CN114368421A - Train operation simulation method and auxiliary operation diagram optimization method - Google Patents
Train operation simulation method and auxiliary operation diagram optimization method Download PDFInfo
- Publication number
- CN114368421A CN114368421A CN202210029307.9A CN202210029307A CN114368421A CN 114368421 A CN114368421 A CN 114368421A CN 202210029307 A CN202210029307 A CN 202210029307A CN 114368421 A CN114368421 A CN 114368421A
- Authority
- CN
- China
- Prior art keywords
- train
- unit
- speed
- length
- grade
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Images
Abstract
The application belongs to the technical field of railway transportation, and particularly relates to simulation of train operation conditions on a railway network and optimization of an auxiliary train operation diagram. The current analog simulation method is suitable for train behavior simulation of small-scale railway lines and cannot be applied to analog simulation of trains on a large-scale railway network. The application provides a simulation method for train operation, which is characterized in that as the speed limit of a train in different intervals is different, the speed of each train in each unit is calculated by adopting a unit stepping and iteration combined method, and the positions of the train at different moments are calculated according to the speed; on the basis, an auxiliary operation diagram optimization method is further provided. The safe train operation diagram is obtained by adjusting the train distance between trains in each unit, and technical support can be provided for the optimization design of the railway system operation diagram.
Description
Technical Field
The application belongs to the technical field of transportation, and particularly relates to a train operation simulation method and an auxiliary operation diagram optimization method.
Background
In a complex railway network system, how to formulate a reasonable scheduling scheme to ensure that the train can play the maximum economic benefit and operation efficiency while ensuring the safety is a problem which is always concerned by railway transportation managers. Train operation simulation is one of the keys to solving such problems.
The simulation method of train operation can be divided into two types: one is to divide the railway system into several sections, and take the station as the boundary of the division. And calculating the time of the train passing through each section according to the travel speed and the section length of the train passing through each section, accumulating the passing time section by section to obtain the arrival and passing time of each section, and finally drawing a complete train operation chart according to the time. The simulation method has the advantages of intuition and simplicity, but cannot capture the specific running condition of the train in each section of the railway. For example, whether trains within the same section maintain a safe train distance; the other method is to discretize the time, calculate the running state of the train at each moment and generate an accurate train running chart according to the running state. Since the eighties of the last century, computer aided mapping of train roadmaps has gained widespread attention in academia and business circles. The time cost or the energy consumption cost is mainly considered in laying the optimal train operation diagram, and the implementation modes can be divided into two types: one method is to evaluate the quality of the operation diagram through a judgment criterion on the basis of manually compiling the operation diagram, and the other method is to obtain the optimal train operation diagram by solving a multi-objective mathematical optimization problem. In order to solve the multi-objective mathematical optimization problem, some artificial intelligence algorithms are also widely applied to the scene. However, due to the numerous objective functions to be planned, any mathematical optimization model is difficult to avoid complex constraints, and even some planning problems are in contradiction. If enough information can be obtained when the train is simulated to run, the optimization problem in the later period can be assisted and simplified. Although the method adopting discrete time can capture the specific running condition of each train, if the method is applied to a large-scale complex railway network, the calculation time is too long, and the result is too accurate and has no practical application value.
Disclosure of Invention
1. Technical problem to be solved
Based on the prior art, because of numerous objective functions to be planned, no matter which optimization mode is adopted, complicated mathematical models and constraint conditions cannot be avoided, and the constraint conditions of some planning problems are even contradictory. If enough information can be obtained when the train operation is simulated, the problem of later optimization can be assisted and greatly simplified. The modeling method for dividing the sections is inherently simple, but the specific running conditions of the trains in each section of the railway are not clear, such as whether the trains maintain safe train distance; although the specific operation condition of each train can be known by the discrete time method, once the discrete time method is applied to a large and complex railway network, not only is the calculation time consumed, but also the result is too accurate, and the problem is not necessary, so that the method for simulating the train operation and the method for optimizing the auxiliary operation diagram are provided.
2. Technical scheme
In order to achieve the above object, the present application provides a method for simulating train operation, the method comprising the steps of:
1) abstracting stations and lines in an actual railway network into a graph network model G (S, E), wherein G is a graph set which comprises a station set S and a line interval set E, dividing any line interval E (E belongs to E) in the interval set E into N units, and recording the length of each running unit as Li(i 1.., N), then the length matrix on the line is: l ═ L (L)1,..,LN)T；
2) Setting the unit speed limit matrix on the line as
Calculating the speed group of each train at each unit;
3) and acquiring the actual path of the train in each unit according to the speed group-time relation of the train in each unit, and drawing a train operation diagram.
Another embodiment provided by the present application is: the length L/N of any interval dividing unit in the step 1) is greater than the length L of the traintrainUsing the Index NLtrainMeasured as/L, a closer the indicator to 0 indicates a higher availability of the train to treat as particles, a lower error in the actual schedule.
