engineering practice. Based on this, this embodiment provides an automatic compilation method for a multi-road multi-time-interval all-day train working diagram. According to the embodiment, the automatic compilation of the full-day running chart of the multi-period and multi-traffic routes is quickly realized according to the basic data of the compilation, the section passenger flow data and the like, and the compilation speed is improved.
As shown in fig. 1, the method of the present embodiment includes the following steps:
and S1, automatically paving the multi-road train operation diagrams at each time interval in sequence according to the sequence of the peak first and the peak second.
And S2, sequentially compiling train operation line connection schemes in different time periods by taking the maximum number of train hook pairs in adjacent time periods as a target.
And S3, generating the access plan of all the trains in the whole day under the condition that the access plan constraint condition is met for the trains of which the plan is not determined or the return plan.
In step S1 of this embodiment, a train operation diagram of each time slot is plotted, the train operation diagram includes a train operation line plot of a plurality of intersections in both the uplink and downlink directions and a foldback scheme of a foldback station, and the specific steps are as shown in fig. 2, and include:
s11, obtaining the cross road set scheme configured by the user, generating the conventional proportion set C for single-time-interval multi-cross road runningroutes。
If there are 2 intersections, then Croutes= { (1:1), (1:2), (1:3), (2:1), (3:1) }; if there are 3 intersections, then Croutes= { (1:1:1), (1:1:2), (1:1:3), (1:2:1), (1:3:1), … … }; and so on.
S12, traversing the conventional proportion set CroutesIn the step (2), traversing each reference driving interval (unit is taken as minute, and the value range is the minimum tracking interval I)minAnd maximum policy interval ImaxIn between, 15 seconds is used as the partition granularity, namely: i ismin,Imin+0.25,Imin+0.5,……,Imax-0.25,Imax) Forming a set of run schemes C for the time periodplans. With 2 cross roads, Imin=3min、ImaxExample =5min, Cplans={(3:00,3:00),(3:15,3:15),(3:30:3:30),……,(3:00,6:00),(3:15,6:30),……}。
S13, for the open plan set CplansThe feasible scheme of the method is to calculate the number of the bottom of the vehicle on the upper line in turn, select a scheme with the least number of the used bottoms of the vehicles from the calculated number of the bottoms of the vehicles, and determine the scheme as the starting scheme of the time period.
The embodiment sets C by traversing the run planplansJudging whether the conveying capacity of each scheme meets the corresponding passenger flow requirement in a time period; and judging whether the average running interval of the collinear sections meets the minimum tracking interval or not. If any one of the conditions is not met, the scheme is a non-feasible scheme, from the open scheme set CplansIs deleted.
And S14, determining a reference station for running the paved lines. In the embodiment, the overlapped sections of all the intersections are marked as busy sections, and then the station closest to the center position of the busy section is marked as a key station and is used as a reference station for paving and drawing the running line. Taking fig. 3 as an example, 6 stations and 3 intersections are involved, the busy section is a C-E section, and the key station is a D station.
And S15, calculating the average running time interval of the reference station according to the driving scheme obtained in the S13, wherein the average running time interval is equal to the reciprocal of the sum of the reciprocals of all the traffic intervals. Taking 3 intersections as an example, if the 3 intersection inter-vehicle time intervals are 10 min, and 5min, respectively, the average inter-vehicle time interval at the reference station is 1/(1/10+1/10+1/5) =2.5 min.
And S16, determining the average running time interval of the reference station and the station, and traversing to obtain the optimal departure sequence. The optimal departure sequence should satisfy the minimum variance of the driving time intervals of the same intersection. For example, fig. 4 (a) and (b) are two scenarios in the traversed departure sequence. In FIG. 4 (a), the time intervals between the B-E intersections are not uniform and should be excluded; the time interval of traffic for each intersection in fig. 4 (b) is uniform, and thus is the optimal departure sequence scheme.
And S17, respectively drawing up and down train operation lines in the time range of the time interval based on the reference station, the average train running interval of the station and the optimal departure sequence.
And S18, fixing the downward moving line, and continuously translating the upward moving line (5S for each translation) to generate the vehicle bottom turning intersection. This embodiment draws more vehicle bottom turn-back traffic routes as far as possible on the basis of satisfying the minimum interval of turning back.
And S19, in the generated vehicle bottom turning-back intersection, finding the optimal translation scheme of the uplink running line by taking the minimum number of conflicts of turning-back before the station and the minimum total turning-back time as targets, and further generating a train running chart in the time period.
In the embodiment, the operation chart of each time period is laid through the steps S11 to S19, but the train operation lines of different time periods cannot be connected, as shown in fig. 5.