Another embodiment provided by the present application is: the speed group comprising the driving-in speed
Maximum speed
And exit velocity
Correcting the driving speed in the unit i through an iterative algorithm in the step 2)
Maximum speed
And exit velocity
Another embodiment provided by the present application is: the time acquisition comprises searching a unit sequence which needs to be passed by each train, and setting an initial unit length LiAnd unit speed limit
According to the boundary condition of each unit, the train in the unit is connected with the unitThe unit carries out scene matching to obtain the time required by the train to pass through the unit and simultaneously obtain the real maximum speed limit of the train
And exit velocity
Updating the maximum speed limit matrix of each unit, and recording the maximum speed limit matrix as vm′Repeating the above operations until vm′＝vm。
Another embodiment provided by the present application is: the iterative algorithm comprises that when a certain train decelerates in the unit, if the unit length L is foundiIf not, according to the unit length LiThe speed v due to the train entering the unit is solvedi fReferred to as the correction speed; modifying the maximum travel speed of the unit to a modified speed, vi m＝vi f(ii) a Solving the maximum running speed of the train passing through all the units to obtain a maximum running speed vector vm’＝(v1 m,v2 m,v3 m...vNp m)T(ii) a If v ism’And vmIs not equal to vm＝ vm’(ii) a Repeating the above operations until vm＝vm’。
The application also provides an auxiliary operation diagram optimization method, which comprises the following steps: step 1: judging whether the condition that two trains run in the same direction in the safe train distance range occurs in each train unit; step 2: the train number grade is defined before the train starts, the train in the station needs to be adjusted according to the train number grade, when the high-grade train stops in the station, the low-grade train stops and avoids, and the departure time of the low-grade train is later than that of the high-grade train; and step 3: and (3) executing the steps 1-2 until each train unit does not run in the same direction of two trains within the safe train distance range.
Another embodiment provided by the present application is: the train number grades from high to low comprise a high-speed railway train, a rapid passenger train and a general passenger train.
Another embodiment provided by the present application is: in the step 1, if the length of the train unit is smaller than the safe train distance, whether a train in the same direction exists in the combination range of the train unit with the safe train distance and a plurality of adjacent train units is judged; on the contrary, if the length of the train unit is larger than the safe train distance, whether the equidirectional train exists in the safe train distance range in the train unit is judged.
Another embodiment provided by the present application is: in the step 2, the train with the low train number grade avoids the train with the high train number grade and comprises a running chart of the train with the fixed train number grade, and the waiting time of the train with the low priority train number grade at a certain conflict station is increased.
3. Advantageous effects
Compared with the prior art, the simulation method for train operation and the auxiliary operation diagram optimization method have the advantages that:
the train operation simulation method is a finite element method-based train operation simulation method and an auxiliary operation diagram optimization method in a railway network; the method aims at simulation of train operation conditions on a railway network and optimization of an auxiliary operation diagram.
The train operation simulation method provided by the application is a train operation simulation model derived from a mechanics finite element method, a flexible train operation simulation model is established, a user can obtain train operation conditions of some specified positions only, and the simulation model needs to be fused with various parameters so as to adjust and optimize a later-period train operation diagram.
Drawings
FIG. 1 is a schematic diagram of the relationship between unit parameters and variables of the simulation method for train operation of the present application;
FIG. 2 is a schematic view of a train operation simulation classification of the present application;
fig. 3 is a schematic diagram of a train operation simulation flow of the present application.
Detailed Description
Hereinafter, specific embodiments of the present application will be described in detail with reference to the accompanying drawings, and it will be apparent to those skilled in the art from this detailed description that the present application can be practiced. Features from different embodiments may be combined to yield new embodiments, or certain features may be substituted for certain embodiments to yield yet further preferred embodiments, without departing from the principles of the present application.
Referring to fig. 1 to 3, the present application provides a method for simulating train operation, the method including the steps of: 1) abstracting stations and lines in an actual railway network into a graph network model G (S, E), wherein G is a graph set which comprises a station set S and a line interval set E, dividing any line interval E (E belongs to E) in the interval set E into N units, and recording the length of each operation unit as Li(i 1.., N), then the length matrix on the line is: l ═ L (L)1,..,LN)T(ii) a 2) Setting the unit speed limit matrix on the line as
Calculating the speed group of each train at each unit; 3) and acquiring the actual path of the train in each unit according to the speed group-time relation of the train in each unit, and drawing a train operation diagram.
Further, the length L/N of any interval dividing unit in the step 1) is larger than the length L of the traintrainUsing Index NLtrainMeasured as/L, a closer the indicator to 0 indicates a higher feasibility of the train to consider as a particle, a lower error in the actual schedule.