In this embodiment, to solve the train connection problem in different time periods, taking adjacent time period a and time period B as an example, as shown in fig. 6, step S2 specifically includes the following sub-steps:
and S21, respectively counting the number Na of the train cars at the upper line in the time period A and the number Nb of the trains at the upper line in the time period B.
S22, generating a reachability matrix U = [ U = [ U ]ij]Na×NbWherein u isijAnd the condition that whether the ith vehicle bottom in the time interval A is hooked with the jth vehicle bottom in the time interval B is represented. Judging the arrival of each train running line in the time interval A under the constraint conditions of the minimum turn-back time, the interval running time, the minimum station stopping time and the likeWhether the point can be hooked with the initial point of the train running line in the adjacent time interval B or not (the hooking mode can be that the point is directly hooked with the station, extends to other stations to be hooked with the station, cuts off other running lines and the like). If the intersection of the vehicle bottom in the high-level peak section has a hooking condition, the corresponding uijTaking a value of 1; if no linking condition exists, the corresponding uijThe value is 0. For example, a value of 1 at the (12, 22) position in the reachability matrix, the 12 th bottom crossing indicating a flat peak time period may be hooked up with the 22 th bottom crossing of a peak time period.
S23, constructing a linear programming model P1 with the maximum number of connected trains as a target, wherein a decision variable of the model is whether the time period A is connected with the time period B or not.
The constraints of the model include:
constraint (a): if uijIf the time interval is not less than 0, the train bottom i in the time interval A and the train bottom j in the time interval B cannot be hooked; if uijAnd =1, the train bottom i in the time interval a and the train bottom j in the time interval B may or may not be linked.
Constraint (b): each running line can be connected only once, namely each vehicle bottom in the peak leveling period can be connected with the vehicle bottom in the peak leveling period at most, and each vehicle bottom in the peak leveling period can be connected with the vehicle bottom in the peak leveling period at most.
Constraint (c): if the entrance and exit sections are in accordance with the constraint, the exit vehicle section and the entrance vehicle section at the same vehicle bottom must be the same.
And S24, solving the linear programming model P1 by adopting a branch-and-bound method to obtain an optimal linking scheme.
In the embodiment, the train operation line connection in the adjacent time periods is realized through the steps S21-S24, as shown in FIG. 7.
In order to solve the difficult problems of automatic paving and drawing of the transition of the high and flat train, the departure of the train in the morning and the departure of the train in the evening, as shown in fig. 8, S3 of the embodiment includes the following substeps:
s31, aiming at each train i to be entered, obtaining each feasible entering scheme of the train according to the last stop and time of the train, the position of each train section and the form of switching rails, wherein the entering scheme comprises enteringWhich train section (train section A, train section B, … …), how to enter the train section (running line is extended forwards, running line is folded back and then extended forwards, running line is cut off), and a section entering scheme set I of the train Ii。
S32, for each train j to be dispatched, according to the first stop and time, the position of each train section and the form of switching rail, each feasible dispatching scheme of the train is obtained, including which train section to dispatch from (train section A, train section B, … …), how to dispatch from the train section (reverse extension of operation line, turning back after cutting back of operation line) to form dispatching scheme set O of the train jj。
S33, aiming at all the train entering and exiting the section, a linear programming model P2 which takes the shortest traveling distance of the train entering and exiting the section as a target is constructed, and decision variables of the model are an entering section scheme of each entering section train and an exiting section scheme of each exiting section train. The constraints of the model include:
constraint (a): the scheme of entering the section of the train I must be in the step IiThe departure scheme of the train j must be at OjSelecting.
Constraint (b): aiming at any vehicle section, ensuring that the number of the trains in the out section is equal to that of the trains in the back section so as to ensure the operation requirement of 'consistent number of the in and out sections';
constraint (c): aiming at any vehicle section, the time interval of two trains which are continuously discharged cannot be smaller than the minimum vehicle discharge interval; the time interval between two trains of consecutive return sections must not be less than the minimum return interval.
And S34, solving the linear programming model P2 by adopting a branch-and-bound method to obtain the optimal access section scheme of all trains.
In the present embodiment, the paving of the train operation lines of all the access sections is realized through the above steps S31 to S34, and as shown in fig. 9, the last station in the drawing is an access station.
The embodiment also provides a computer device for executing the method of the embodiment.
As shown in fig. 10 in particular, the computer device includes a processor, an internal memory, and a system bus; various device components including internal memory and processors are connected to the system bus. A processor is hardware used to execute computer program instructions through basic arithmetic and logical operations in a computer system. An internal memory is a physical device used to temporarily or permanently store computing programs or data (e.g., program state information). The system bus may be any of several types of bus structures including a memory bus or memory controller, a peripheral bus, and a local bus. The processor and the internal memory may be in data communication via a system bus. Including read-only memory (ROM) or flash memory (not shown), and Random Access Memory (RAM), which typically refers to main memory loaded with an operating system and computer programs.
Computer devices typically include an external storage device. The external storage device may be selected from a variety of computer readable media, which refers to any available media that can be accessed by the computer device, including both removable and non-removable media. For example, computer-readable media includes, but is not limited to, flash memory (micro SD cards), CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can be accessed by a computer device.
A computer device may be logically connected in a network environment to one or more network terminals. The network terminal may be a personal computer, a server, a router, a smart phone, a tablet, or other common network node. The computer apparatus is connected to the network terminal through a network interface (local area network LAN interface). A Local Area Network (LAN) refers to a computer network formed by interconnecting within a limited area, such as a home, a school, a computer lab, or an office building using a network medium. WiFi and twisted pair wiring ethernet are the two most commonly used technologies to build local area networks.
It should be noted that other computer systems including more or less subsystems than computer devices can also be suitable for use with the invention.
As described above in detail, the computer device adapted to this embodiment can perform the specified operation of the automatic compilation method of the multi-intersection multi-period all-day train diagram. The computer device performs these operations in the form of software instructions executed by a processor in a computer-readable medium. These software instructions may be read into memory from a storage device or from another device via a local area network interface. The software instructions stored in the memory cause the processor to perform the method of processing group membership information described above. Furthermore, the present invention can be implemented by hardware circuits or by a combination of hardware circuits and software instructions. Thus, implementation of the present embodiments is not limited to any specific combination of hardware circuitry and software.
Example 2
The embodiment provides an automatic compilation system for a multi-intersection multi-time-interval all-day train working diagram, as shown in fig. 11, which includes a single-time-interval multi-intersection compilation module 10, a transition connection module 20 and an access section compilation module 30.
The single-time-interval multi-intersection compilation module 10 automatically lays and draws the multi-intersection train running chart at each time interval in sequence according to the sequence of the first peak and the second peak.
The transition connection module 20 sequentially compiles train operation line connection schemes in different time periods by taking the maximum number of train hook pairs in adjacent time periods as a target.
The access section compiling module 30 generates access section plans of all trains all the day under the condition that access section constraint conditions are met for trains for which the section plan or the return section plan is not determined yet.
The above-mentioned embodiments are intended to illustrate the objects, technical solutions and advantages of the present invention in further detail, and it should be understood that the above-mentioned embodiments are merely exemplary embodiments of the present invention, and are not intended to limit the scope of the present invention, and any modifications, equivalent substitutions, improvements and the like made within the spirit and principle of the present invention should be included in the scope of the present invention.
Claims (8)
1. A method for automatically compiling a multi-road multi-time-interval all-day train operation chart is characterized by comprising the following steps of:
automatically laying a multi-road train operation diagram at each time interval in sequence according to the sequence of a peak first and a peak second;
sequentially compiling train operation line connection schemes in different time periods by taking the maximum number of train connection logarithms in adjacent time periods as a target; the method for compiling the train operation line connection schemes in different periods specifically comprises the following steps:
respectively counting the number of the vehicles on the upper line in two adjacent time periods;
generating a reachability matrix according to whether the bottoms of the vehicles in the two time periods are in conditional connection;
constructing a linear programming model P1 with the maximum number of connected trains as a target, wherein a decision variable of the model P1 is whether two adjacent time intervals are connected;
solving the linear programming model P1 by adopting a branch-and-bound method to obtain an optimal hooking scheme;
the constraints of the linear programming model P1 include:
(a) when the value in the reachability matrix is 0, the vehicle bottoms of two adjacent time periods cannot be hooked; when the value in the reachability matrix is 1, the vehicle bottoms of two adjacent time periods can be connected in a hooked mode or not;
(b) each operating line can only be connected once;
(c) if the entrance and exit sections are in consistent constraint, the exit vehicle section and the entrance vehicle section of the same vehicle bottom are required to be the same;
and generating the access section schemes of all the trains all day by aiming at the trains of which the section schemes or the return section schemes are not determined yet under the condition of meeting the access section constraint conditions.