Further, the speed group comprises the driving-in speed
Maximum speed
And exit velocity
Correcting the driving speed in the unit i in the step 2) through an iterative algorithm
Maximum speed
And exit velocity
Further, the time acquisition comprises searching a unit sequence which needs to be passed by each train, and setting an initial unit length LiAnd unit speed limit
According to the boundary condition of each unit, the train in the unit is matched with the unit in a scene mode, the time required for the train to pass through the unit is obtained, and meanwhile the real maximum speed limit of the train is obtained
And exit velocity
Updating the maximum speed limit matrix of each unit, and recording the maximum speed limit matrix as vm′Repeating the above operations until vm′＝vm。
Further, the iterative algorithm includes that when a certain train decelerates in the unit, if the unit length L is foundiIf not, according to the unit length LiThe speed v due to the train entering the unit is solvedi fReferred to as the correction speed; modifying the maximum travel speed of the unit to a modified speed, vi m＝vi f(ii) a Solving the maximum running speed of the train passing through all the units to obtain a maximum running speed vector vm’＝(v1 m,v2 m,v3 m...vNp m)T(ii) a If v ism’And vmIs not equal to vmVm'; repeating the above operations until vm＝vm’。
The application also provides an auxiliary operation diagram optimization method, which comprises the following steps: step 1: judging whether the condition that two trains run in the same direction in the safe train distance range occurs in each train unit; step 2: the train number grade is defined before the train starts, the train in the station needs to be adjusted according to the train number grade, when the high-grade train stops in the station, the low-grade train stops and avoids, and the departure time of the low-grade train is later than that of the high-grade train; and step 3: and (3) executing the steps 1-2 until each train unit does not run in the same direction of two trains within the safe train distance range.
Further, the train number grades from high to low comprise a high-speed railway train, a fast passenger train and a general passenger train.
Further, in the step 1, if the length of the train unit is smaller than the safe train distance, whether a train in the same direction exists in the combination range of the train unit equal to the safe train distance and the adjacent train units is judged; on the contrary, if the length of the train unit is larger than the safe train distance, whether the equidirectional train exists in the safe train distance range in the train unit is judged.
Further, in the step 2, the train with the low train number grade avoids the train with the high train number grade including the operation diagram of the train with the fixed train number grade, and the waiting time of the train with the low priority train number grade at a certain conflict station is increased.
Specifically, the application provides a simulation algorithm of train behaviors in a railway network based on a finite element method, and the following scenario assumptions are made for the application range of the algorithm:
considering the length of the train, and considering each train as a movable mass point; secondly, the lengths of train stations and railway junctions are not considered, and the train stations and the railway junctions are all regarded as special identification points; suppose that the train is making uniform changes in the acceleration and deceleration processMoving at a constant speed and each train having the same acceleration and deceleration, denoted as ai(i- - -ith train); fourthly, the stop time of the train on the platform before the train starts and after the train finishes is not considered; the abnormal operation scene of the train is not considered, for example, the train decelerates or stops due to failure and other factors; sixthly, if the train speed does not reach the maximum speed limit value v when the train is supposed to run in each limited unitmThe driver will accelerate until the maximum driving speed is reached, and then maintain the constant speed driving. The whole process cannot be overspeed; and seventhly, the parking capacity of each station can meet the parking requirements of all trains on the line.
The algorithm comprises the following steps:
step 1: dividing the line under study into a plurality of units according to the actual line condition;
step 2: calculating the driving speed of each train in each unit i
Maximum speed
Speed of departure
The velocity in this cell i is modified by an iterative algorithm if necessary.
And step 3: and drawing a train operation diagram according to the passing time of each train in each unit.
The line division unit in step 1 determines the final division granularity according to the actual engineering simulation requirements.
In the step 2, a unit stepping combined iteration method is adopted to calculate the driving speed of each train entering each unit
Maximum speed
Speed of departure
If the speed of the unit i is contrary to the maximum speed of the next unit i +1, the iterative algorithm is adopted to correct the speed of the train in the unit i.
And 3, calculating the actual path of each train in each unit according to the speed-time relation of each train in each unit.
The algorithm first breaks down the railway line under study into a number of finite elements. The running speed of the train needs to be continuously adjusted in the running process, so that the running safety requirements of each interval are met in the running process of the train. In the running process of the train, the train sequentially passes through the divided limited units, and the running speed of the train is controlled in real time, so that the speed of the train entering each limited unit does not exceed the maximum speed of the train entering the unit. The acceleration of the train moving in the unit is set to be constant, the train is accelerated to the maximum speed as far as possible during interval running by controlling the acceleration, the deceleration and the constant speed duration of the train, then the train moves at the constant speed, and the train is decelerated to the maximum speed of the next unit before reaching the next unit. Therefore, when each train runs in each unit, the running speed of each train needs to be adjusted according to the speed limit of the unit and the next unit; on the basis, an auxiliary operation diagram optimization method is provided, and the method is based on a finite element simulation method, obtains an optimal train operation diagram by adjusting the train distance between trains in each element, and can provide technical support for the optimization design of the operation diagram of the railway system.
In practical engineering applications, in addition to controlling the speed of each train not to exceed the maximum travel speed of each unit, consideration is also given to the maintenance of a safe separation between adjacent trains within each unit. Therefore, the present application further provides an auxiliary operation diagram optimization method based on controlling the running speed of each train in each unit, wherein the method comprises the following steps:
step 1: and detecting the number of the trains in each unit one by one, and judging whether the trains in the unit violate the constraint condition of train section operation. The constraint conditions include: (i) the distance between adjacent trains in the unit is not less than the minimum headway; (ii) the speed at which the train enters the next unit should be guaranteed to be no greater than the maximum speed at which the train unit enters. If one of the two constraint conditions is not met, executing the step 2 to adjust the train operation in the unit; if the two constraints are satisfied, the next cell is detected. Repeating the step until all the units are detected;
step 2: and if the train in the unit breaks away from the constraint condition of train section operation, adjusting according to the train number grade of the train in the unit, namely avoiding the train with high train number grade by the train with low train number grade.
Examples
1. Simulation of train behavior in railway network based on finite element method
The finite element method is a mechanical modeling method widely applied to aerospace, new material development, engineering structure analysis, traffic flow research and the like. According to different force transmission media, the force transmission media can be divided into solid finite elements and fluid finite elements. The plane rod system finite element method is a relatively simple one of solid finite elements, is applied to the analysis of a plane frame structure of structural engineering, and has an accurate calculation result. With reference to a finite element analysis model of the frame structure, a complex railway system can be subjected to similar discrete processing, and the behavior characteristics of the train are analyzed on each discrete element. Referring to fig. 1 to 3, the present application provides a method for simulating train behavior in a railway network based on a finite element method, and the specific implementation manner is as follows:
1) train operation unit division
The boundary condition is a condition of whether the speed of the train at the node is 0 (i.e., whether the train stops at the node). Fig. 1 shows the types of three types of train units according to whether the train satisfies a boundary condition in two adjacent units i and j. With reference to fig. 1(a) - (c), the four types of scenes can be summarized as follows:
(a) the speed of the train in cell i is greater than zero. The speed of the train entering and leaving the unit is not reduced to 0, which indicates that the unit i and the unit j do not comprise a station and the train runs in a railway line section.
(b) The train reduces to 0 as it leaves unit i. The speed of the train at the entering node of the unit j (i.e. the leaving node of the unit i) is reduced to 0, which indicates that the entering node of the unit j is the station and the train needs to stop and wait when running to the node j.
(c) The speed of the train drops to 0 as it enters cell i. When the train enters the unit i, the speed is reduced to 0, the fact that the entering node of the unit i is a station is shown, and the train starts from the unit i to enter a railway line section.
(d) The train speed is 0 both at entry and exit cell i.
The following points are explained for the above scenario: firstly, without loss of generality, the running direction of the train is assumed to be from the end point i to the end point j (the end points i and j simultaneously represent the units i and j). V marked under nodei eAnd vi lV, marked on the upper side, respectively representing the entry and exit speeds of the train at the uniti mAnd vi+1 mThe maximum traveling speeds of the i-th and i + 1-th units, respectively, are indicated, and the triangle symbol at the node in fig. 2 indicates that the train is in a stopped state at the node. Unit length of Li。
2) Train operation simulation based on finite element method
When the train runs in the unit, the running speed of the train needs to be adjusted to meet the maximum speed limit of the unit. Generally, the train only needs to operate at a unit speed no higher than the unit speed limit. However, special cases are considered to exist: if the train performs deceleration movement at the unit i, the speed is reduced to v when the train leaves the unit ii+1 m(i.e., v)i l＝vi+1 m) But when passing through cell i +1 due to cell length Li+1Too short will result in the train not being able to reduce its speed to the limit value v upon leaving the unit i +1i+2 mOr stopped. It can be seen that the train should slow down v early on unit ii lLess than vi+1 mTo ensure a drop to v upon entry into unit i +2i+2 mOr stopped. In this scenario, the speed limit of the unit by the following unit should be considered when solving the speed of the train in the unit. The application adopts a unit steppingThe model is solved in conjunction with an iterative algorithm. The algorithm comprises the following steps:
step 1: when a certain train performs deceleration movement on the unit i, if the unit length L is foundiIf not, according to the length LiThe speed v of the train entering the unit is solvedi fReferred to as the correction speed;
step 2: the maximum travel speed of the unit is modified to a correction speed, namely: v. ofi m＝vi f. It should be noted that only the maximum speed of travel of the train as it passes through the unit i is modified;
and step 3: solving the maximum running speed of the train passing through all the units to obtain a maximum running speed vector vm’＝(v1 m, v2 m,v3 m...vNp m)T. If v ism’And vmIf not, then let vm＝vm’。
And 4, step 4: repeating the steps 1-3 until vm＝vm’。
The following points are described for the above algorithm: the algorithm is suitable for adjusting the running speed of any train on the unit. Xp indicates the limited number of units the train p is to pass.
During the running process of the train on the railway line, the speed limit requirement between adjacent units needs to be considered. In combination with the above method, the situation that the train runs on all the units can be summarized as fig. 2 according to the maximum speed limit relationship of the train on two adjacent units.