2. The method for automatically compiling the multi-intersection multi-period all-day train working diagram according to claim 1, wherein the step of automatically laying the multi-intersection train working diagram at each period specifically comprises the following steps:
acquiring a traffic route set scheme configured by a user, and generating a conventional proportion set for single-time-interval multi-traffic-route running;
traversing each running proportion in the conventional proportion set, and traversing each reference running interval to form a running scheme set in the period;
calculating the number of the bottom of the vehicle on the upper line in sequence aiming at the feasible schemes in the running scheme set, and selecting a scheme with the least number of the vehicles from the feasible schemes as the running scheme in the time period;
determining a reference station for running a paved line;
calculating the average driving time interval of the reference station according to the driving scheme;
after the reference station and the average driving time interval thereof are determined, traversing to obtain the optimal departure sequence;
respectively drawing an uplink train running line and a downlink train running line in the time range of the time period based on the reference station, the average train running time interval of the reference station and the optimal train dispatching sequence;
fixing the downward direction running line, and generating a vehicle bottom turning intersection path by continuously translating the upward direction running line;
and in the generated train bottom turning-back intersection, finding out the optimal translation scheme of the uplink running line by taking the minimum number of conflicts of turning-back before the station and the minimum total turning-back time as the targets, and further generating a train running chart in the time period.
3. The method for automatically compiling the multi-road multi-period all-day train running chart according to claim 2, wherein the method for acquiring the feasible scheme of the driving scheme set comprises the following steps:
traversing each solution in the set of open solutions;
judging whether the conveying capacity meets the corresponding passenger flow requirement in the time period and whether the average driving time interval of the collinear section meets the minimum tracking interval;
if so, the scheme is a feasible scheme, otherwise, the scheme is an infeasible scheme.
4. The method for automatically compiling the multi-road multi-time-zone all-day train running chart according to claim 2, wherein the method for determining the reference station for running the paved lines comprises the following steps:
acquiring overlapped sections of all the crossed roads as busy sections;
and taking the station closest to the center position of the busy section as a reference station for running a paving line.
5. The method as claimed in claim 2, wherein the average time interval of the reference station is equal to the reciprocal of the sum of the reciprocals of all traffic intervals.
6. The method according to claim 1, wherein the step of generating the trip plan of all trains in all days comprises:
for a train I to be inserted, each feasible approach scheme of the train is obtained according to the last stop and time of the train I, the positions of all the vehicle sections and the form of the switching track, and an approach scheme set I of the train I is formedi；
For a train j to be dispatched, each feasible dispatching scheme of the train is obtained according to the first stop and time, the positions of all the vehicle sections and the form of the switching track of the train j, and a dispatching scheme set O of the train j is formedj；
Aiming at all the train entering and exiting sections in all time periods, a linear programming model P2 taking the shortest traveling distance of the train entering and exiting sections as a target is constructed, and decision variables of the model are an entering section scheme of each train entering the section and an exiting section scheme of each train exiting the section;
and solving the model P2 by adopting a branch-and-bound method to obtain the optimal access section scheme of all trains.
7. The method as claimed in claim 6, wherein the constraint conditions of the linear programming model P2 include:
(a) the scheme of entering the section of the train I must be in the step IiIn-process selection, train j section-out schemeMust be at OjSelecting;
(b) aiming at any vehicle section, ensuring that the number of the trains at the outgoing section is equal to that of the trains at the returning section;
(c) aiming at any vehicle section, the time interval of two trains which are continuously discharged cannot be smaller than the minimum vehicle discharge interval; the time interval between two trains of consecutive return sections must not be less than the minimum return interval.
8. An automatic compilation system for a multi-intersection multi-time-interval all-day train operation diagram is characterized by comprising a single-time-interval multi-intersection compilation module, a transition connection module and an entrance and exit compilation module;
the single-time-interval multi-road compilation module automatically lays and draws a multi-road train running chart at each time interval in sequence according to the sequence of a peak first and a peak second;
the transition connection module takes the maximum number of train hooking pairs in adjacent time periods as a target, and sequentially compiles train operation line connection schemes in different time periods; the method for compiling the train operation line connection schemes in different periods specifically comprises the following steps:
respectively counting the number of the vehicles on the upper line in two adjacent time periods;
generating a reachability matrix according to whether the bottoms of the vehicles in the two time periods are in conditional connection;
constructing a linear programming model P1 with the maximum number of connected trains as a target, wherein a decision variable of the model P1 is whether two adjacent time intervals are connected;
solving the linear programming model P1 by adopting a branch-and-bound method to obtain an optimal hooking scheme;
the constraints of the linear programming model P1 include:
(a) when the value in the reachability matrix is 0, the vehicle bottoms of two adjacent time periods cannot be hooked; when the value in the reachability matrix is 1, the vehicle bottoms of two adjacent time periods can be connected in a hooked mode or not;
(b) each operating line can only be connected once;
(c) if the entrance and exit sections are in consistent constraint, the exit vehicle section and the entrance vehicle section of the same vehicle bottom are required to be the same;
and the access section compiling module generates access section schemes of all trains all day by aiming at the trains of which the section schemes or the section returning schemes are not determined yet under the condition of meeting the access section constraint conditions.
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