The maximum speed limit of the train at the unit I in the group I shown in FIG. 2 is lower than the speed limit of the train at the unit I + 1. The groups can be divided into two categories according to the speed of the train entering unit i: the speed when the train enters the unit i is not 0. At the moment, if the train accelerates to the length L of the maximum speed limit of the unitcr1Not less than the unit length Li (scenario 1), the train must accelerate all the time within the unit i and cannot accelerate to the maximum speed limit. If the train accelerates to the length L of the maximum speed limit of the unitcr1Not less than the unit length Li (scenario 2), the train must first accelerate to the maximum speed limit vi mThen, making uniform motion; and the speed of the train entering the unit i is 0. At the moment, the speed of the train is changed in the same category I, and only v needs to be changedi e0. In the group I, the maximum speed limit of the unit I is lower than the speed limit of the train at the unit I +1, so that the speed meeting the maximum speed limit of the unit I must meet the speed limit requirement of the unit I + 1.
In the group II shown in FIG. 2, the maximum speed limit of the train at the unit i is higher than the speed limit of the train at the unit i +1, and the speed of the train entering the unit i is lower than the speed limit of the train at the unit i + 1. The groupings can be divided into two categories by the speed at which the train leaves unit i: the speed of the train leaving the unit i is not 0. At the moment, if the train decelerates to the length L of the maximum speed limit of the unit i +1cr1Not less than the unit length Li (scenario 1), the train must be decelerated in the unit i until the unit i +1 maximum speed limit vi+1 m. If the train decelerates to the length L of the maximum speed limit of the unit i +1cr1Not less than the unit length Li, and the train accelerates to the maximum speed limit of the unit i and then decelerates to the maximum speed limit v of the unit i +1i+1 mTotal length L ofcr2Greater than the unit length Li (scenario 2), then to reduce the total train operating time, the train is first accelerated to some level below v within that unit ii mAfter the speed is reduced to vi+1 m(ii) a If the train is accelerated to the maximum speed limit of the unit i and then decelerated to the maximum speed limit v of the unit i +1i+1 mTotal length L ofcr2Less than cell length Li (scenario 3), the train is accelerated to v within that cell ii mThen the roller moves for a certain distance at a constant speed, and finally the roller is decelerated to vi+1 m. ② the speed is 0 when the train leaves the unit i. At the moment, the speed change of the train is similar to the class I, and only the order v is neededi l0. In the grouping II, the maximum speed limit of the unit i is larger than the speed limit of the train at the unit i +1, so that the train meets the maximum speed limit of the unit i +1 when the train runs at the unit i and needs to be guaranteed to leave.
In the group III shown in FIG. 2, the maximum speed limit of the train at the unit i is higher than the speed limit of the train at the unit i +1, and the speed of the train entering the unit i is lower than the speed limit of the train at the unit i + 1. The packets may be divided by the speed at which the train enters cell iThe method comprises the following two types: the speed when the train enters the unit i is not 0. At the moment, if the train accelerates to the length L of the maximum speed limit of the unit i +1cr1Not less than the unit length Li (scenario 1), the train accelerates in the unit i until the maximum speed limit v of the unit i +1i+1 m. If the train accelerates to the length L of the maximum speed limit of the unit i +1cr1Not less than the unit length Li, and the train accelerates to the unit i maximum speed limit and then decelerates to the unit i +1 maximum speed limit vi+1 mTotal length L ofcr2Greater than the unit length Li (scenario 2), the train accelerates in this unit i up to the maximum limit speed v for the unit ii mThen decelerated to the maximum speed limit v of the unit i +1i m. If the train accelerates to the maximum speed limit of the unit i and then decelerates to the maximum speed limit v of the unit i +1i+1 mTotal length L ofcr2Less than the unit length Li (scenario 3), the train first accelerates to v within that unit ii mThen the roller moves for a certain distance at a constant speed, and finally the roller is decelerated to vi+1 m(ii) a And secondly, the speed is 0 when the train enters the unit i. At the moment, the speed change of the train is similar to the class I, and only the order v is neededi e＝0。
The speed of the train entering and leaving unit i in the group IV in fig. 2 is both 0. The grouping belongs to the special condition of train operation, namely, when the train operates in a low-speed region, the speed of the train enters the unit is 0, and when the train leaves the unit, the speed is close to 0. At the moment, if the train accelerates to the length L of the maximum speed limit of the unitcr1Not less than the unit length Li (scenario 1), the train is first accelerated to some level below v within that unit ii mAfter the speed is reduced to vi+1 m. If the train accelerates to the length L of the maximum speed limit of the unitcr1Not less than the unit length Li (scenario 2), the train must first accelerate to the maximum speed limit vi mThen, the constant speed motion is carried out, and finally, the speed is reduced to 0.
Time ti required for train to pass through unit i and speed v of leaving uniti lSee figure 2 with accompanying calculation formula.
3) Train operation diagram drawing
According to the implementation basis of 1) to 2), each row is givenThe departure time and the line conditions of the train can be used for calculating the timetables of all trains operated in the railway system. If an operator needs to analyze the running condition of each section of train in the railway system, checking the train running chart is the most intuitive mode. Before drawing the operation diagram, a user designates any continuous section in the railway system, and the model can draw the operation condition of all trains passing through the section. The method arranges the corresponding joint points of the continuous sections to be drawn into a column vector P (pn) in sequence1,pn2,…pni…,pnn)T(in the formula, pniIndicating the number of nodes that need to be drawn). Then, the trains passing through the section are searched, and the operation conditions of the trains are drawn on the same graph.
2. Auxiliary train diagram optimization
At present, various methods exist for adjusting and optimizing a train operation diagram, but each method needs to ensure the safe operation of a train in a railway system. Generally, when designing a train schedule, the safe head distance of the trains in the same direction needs to be ensured. Therefore, the preliminary train schedule obtained by the finite element method needs to be optimally adjusted to satisfy the constraint. The application shows how to flexibly apply the finite element method for modeling and assist the result in safety adjustment. The auxiliary train operation diagram optimization comprises the following steps:
step 1: and judging whether the condition that two trains run in the same direction in the safe train distance range occurs in each train unit. And if two trains occur, performing the step 2.
Step 2: and (4) adjusting according to the priority of the trains, namely, the trains with low train number grades are trains with high train number grades to be avoided.
And step 3: and (3) executing the steps 1-2 until each train unit does not run in the same direction for two trains within the safe train distance range.
In the step 1, if the length of the train unit is smaller than the safe train distance, whether a train in the same direction exists in the combination range of the train unit with the safe train distance and a plurality of adjacent train units is judged; on the contrary, if the length of the train unit is larger than the safe train distance, whether the equidirectional train exists in the safe train distance range in the train unit is judged.
In the step 2, the specific implementation method of the train with the low priority train number grade and the high train avoidance number grade comprises the following steps: and fixing the running chart of the train with the high train number grade, and increasing the waiting time of the train with the low priority train number grade at a certain conflict station.
As shown in FIG. 3, the unit of the parameter is unified, the time unit is second, the speed unit is meter/second, and the acceleration unit is meter/second2(ii) a Next, the transit time for each cell is calculated. Specifically, the first step searches for the sequence of units that each train needs to pass through. Second step setting initial unit length LiAnd unit speed limit
Thirdly, matching the relation between the trains in the unit and the unit with the scene in the figure 2 according to the boundary condition of each train unit to obtain the time required by the train to pass through the unit i and obtain the real maximum speed limit of the train in the interval
And exit velocity
The fourth step is to update the maximum speed limit matrix of each unit, which is marked as vm′. Repeating the third to fourth steps until the speed in the interval is not changed, i.e. vm′＝vm. Finally obtaining a unit running time matrix T ═ (T) of the train1,...,tNp)TNp is the total number of train units; and then, drawing a train operation diagram through the calculated result and the line and train data.
The step of drawing the operation diagram of each train specifically comprises the following steps: the first step searches for train operation unit sequences of all the intervals. And secondly, determining the position of an important node on the railway section according to the train unit. And thirdly, searching the train passing through each train unit and obtaining the arrival and departure time schedule of the train. Fourthly, drawing a position-time curve of each train according to the timetable; and finally, readjusting the train operation diagram according to the actual operation requirement.
The application belongs to the technical field of railway transportation, and particularly relates to simulation of train operation conditions on a railway network and optimization of an auxiliary train operation diagram. The current analog simulation method is suitable for train behavior simulation of small-scale railway lines and cannot be applied to analog simulation of trains on a large-scale railway network. The application provides a method for simulating the train behavior in a railway network based on a finite element method, which is characterized in that the speed limit of a train in different intervals is different, the method of unit stepping combined iteration is used for calculating the speed of each train in each unit, and the positions of the train at different moments are calculated according to the speed; on the basis, an auxiliary operation diagram optimization method is further provided. The safe train operation diagram is obtained by adjusting the train distance between trains in each unit, and technical support can be provided for the optimization design of the railway system operation diagram.
The current simulation method is suitable for train behavior simulation of small-scale railway lines and cannot be applied to simulation of trains on large-scale railway lines. In addition, the current analog simulation method cannot capture the specific operation condition of the train in each section of the railway (the operation condition comprises the speed, the acceleration and the like of the train in the section), so that the train cannot be guided to operate in the section specifically. In actual railway operation, the invention can provide speed control of the running process of the train in the railway line, and has more guiding value in practice.
Although the present application has been described above with reference to specific embodiments, those skilled in the art will recognize that many changes may be made in the configuration and details of the present application within the principles and scope of the present application. The scope of protection of the application is determined by the appended claims, and all changes that come within the meaning and range of equivalency of the technical features are intended to be embraced therein.
Claims (9)
1. A method for simulating train operation is characterized in that: the method comprises the following steps:
1) abstracting stations and lines in an actual railway network into a graph network model G (S, E), wherein G is a graph set which comprises a station set S and a line interval set E, dividing any line interval E (E belongs to E) in the interval set E into N units, and recording the length of each running unit as Li(i 1.., N), then the length matrix on the line is: l ═ L (L)1,..,LN)T；
2) Setting the unit speed limit matrix on the line as
Calculating the speed group of each train at each unit;
3) and acquiring the actual path of the train in each unit according to the speed group-time relation of the train in each unit, and drawing a train operation diagram.
2. A method of simulating train operation according to claim 1, wherein: the length L/N of any interval dividing unit in the step 1) is greater than the length L of the traintrainUsing the Index NLtrainMeasured as/L, a closer the indicator to 0 indicates a higher feasibility of the train to consider as a particle, a lower error in the actual schedule.
3. A method of simulating train operation according to claim 1, wherein: the speed group comprising the driving-in speed
Maximum speed
And exit velocity
In the step 2), an iterative algorithm is adoptedCorrecting the entry speed in the cell i
Maximum speed
And exit velocity
4. A method of simulating train operation according to claim 3, wherein: the time acquisition comprises searching a unit sequence which needs to be passed by each train, and setting an initial unit length LiAnd unit speed limit
According to the boundary condition of each unit, the train in the unit is matched with the unit in a scene mode, the time required for the train to pass through the unit is obtained, and meanwhile the real maximum speed limit of the train is obtained
And exit velocity
Updating the maximum speed limit matrix of each unit, and recording the maximum speed limit matrix as vm′Repeating the above operations until vm′＝vm。
5. The method of simulating train operation of claim 4, wherein: the iterative algorithm comprises that when a certain train decelerates in the unit, if the unit length L is foundiIf not, according to the unit length LiThe speed of the train entering the unit is determined
Referred to as the correction speed; the maximum travel speed of the unit is modified to a correction speed,
solving the maximum running speed of the train passing through all the units to obtain a maximum running speed vector vm’＝(v1 m,v2 m,v3 m...vNp m)T(ii) a If v ism’And vmIs not equal to vm＝vm’(ii) a Repeating the above operations until vm＝vm’。
6. An auxiliary operation diagram optimization method is characterized in that: the method comprises the following steps:
step 1: judging whether the condition that two trains run in the same direction in the safe train distance range occurs in each train unit;
step 2: the train dispatching method comprises the steps that the train number grade is set before the train departs, the train in a station needs to be adjusted according to the train number grade, when a high-grade train stops in the station, a low-grade train stops and avoids, and the departure time of the low-grade train is later than that of the high-grade train;
and step 3: and (3) executing the steps 1-2 until each train unit does not run in the same direction for two trains within the safe train distance range.
7. The method of claim 6, wherein: the train number grades from high to low comprise a high-speed railway train, a rapid passenger train and a general passenger train.
8. The method of claim 6, wherein: in the step 1, if the length of the train unit is smaller than the safe train distance, whether a train in the same direction exists in the combination range of the train unit with the safe train distance and a plurality of adjacent train units is judged; on the contrary, if the length of the train unit is larger than the safe train distance, whether the equidirectional train exists in the safe train distance range in the train unit is judged.
9. The method of claim 6, wherein: in the step 2, the train with the low train number grade avoids the train with the high train number grade and comprises a running chart of the train with the fixed train number grade, and the waiting time of the train with the low priority train number grade at a certain conflict station is increased.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210029307.9A CN114368421B (en) | 2022-01-11 | 2022-01-11 | Train operation simulation method and auxiliary operation diagram optimization method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202210029307.9A CN114368421B (en) | 2022-01-11 | 2022-01-11 | Train operation simulation method and auxiliary operation diagram optimization method |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN114368421A true CN114368421A (en) | 2022-04-19 |
| CN114368421B CN114368421B (en) | 2022-10-21 |
Family
ID=81143522
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202210029307.9A Active CN114368421B (en) | 2022-01-11 | 2022-01-11 | Train operation simulation method and auxiliary operation diagram optimization method |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN114368421B (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115432037A (en) * | 2022-09-30 | 2022-12-06 | 同济大学 | Method and system for calculating maximum passing capacity of high-speed rail interval |
Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101859347A (en) * | 2010-05-26 | 2010-10-13 | 北京交通大学 | Method using intelligent hybrid model to describe operational process of high-speed train group |
| US20100305996A1 (en) * | 2007-09-27 | 2010-12-02 | Siemens Aktiengesellschaft | Method for Creating Timetables for Transportation Systems Taking Into Account Time Limits |
| JP2013112247A (en) * | 2011-11-30 | 2013-06-10 | Railway Technical Research Institute | Program, train performance curve preparation device, and results diagram estimating device |
| CN104240017A (en) * | 2014-09-01 | 2014-12-24 | 广州市地下铁道总公司 | Networking management method for urban rail transit line net |
| CN108932592A (en) * | 2018-07-12 | 2018-12-04 | 北京交通大学 | A kind of analysis method and device of train running scheme and route map of train |
| CN109229155A (en) * | 2018-08-29 | 2019-01-18 | 北京交通大学 | A kind of method that evading train operation deadlock state and train operation global optimization control method |
| CN110450825A (en) * | 2019-08-01 | 2019-11-15 | 西南交通大学 | Urban railway transit train progress control method |
| CN111527019A (en) * | 2018-02-16 | 2020-08-11 | 株式会社东芝 | Operation curve creation device, operation assistance device, and operation control device |
| CN113415322A (en) * | 2021-08-03 | 2021-09-21 | 东北大学 | High-speed train operation adjusting method and system based on Q learning |
-
2022
- 2022-01-11 CN CN202210029307.9A patent/CN114368421B/en active Active
Patent Citations (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20100305996A1 (en) * | 2007-09-27 | 2010-12-02 | Siemens Aktiengesellschaft | Method for Creating Timetables for Transportation Systems Taking Into Account Time Limits |
| CN101859347A (en) * | 2010-05-26 | 2010-10-13 | 北京交通大学 | Method using intelligent hybrid model to describe operational process of high-speed train group |
| JP2013112247A (en) * | 2011-11-30 | 2013-06-10 | Railway Technical Research Institute | Program, train performance curve preparation device, and results diagram estimating device |
| CN104240017A (en) * | 2014-09-01 | 2014-12-24 | 广州市地下铁道总公司 | Networking management method for urban rail transit line net |
| CN111527019A (en) * | 2018-02-16 | 2020-08-11 | 株式会社东芝 | Operation curve creation device, operation assistance device, and operation control device |
| CN108932592A (en) * | 2018-07-12 | 2018-12-04 | 北京交通大学 | A kind of analysis method and device of train running scheme and route map of train |
| CN109229155A (en) * | 2018-08-29 | 2019-01-18 | 北京交通大学 | A kind of method that evading train operation deadlock state and train operation global optimization control method |
| CN110450825A (en) * | 2019-08-01 | 2019-11-15 | 西南交通大学 | Urban railway transit train progress control method |
| CN113415322A (en) * | 2021-08-03 | 2021-09-21 | 东北大学 | High-speed train operation adjusting method and system based on Q learning |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115432037A (en) * | 2022-09-30 | 2022-12-06 | 同济大学 | Method and system for calculating maximum passing capacity of high-speed rail interval |
| CN115432037B (en) * | 2022-09-30 | 2023-08-04 | 同济大学 | Method and system for calculating maximum passing capacity of high-speed rail section |
Also Published As
| Publication number | Publication date |
|---|---|
| CN114368421B (en) | 2022-10-21 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| Yin et al. | Research and development of automatic train operation for railway transportation systems: A survey | |
| CN104881527A (en) | ATO (Automatic Train Operation) speed command optimization method of urban rail transit train | |
| Yang et al. | Optimizing trains movement on a railway network | |
| Hoogendoorn et al. | Modeling driver, driver support, and cooperative systems with dynamic optimal control | |
| CN110843870B (en) | Method for maintaining fixed capacity of high-speed railway network graph under abnormal event | |
| Jong et al. | Algorithms for generating train speed profiles | |
| Fernández-Rodríguez et al. | Balancing energy consumption and risk of delay in high speed trains: A three-objective real-time eco-driving algorithm with fuzzy parameters | |
| Yin et al. | Smart train operation algorithms based on expert knowledge and ensemble CART for the electric locomotive | |
| CN114368421B (en) | Train operation simulation method and auxiliary operation diagram optimization method | |
| Zhang et al. | Data-driven train operation models based on data mining and driving experience for the diesel-electric locomotive | |
| CN111785088B (en) | Double-layer collaborative optimization method for merging network vehicle ramps | |
| Bin et al. | Energy-efficient speed profile optimization for high-speed railway considering neutral sections | |
| CN106707765A (en) | Running-tracking, real-time optimization control method for high speed train | |
| CN109255492A (en) | A kind of real-time predicting method of the subway track based on Robust Strategies | |
| Qian et al. | A bidirectional quasi-moving block cellular automaton model for single-track railways | |
| Shangguan et al. | High-speed train platoon dynamic interval optimization based on resilience adjustment strategy | |
| Zhang et al. | Cavsim: A microscopic traffic simulator for evaluation of connected and automated vehicles | |
| Zhou et al. | Digital twin-based automatic train regulation for integration of dispatching and control | |
| Xu et al. | Simulations for train traffic flow on single-track railways with speed limits and slopes | |
| Gonzalez et al. | Increase of metro line capacity by optimisation of track circuit length and location: In a distance to go system | |
| Dong et al. | Iterative learning control for lane-changing trajectories upstream off-ramp bottlenecks and safety evaluation | |
| Wang et al. | Multi-objective optimization improved GA algorithm and fuzzy PID control of ATO system for train operation | |
| Xu et al. | Train movement simulation by element increment method | |
| Dong et al. | Lane-changing trajectory control strategy on fuel consumption in an iterative learning framework | |
| Brill et al. | Development and application of an intermodal mass transit simulation with detailed traffic modeling |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |