CN115204585A

CN115204585A - Single-line driving scheduling method and device based on virtual marshalling

Info

Publication number: CN115204585A
Application number: CN202210635055.4A
Authority: CN
Inventors: 罗宁炜; 段明杰
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2022-06-06
Filing date: 2022-06-06
Publication date: 2022-10-18

Abstract

The invention provides a single-line driving scheduling method and a single-line driving scheduling device based on virtual marshalling, wherein the method comprises the following steps: under the condition that a plurality of first trains run along a first running direction of a single-line and a plurality of second trains run along a second running direction of the single-line in an initial train planned running diagram, obtaining line information of the single-line, and virtually marshalling the plurality of first trains to obtain a virtual marshalling train set; optimizing the initial train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single line, and the expected concession station and the second historical operation diagram of each second train on the single line to obtain an optimal train planned operation diagram; and scheduling the virtual marshalling train set and the plurality of second trains according to the optimal train planning operation diagram. The invention realizes the virtual marshalling of a plurality of trains so as to improve the interval utilization rate and the transportation capacity of the single-track railway.

Description

Single-line driving scheduling method and device based on virtual marshalling

Technical Field

The invention relates to the technical field of rail transit, in particular to a single-line driving scheduling method and device based on virtual marshalling.

Background

Usually, urban railway lines mostly comprise single-line lines and double-line lines, the double-line lines can meet the requirement of simultaneous operation of uplink vehicles and downlink vehicles, and the single-line lines are in the same interval or the same block subarea and only allow one train to operate at the same time.

In the prior art, when the train meets the opposite train and crosses the train in the same direction, the meeting and crossing can be performed in the station or the avoidance line only by adopting a mode of blocking between stations or moving the blocks, so that each section of the single-line can only run one train, the intermediate station can be frequent, the utilization rate of partial sections of the single-line railway is low, and the transportation capacity is poor.

Therefore, how to increase the utilization rate of the section and the transportation capacity of the single-track railway is an important issue to be solved in the industry at present.

Disclosure of Invention

The invention provides a single-line railway running scheduling method and device based on virtual marshalling, which are used for overcoming the defects of poor interval utilization rate and low transportation capacity of a single-line railway in the prior art and improving the interval utilization rate and the transportation capacity of the single-line railway.

The invention provides a single-line driving scheduling method based on virtual marshalling, which comprises the following steps:

under the condition that a plurality of first trains run along a first running direction of a single-wire line and a plurality of second trains run along a second running direction of the single-wire line in an initial train plan running diagram, obtaining line information of the single-wire line, and carrying out virtual marshalling on the plurality of first trains to obtain a virtual marshalling train set;

optimizing the initial train planned operation diagram to obtain an optimal train planned operation diagram according to the line information, the number of first trains in the virtual marshalling train group, a first historical operation diagram of each first train on the single-line, and expected yield points and a second historical operation diagram of each second train on the single-line;

scheduling the virtual consist and the plurality of second trains according to the optimal train plan operation diagram;

the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal meeting giving time and the optimal meeting giving duration of each second train at the expected meeting giving station.

According to the single-line train dispatching method based on virtual marshalling provided by the invention, the initial train planned operation diagram is optimized according to the line information, the number of first trains in the virtual marshalling train group, a first historical operation diagram of each first train on the single-line, and expected yield points and a second historical operation diagram of each second train on the single-line, so as to obtain an optimal train planned operation diagram, and the method comprises the following steps:

analyzing the minimum meeting interval time of each yielding station on the single-line, the tracking interval time and the maximum running speed of the train in the virtual marshalling train group, the minimum departure interval time of the starting station and the minimum receiving interval time of the final station from the line information;

acquiring first historical vehicle information of each first train according to a first historical operating diagram of each first train, and acquiring second historical vehicle information of each second train according to a second historical operating diagram of each second train;

according to the minimum meeting interval time of each concession station on the single-line, the tracking interval time in the virtual marshalling train group, the maximum running speed of the train, the minimum departure interval time of the starting station and the minimum receiving interval time of the final station, the number of the first trains, the first historical vehicle information of each first train, the second historical vehicle information of each second train and the expected concession station, the initial train planning operation diagram is optimized.

According to the single-line driving scheduling method based on the virtual marshalling, the first historical vehicle information of each first train comprises the historical running speed and the historical running duration of each first train in each section of the single-line, the train length and the emergency braking distance;

the second historical vehicle information of each second train comprises the historical running speed and the historical running time of each second train in each section of the single-line, the historical concession time and the historical concession start-stop time of each expected concession station, the train length and the emergency braking distance.

According to the single-line train dispatching method based on the virtual marshalling, the optimization of the initial train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single-line, the expected yield point of each second train on the single-line and the second historical operation diagram comprises the following steps:

analyzing the number of tracks of each concession station in the single-line from the line information, and determining the minimum number of tracks in the single-line;

when the minimum track number is smaller than the target track number, optimizing the initial train planned operation diagram according to the line information, the number of the first trains, the first historical operation diagram of each first train, and the expected concession station and the second historical operation diagram of each second train; wherein the target number of tracks is determined based on the number of the first trains.

According to the single-line driving scheduling method based on virtual marshalling provided by the invention, the method further comprises the following steps:

when the minimum number of the tracks is larger than or equal to the target number of the tracks, determining whether the number of unoccupied tracks in the target concession station corresponding to the minimum number of the tracks is smaller than the target number of the tracks;

and under the condition that the number of unoccupied station tracks in the target concession station is less than the number of the target station tracks, optimizing the initial train plan operation diagram according to the line information, the number of the first trains, the first historical operation diagram of each first train, and the expected concession station and the second historical operation diagram of each second train.

According to the single-line driving scheduling method based on virtual marshalling, the method further comprises the following steps:

performing virtual marshalling on the plurality of second trains under the condition that the number of unoccupied track tracks in the target concession station is greater than or equal to the number of the target track;

and scheduling the first trains to cooperatively operate along the single-line in a virtual marshalling mode, and scheduling the second trains to cooperatively lead the first trains in the virtual marshalling mode.

According to the single-line train dispatching method based on the virtual marshalling, the line information comprises the minimum inter-train crossing time of each concession station, the tracking inter-train crossing time and the maximum train running speed in a virtual marshalling train group, the minimum inter-train crossing time of an origin station and the minimum inter-train crossing time of a final station, the line grade, the number of main lines, the slope limit, the minimum curve radius, the traction type, the locomotive type, the effective length of the arrival line, the blocking type, the interlocking type, the train marshalling configuration, the traction quality and the locomotive crossing strategy.

The invention also provides a single-line driving scheduling device based on virtual marshalling, which comprises:

the train planning method comprises a first obtaining module, a second obtaining module and a third obtaining module, wherein the first obtaining module is used for obtaining line information of a single line when a plurality of first trains run along a first running direction of the single line and a plurality of second trains run along a second running direction of the single line in an initial train planning running diagram, and carrying out virtual marshalling on the plurality of first trains to obtain a virtual marshalling train set;

a second obtaining module, configured to optimize the initial train planned operation diagram according to the line information, the number of first trains in the virtual marshalling train group, a first historical operation diagram of each first train on the single-line, and an expected yield point and a second historical operation diagram of each second train on the single-line, so as to obtain an optimal train planned operation diagram;

the dispatching module is used for dispatching the virtual marshalling train set and the plurality of second trains according to the optimal train planning operation diagram;

the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal yield time and the optimal yield duration of each second train at the expected yield station.

The invention also provides an electronic device, which comprises a memory, a processor and a computer program stored on the memory and capable of running on the processor, wherein the processor executes the program to realize the virtual marshalling-based single-line driving dispatching method.

The present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which, when executed by a processor, implements a virtual consist based single line driving scheduling method as any of the above.

The present invention also provides a computer program product comprising a computer program which, when executed by a processor, implements a method of virtual consist based single line driving scheduling as described in any of the above.

The single-line train scheduling method and device based on virtual marshalling provided by the invention optimize an initial train plan operation diagram by virtually marshalling a plurality of first trains and synthesizing various information such as line information, historical operation diagrams of the first trains on the single-line, expected yield stations and historical operation diagrams of the second trains on the single-line and the like, so as to quickly and accurately obtain an optimal train plan operation diagram, and schedule the first trains and the second trains in a virtual marshalling mode according to the optimal train plan operation diagram, so that on one hand, the train can have the shortest time, the train departure time interval and the train average turnaround time in the whole train scheduling process while ensuring the train operation safety and the first trains to pass preferentially, and the transportation capacity of the line is effectively improved; on the other hand, a plurality of trains can be operated in the same interval in the same time period through the virtual marshalling of the plurality of first trains, the operation interval between the trains is effectively shortened, and a plurality of second trains can simultaneously carry out multi-train concession at the intermediate concession station, so that the safety of tracking the interval in the virtual marshalling group is ensured, and the interval utilization rate is effectively improved.

Drawings

In order to more clearly illustrate the technical solutions of the present invention or the prior art, the drawings needed for the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.

FIG. 1 is a schematic flow chart of a virtual marshalling-based single-wire traffic scheduling method according to the present invention;

fig. 2 is a schematic structural diagram of a line a in the virtual marshalling-based single-line vehicle scheduling method provided by the invention;

fig. 3 is a schematic structural diagram of train organization operation in the virtual consist-based single-line train scheduling method provided by the invention;

FIG. 4 is a second flowchart of the virtual marshalling-based single-wire traffic scheduling method according to the present invention;

fig. 5 is a schematic diagram of simulation results of a single-line driving dispatching method in the prior art;

fig. 6 is a second simulation result diagram of the single-line driving dispatching method in the prior art;

fig. 7 is one of schematic simulation results in the virtual marshalling-based single-line driving dispatching method provided in the present invention;

fig. 8 is a second schematic diagram of simulation results in the virtual marshalling-based single-wire line dispatching method according to the present invention;

fig. 9 is a third schematic diagram of simulation results in the single-line driving dispatching method based on virtual grouping according to the present invention;

FIG. 10 is a fourth schematic diagram illustrating simulation results in the single-track driving dispatching method based on virtual grouping according to the present invention;

fig. 11 is a fifth schematic diagram of simulation results in the virtual marshalling-based single-wire-line driving dispatching method provided by the invention;

fig. 12 is a sixth schematic diagram of simulation results in the virtual grouping-based single-line driving scheduling method according to the present invention;

fig. 13 is a seventh schematic diagram of simulation results in the virtual grouping-based single-line driving scheduling method according to the present invention;

fig. 14 is an eighth schematic diagram illustrating simulation results in the virtual grouping-based single-wire driving dispatching method according to the present invention;

FIG. 15 is a ninth illustration of simulation results in the virtual grouping-based single-wire driving dispatching method according to the present invention;

fig. 16 is a ten-point diagram illustrating simulation results in the virtual grouping-based single-line driving dispatching method according to the present invention;

fig. 17 is an eleventh schematic diagram illustrating simulation results in the virtual grouping-based single-wire driving scheduling method according to the present invention;

fig. 18 is a twelve schematic diagram of simulation results in the virtual grouping-based single-wire driving scheduling method according to the present invention;

fig. 19 is a schematic structural diagram of a single-line vehicle dispatching device based on virtual marshalling provided by the invention;

fig. 20 is a schematic structural diagram of an electronic device provided by the present invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention clearer, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is obvious that the described embodiments are some, but not all embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.

In the traditional single-track railway operation organization mode, only one trolley can pass through a single track railway section. The intermediate station concession mode adopts that each concession station needs concession, an empty vehicle is parked at the siding of the concession station, the load-carrying vehicle directly passes through the concession station without stopping, the empty vehicle is started to run to the siding of the next concession station to park and wait for the load-carrying vehicle to pass through, so that the interval utilization rate of the single-track railway is low and the transport capacity is low. For example, the railway line a is divided into three sections, a single-track railway section from a-site to k-site, a double-track railway section from k-site to p-site, and a single-track railway section from p-site to r-site. The railway line A is formed by a single-track railway and a double-track railway together, and each section of the single-track railway can only run one train, so that the utilization rate of the sections of the single-track railway is low, and the transportation efficiency is low. For example, the number of transport trains in a railway line a per day is small, such as only 40 pairs, and the annual transport capacity is low, such as 5500 ten thousand tons, and the actual operation capacity cannot meet the requirement of the expected annual transport capacity, such as 6000 ten thousand tons. Therefore, how to improve the transportation capability and the utilization rate between sections becomes an urgent problem to be solved in the industry.

In order to solve the problems of low utilization rate of single-track railway lines, frequent intermediate stations and insufficient transportation capacity caused by the problems of the need of separate marshalling and marshalling among different lines, the embodiment provides a single-track line train scheduling method based on virtual marshalling, which virtually marshalls a plurality of first trains, and formulates an optimal train operation diagram according to line information, the number of the first trains in the virtual marshalling and a historical operation diagram of the trains, so that a plurality of vehicles can operate in the same interval at the same time, the mode that a plurality of vehicles can be let at the intermediate stations at the same time shortens the let-off frequency, shortens the departure intervals of the vehicles and the tracking intervals among the trains in the interval operation process, and improves the line utilization rate, the transportation capacity of the lines and the transportation efficiency.

It should be noted that the execution subject of the method may be an electronic device, a component in an electronic device, an integrated circuit, or a chip. The electronic device may be a mobile electronic device or a non-mobile electronic device. For example, the mobile electronic device may be a mobile phone, a tablet computer, a notebook computer, a palm computer, a vehicle-mounted electronic device, a wearable device, an ultra mobile personal computer, and the like, and the non-mobile electronic device may be a server, a network-attached storage, a personal computer, and the like, and the invention is not particularly limited.

The virtual consist-based single-wire line driving scheduling method of the present invention is described below with reference to fig. 1 to 18. As shown in fig. 1, the method comprises the steps of:

step 101, when a plurality of first trains run along a first running direction of a single-line and a plurality of second trains run along a second running direction of the single-line exist in an initial train plan running diagram, obtaining line information of the single-line, and virtually marshalling the plurality of first trains to obtain a virtual marshalling train set;

the first train is a loading train, specifically comprises a long and large freight train or a ten-thousand-ton freight train and the like, and the second train is an empty train.

The initial train planned operation diagram is an unoptimized train planned operation diagram and only contains basic information of train operation, such as a first train, an operation direction and an operation line of a second train and the like.

The first running direction and the second running direction are uplink and downlink directions of each other on the same single-wire line, for example, the first running direction is the uplink direction of the single-wire line, and the second running direction is the downlink direction of the single-wire line.

The route information includes various information of the single-wire route, including but not limited to a restriction condition for the vehicle to operate on the route and attribute information of the route body, which is not specifically limited in this embodiment.

The virtual marshalling is that the rear train acquires the running state of the front train to control the running of the rear train through direct wireless communication between the trains, so that the multi-train coordinated running mode with the same speed and extremely small intervals is realized through the wireless communication. Based on the virtual grouping mode, a plurality of first trains can be grouped at the starting station.

The number of first trains in the virtual formation may be specifically determined according to the route information. The optimal grouping number and the yielding mode are selected according to the actual situation of the line, and the driving scheduling scheme which is most suitable for the line is further obtained.

For example, as shown in fig. 2, for a terminal station r of a line a, which includes 5 arrival lines and cannot receive and send out 2 or more trains in a short time, a first train can be selected to perform a virtual formation, and accordingly, a second train is also determined to be 2, so as to form a transportation organization scheme in which 2 second trains of an intermediate station are respectively allowed at two stations; for other routes, 3 first trains and 3 second trains, 4 first trains and 4 second trains, and the like may be selected, which is not specifically limited in the present embodiment.

Optionally, an initial train plan operation diagram is obtained, the operation directions of a plurality of first trains and a plurality of second trains are obtained from the initial train plan operation diagram, and when the operation directions of the first trains and the second trains are the uplink and downlink directions on the same single-line, the line information of the single-line is obtained in real time, and a plurality of first trains are virtually marshalled at the starting station of the single-line, so that the plurality of first trains can cooperatively operate in a virtual marshalling manner at the starting station of the single-line.

102, optimizing the initial train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, a first historical operation diagram of each first train on the single-line, and an expected yield point and a second historical operation diagram of each second train on the single-line to obtain an optimal train planned operation diagram; the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal yield time and the optimal yield duration of each second train at the expected yield station.

The historical operation diagram comprises recorded data (LKJ data for short) of a train operation monitoring recording device when a train is scheduled in a historical period according to a traditional inter-station blocking or moving blocking mode; the driving information of the train in the historical period, the attribute information of the train body and the like can be acquired according to the LKJ data.

The expected concession station of each train is selected and obtained for the user according to the actual requirement; it should be noted that two adjacent second trains can give way at the same concession station, or can give way at two adjacent concession stations, specifically determined according to the number of unoccupied stations in the single-line.

For example, taking a two-train formation as an example, a first train in the uplink direction of the a-railway is subjected to a two-train virtual formation, and two second trains are sequentially sent out to wait at two concession stations respectively. And after the plurality of first trains in the virtual marshalling pass, starting the second train to directly pass through the next concession station, and stopping at the siding of the next concession station to wait for the plurality of first trains in the virtual marshalling to pass.

Optionally, after the route information, the number of the first trains, the first historical working diagram of each first train on the single-line route, and the expected concession station and the second historical working diagram of each second train on the single-line route are obtained, the initial train planned working diagram can be optimized according to the route information, the number of the first trains, the first historical working diagram of each first train, and the expected concession station and the second historical working diagram of each second train, so as to ensure that the train can have the shortest time, the train departure time interval can be the shortest, and the average turnaround time of the train can be the shortest while ensuring the train running safety and the first train to pass preferentially; the method may further include performing data processing on one or more of the route information, the number of the first trains, the first historical working diagram of each first train, and the expected concession station of each second train and the second historical working diagram, and then optimizing the initial train planned working diagram according to the processed data, which is not specifically limited in this embodiment.

The processing mode includes rounding the data, such as rounding up, fitting, and the like, and is used for simplifying calculation and improving calculation efficiency.

And finally, obtaining an optimal train plan operation diagram according to the optimization result, and further obtaining the optimal departure time and the optimal departure interval of each first train, and the optimal departure time, the optimal departure interval, the optimal meeting time and the optimal meeting time length of each second train.

And 103, scheduling the virtual marshalling train set and the plurality of second trains according to the optimal train planning operation diagram.

As shown in fig. 3, after the optimal planned train operation diagram is obtained, a plurality of first trains can be scheduled to be dispatched in a virtual marshalling manner under the condition that the optimal dispatching time of the first train is reached, and the first trains in the virtual marshalling do not stop in a single line and directly pass through the concession station; and after one scheduling cycle is completed, periodically scheduling a plurality of first trains in the virtual formation for coordinated departure at the optimal departure intervals of the first trains according to the scheduling method again.

Meanwhile, when the optimal departure time of each second train is reached, each second train is scheduled to respectively depart, and when each second train reaches the optimal giving time, each second train is scheduled to respectively give way at the corresponding expected giving-way station; and when the duration time reaches the optimal time length, rescheduling the second train to drive. And after one dispatching cycle is finished, periodically dispatching a plurality of second trains for departure at the optimal departure interval of each second train according to the dispatching method.

The driving mode of the second train may be an inter-station blocking mode or a moving blocking mode, and the present embodiment is not particularly limited thereto.

In the embodiment, a plurality of first trains are virtually marshalled, line information, historical operating diagrams of the first trains on single-line lines, expected concession stations of second trains on single-line lines, historical operating diagrams and other information are integrated, an initial train planned operating diagram is optimized to quickly and accurately obtain an optimal train planned operating diagram, and the first trains are dispatched and the second trains are dispatched in a virtual marshalling mode according to the optimal train planned operating diagram, so that on one hand, the train can have the shortest time, the train departure time interval is the shortest, the average train turnover time is the shortest and the transport capacity of the lines is effectively improved in the whole train dispatching process when the train operation safety and the first trains pass preferentially; on the other hand, a plurality of trains can be operated in the same interval in the same time period through the virtual marshalling of the first trains, the operation interval between the trains is effectively shortened, and a plurality of second trains can be subjected to multi-train concession at the intermediate concession station at the same time, so that the interval utilization rate is effectively improved while the safety of tracking intervals in the virtual marshalling group is ensured.

In some embodiments, the optimizing the initial train planned operation diagram according to the route information, the number of first trains in the virtual consist, the first historical operation diagram of each first train on the single-line, and the expected yield point and the second historical operation diagram of each second train on the single-line to obtain an optimal train planned operation diagram includes: analyzing the minimum meeting interval time of each yielding station on the single-line, the tracking interval time and the maximum running speed of the train in the virtual marshalling train group, the minimum departure interval time of the starting station and the minimum receiving interval time of the final station from the line information; acquiring first historical vehicle information of each first train according to a first historical operating diagram of each first train, and acquiring second historical vehicle information of each second train according to a second historical operating diagram of each second train; according to the minimum meeting interval time of each concession station on the single-line, the tracking interval time in the virtual marshalling train group, the maximum running speed of the train, the minimum departure interval time of the starting station and the minimum receiving interval time of the final station, the number of the first trains, the first historical vehicle information of each first train, the second historical vehicle information of each second train and the expected concession station, the initial train planning operation diagram is optimized.

The minimum meeting interval time is used for limiting the meeting interval time between two adjacent vehicles so as to ensure the safety of meeting; the configuration is carried out according to the actual requirement, such as 2 minutes, namely 2min.

The tracking interval is the running interval of two trains in the same direction in an inter-station interval in the interval; the interval time of the tracked trains in the virtual marshalling can be determined according to the actual situation of the line, for example, the marshalling needs 4.5min after the multi-train marshalling needs to start from different station tracks. The tracking interval for the first two vehicle consists is 2min, the first two vehicles are separated by 2min for three vehicles, the second third interval is 4.5min, and so on.

The trace interval time within a virtual consist is used to ensure the security of the trace interval within the virtual consist.

The minimum departure interval time of the starting station is used for limiting the interval time for calling the train to depart in the adjacent period so as to ensure the running safety of the train;

the minimum train receiving interval time of the terminal station is used for limiting the interval time of calling the train to enter the station in the adjacent period so as to ensure the running safety of the train;

optionally, the step of optimizing the initial train plan operation diagram in step 102 specifically includes: firstly, analyzing the minimum meeting interval time, the tracking interval time in the virtual marshalling, the maximum running speed of a train, the minimum departure interval time of a starting station and the minimum receiving interval time of a final station from line information;

meanwhile, first historical vehicle information of each first train can be obtained by analyzing the historical operating diagrams of each first train, and second historical vehicle information of each second train can be obtained by analyzing the historical operating diagrams of each second train;

and then, optimizing the initial train planned operation diagram to obtain the optimal train operation diagram which meets the requirements of the train operation safety, the shortest train departure time interval and the shortest average turnover time of the trains at the same time.

Compared with the prior art that the length of a single-track arrival-departure line is short, each section can only run one train, and the utilization rate of the single-track interval is low, the virtual marshalling technology is adopted in the embodiment, the positions of the trains can be tracked in real time, accurate positioning is realized, and the safety of the tracking interval in the virtual marshalling group is effectively ensured.

In some embodiments, the first historical vehicle information of each first train comprises a historical operating speed and a historical operating time of each first train in each section of the single-wire line, and a train length and an emergency braking distance; the second historical vehicle information of each second train comprises the historical running speed and the historical running time of each second train in each section of the single-line, the historical concession time and the historical concession start-stop time of each expected concession station, the train length and the emergency braking distance.

For each first train, the historical operating speed of the first train in each section of the single-line and the historical operating time of the first train in each section are obtained by fitting LKJ data in a historical operating diagram; the train length and the emergency braking distance may be pre-configured in the historical operating map of the first train.

For each second train, the historical operating speed of the second train in each section of the single-line, the historical operating duration in each section, and the historical concession duration and the historical concession starting and ending time of each expected concession station are obtained by fitting LKJ data in a historical operating diagram; the train length and the emergency braking distance may be pre-configured in the second train's historical operating map.

In the embodiment, through fitting LKJ data in the historical working diagram, historical vehicle information of the train can be quickly and accurately obtained, reliable input parameters are further provided for optimizing the initial train planned working diagram, the performance of the optimized train planned working diagram is effectively improved, the train can be made to have the shortest time, the shortest train departure time interval and the shortest average turnover time of the train to the maximum extent while the train is safe to operate, and further the line transportation capacity is achieved.

In some embodiments, said optimizing said initial train planned operation plan based on said route information, the number of first trains within said virtual consist, and a first historical movement diagram of each first train on said single line, and an expected yield stop and a second historical movement diagram of each second train on said single line, comprises: analyzing the number of tracks of each concession station in the single-line from the line information, and determining the minimum number of tracks in the single-line; when the minimum track number is smaller than the target track number, optimizing the initial train planned operation diagram according to the line information, the number of the first trains, the first historical operation diagram of each first train, and the expected concession station and the second historical operation diagram of each second train; wherein the target number of tracks is determined based on the number of the first trains.

The line information also comprises the number of tracks of each concession station;

optionally, the step of optimizing the initial train plan operation diagram in step 102 specifically includes the following steps:

firstly, after line information is acquired, analyzing the number of tracks of each concession station from the line information;

then, comparing the number of the tracks of each concession station, and selecting a target concession station corresponding to the minimum number of the tracks;

adding 1 to the number of the first trains in the virtual marshalling to determine the number of the target tracks;

then, judging whether the minimum number of tracks is smaller than the target number of tracks, and representing that the number of usable tracks of the target concession station is insufficient under the condition that the minimum number of tracks of the target concession station is smaller than the target number of tracks, wherein a plurality of second trains need to stop at different concession stations respectively to conceive; in order to ensure the driving safety and not directly schedule a plurality of first trains and a plurality of two second trains, the initial train planned operation diagram is optimized according to the route information, the number of the first trains, the historical operation diagram of each first train and the expected concession station and historical operation diagram of each second train, so as to obtain an optimal train planned operation diagram, and the plurality of first trains and the plurality of second trains are scheduled according to the optimal train planned operation diagram, so that the train can have the shortest time, the train departure time interval is the shortest and the average turnover time of the trains is the shortest while ensuring the train operation safety and the first trains to pass preferentially, and the transportation capacity and the interval utilization rate of the routes are effectively improved.

The following describes the optimization procedure of the train plan operation diagram, taking the case where the virtual formation includes two first trains and the mode is two-to-two, i.e. the second train is also two.

As shown in fig. 4, first, line information of a single line is obtained, a minimum number of tracks in the line is determined according to the line information, whether the minimum number of tracks is greater than or equal to 3 is judged, and if the minimum number of tracks is less than 3, a plurality of first trains are virtually marshalled, and a plurality of second trains wait for a scheduling scheme to be given away at different side lines respectively; and determining the number of concession stations and the optimal formation concession mode, and optimizing the initial train planned operation diagram to obtain an optimal train planned operation diagram so as to optimize the transportation capacity of the single line.

For example, for a station f and a station g in a route a, only two stations have two tracks, the number of applicable tracks is insufficient, the trains cannot be simultaneously conceded at the same concession station, an initial train plan operation diagram needs to be optimized to determine concession times of different second trains at different concession stations, so that 2 first trains virtually marshalled do not stop and directly pass through the concession station, and when the concession times are reached, the 2 second trains respectively wait at different concession station side lines; after the first train leaves the concession station, 2 second trains are respectively started to arrive at the lateral line of the next concession station for waiting, and the transportation capacity of the single-line is effectively improved in a multi-marshalling and multi-train concession mode.

In some embodiments, the method further comprises: when the minimum number of the tracks is larger than or equal to the target number of the tracks, determining whether the number of unoccupied tracks in the target concession station corresponding to the minimum number of the tracks is smaller than the target number of the tracks; and under the condition that the number of unoccupied station tracks in the target concession station is less than the number of the target station tracks, optimizing the initial train plan operation diagram according to the line information, the number of the first trains, the first historical operation diagram of each first train, and the expected concession station and the second historical operation diagram of each second train.

Optionally, in order to ensure driving safety when it is determined that the minimum number of tracks is greater than or equal to the target number of tracks, it is further required to perform a step of determining whether a track operation occupied for a long time exists in the target concession station, and whether the number of unoccupied tracks is less than the target number of tracks;

and under the conditions that occupied tracks exist in the target concession station and the number of the unoccupied tracks is less than that of the target tracks, the available tracks representing the target concession station are still insufficient, and a plurality of second trains need to be stopped at different concession stations respectively to conceive. In this case, in order to ensure driving safety, the initial train planned operation diagram needs to be optimized according to the route information, the number of the first trains, the historical operation diagram of each first train, and the expected concession station and the historical operation diagram of each second train, so as to obtain an optimal train planned operation diagram, and a plurality of first trains and a plurality of second trains are scheduled according to the optimal train planned operation diagram, so that the train can have the shortest time, the shortest train departure time interval and the shortest average turnaround time of the train while ensuring that the train runs safely and the first trains pass preferentially, and the transportation capacity and the interval utilization rate of the route are effectively improved.

In some embodiments, the method further comprises: performing virtual marshalling on the plurality of second trains under the condition that the number of unoccupied track tracks in the target concession station is greater than or equal to the number of the target track;

Optionally, when no track occupied for a long time exists in the target concession station, or the number of unoccupied tracks is less than the number of the target tracks, the number of available tracks representing the target concession station is sufficient, and a plurality of second trains can be stopped synchronously on different tracks of the same target concession station to conceive. In this case, a plurality of first trains may be virtually marshalled, and a plurality of second trains may be virtually marshalled, so that the plurality of first trains cooperatively operate along a single line in a virtual marshalling manner, and the plurality of second trains cooperatively stop and yield at the same expected yield station in a virtual marshalling manner without stopping at the yield station.

Compared with the existing single-track railway, the single-track railway has the defects of blocking between single-track stations and limitation of station-giving capacity, the virtual marshalling technology can enable a plurality of trains to be tracked into the same section in the same direction, the time-giving intervals and sending intervals of a plurality of second trains are further reduced, the number of times of giving is reduced, and the section utilization rate and the transportation capacity of the single-track railway are improved.

The following describes the optimization procedure of the planned operation diagram of the train in the present example, in which the virtual formation includes two first trains and the mode is two-to-two, i.e., the second train is also two.

As shown in fig. 4, when there is no track occupied for a long time in the target concession station, or the number of unoccupied tracks is greater than or equal to 3, a plurality of first trains are virtually marshalled, and a plurality of second trains are virtually marshalled, so that the plurality of first trains cooperatively operate along the single line in a virtual marshalling manner, and the plurality of second trains cooperatively stop in the same concession station in a virtual marshalling manner without stopping at the concession station, thereby optimizing the transportation capacity of the single line.

In some embodiments the route information includes a minimum inter-meeting time for each concession stop, a tracking inter-meeting time and a maximum train speed within the virtual consist, a minimum inter-departure time for the origin and a minimum inter-arrival time for the destination, as well as route grade, number of positive lines, grade limits, minimum curve radius, type of draw, type of locomotive, effective length of arrival line, type of occlusion, type of interlock, train consist configuration, quality of draw, and locomotive routing strategy.

The minimum vehicle-meeting interval of each concession station is used for limiting the minimum interval between the concession times of any two vehicles in each concession station, so that the phenomenon that two vehicles conflict when concession is caused is avoided, and the driving safety is influenced;

the line grade is a grade divided according to the importance and/or the type of the line; such as class i non-electrified railways; the line grades can be divided into I-grade railways playing a backbone role in a railway network, II-grade railways playing a role in connection and assistance in the railway network, III-grade railways with local significance and the like according to importance.

The number of positive lines is the number of positive lines, such as a single line.

The slope limit comprises an ascending slope limit and a descending slope limit of the line, and is determined according to the actual condition of the line, such as 6 per thousand of ascending and 4 per thousand of descending.

The minimum curve radius is the radius of an arc line at a curve of the line, and is determined according to the actual condition of the line, such as 400m.

The traction type includes an internal combustion locomotive, a power electric locomotive and the like.

Locomotive types include DF4D type, DF8B type, HXN3 type.

The effective length of the arrival and departure line is the maximum length capable of parking a goods train without influencing the operation of an adjacent station track, and is determined according to the actual condition of the line, such as 1050m.

The blocking types comprise automatic inter-station blocking and semi-automatic blocking, for example, the automatic inter-station blocking is carried out between a station A and a station B in a single-line, the semi-automatic blocking is carried out between the station B and the station C, and the semi-automatic blocking is carried out between a station D and a station E;

the interlock type comprises computer interlock and electric centralized interlock, and is determined according to the actual condition of the line.

The number of the marshallable trains which are marshalled into different types of trains, such as a common freight train C64, is 66; c70, the number of the marshallable trains is 58; C70E, 58 marshallable trains are formed; and C80, forming 54 marshallable trains.

The traction quality of different types of trains, such as a normal freight train 6000t, is different.

The locomotive intersection is a fixed section of the locomotive serving as a train traction task and an application mode of the locomotive, and can be divided into a shoulder loop operation intersection, a semi-cycle operation intersection and a cycle operation intersection according to different application modes of the locomotive. For example, a semi-cycle locomotive is used between the station A and the station B, and the station A and the station B are serviced once every two round trips and uplink to the south station of the yellow Ye.

In the embodiment, various information in the route information is acquired to provide rich information for formulating the optimal train plan operation diagram, so that the optimal train plan operation diagram is acquired more accurately and rapidly, and the train dispatching efficiency and the route transportation capacity are improved.

In order to further verify the effectiveness of the virtual grouping-based single-line driving scheduling method according to the present embodiment, the virtual grouping-based single-line driving scheduling method according to the present embodiment is evaluated by combining with a specific example.

The single-track railway considers that only one train of vehicles is accessed or sent out at the starting station at the same time, the average departure interval of the starting station directly reflects the transport capacity of the whole line in unit time, and the average departure interval of the starting station is used as a transport capacity reference item for comparison.

The method for scheduling a single-lane driving based on virtual grouping according to this embodiment is explained by taking the lane a shown in fig. 2 as an example.

As shown in fig. 5 and 6, a historical operation curve is formed by the recorded data of the train operation monitoring and recording device, i.e. the LKJ data, when the second train performs the train dispatching in the conventional inter-station blocking or moving blocking manner in the historical period.

In this scenario, when the second train is in a meeting, the second train needs to be stopped at the siding first and then started, and the process reduces the running speed of the second train. Although the running efficiency is higher as the number of times of train dispatching is smaller, the opposite running time of the second train interferes with the train dispatching time of the first train, so that the optimal train planned running chart is obtained in an optimized mode through the combination of the line information, the historical running chart of each first train on the single-line, and the expected station-giving and historical running chart of each second train on the single-line, so that the train dispatching time is shortest, the train dispatching time interval is shortest, and the average train turnover time is shortest in the whole train dispatching process.

As shown in fig. 7 and 8, when the traveling direction of the first train is a downward direction and the first train performs train scheduling in a conventional inter-station block or moving block manner in a historical period, a historical operating curve is formed according to the LKJ data;

TABLE 1 historical vehicle information for the first train

From the better data in the historical operating curves of fig. 7 and 8, historical vehicle information for the first train can be obtained, as shown in table 1.

And carrying out upward rounding operation on the section running time of the first train to obtain the running time of the first train in each section as [13,10, 8,9,11 and 12].

As shown in fig. 5 and 6, historical vehicle information of the second train obtained from the historical operation curve of the second train is shown in table 2, in order to obtain the historical operation curve formed by the LKJ data of the second train when the train is dispatched by the one-to-one station blocking method in the prior art.

TABLE 2 History vehicle information for the second train under one-to-one inter-station block mode

And carrying out upward rounding operation on the section operation time length of the second train to obtain the operation time lengths of the second train in each section, wherein the operation time lengths of the second train in each section are [10, 17, 15,14, 14, 14,10 ].

According to the vehicle information of the first train and the second train in tables 1 and 2, if the trains are scheduled by adopting the prior art, the turnaround time of the trains on the line is 214min, the turnaround time is longer, and the transportation capability is poor.

For the first example in this application, two first trains in a first direction of travel may be virtually marshalled, yielding in a manner of 2 to 2 yielding at two stops, respectively. Wherein the second train comprises a1 train and b1 train.

For a1 car at the desired yield station at e, g, and i stations, as shown in fig. 9, a historical operating curve is formed from LKJ data for the a1 car.

From the historical operating curve shown in fig. 9, historical vehicle information of the a1 vehicle can be obtained, as shown in table 3.

TABLE 3 a1 historical vehicle information for the vehicle

For b1 cars that are scheduled to stop at the f, h and j stations at the desired concession station, as shown in fig. 10, historical operating curves are formed based on LKJ data of the b1 cars.

TABLE 4 b1 historical vehicle information for the vehicle

From the historical operating curves of fig. 10, historical vehicle information of the b1 vehicle can be obtained, as shown in table 4.

The interval running time length in table 1, table 3 and table 4 is rounded up, and the following results can be obtained: the interval running time of the first train is [13,10, 8,9,11,12]; a1, the interval running time of the vehicles is [12,15,12, 11,12,9]; b1 the interval running time of the vehicles is [10,12,14,10,12 ].

Accordingly, the initial train planned operation diagram is optimized according to the processed historical vehicle information and route information of the first train and the second train, and an optimal train planned operation diagram can be obtained, as shown in fig. 11.

As shown in fig. 11, the intervals of the second trains have the time lengths of [11, 13, 12,12, 16, 12], respectively, and the optimal inter-train distance of the first trains in the virtual marshalling in two adjacent periods is 56 min/2; the average departure bay of the first train in the virtual consist is 28 min/1; the total turnover time of the two-vehicle virtual marshalling is 199min, the average turnover time is 99.5min, and compared with the prior art that vehicles are dispatched in a one-to-one inter-station blocking mode, the two-vehicle virtual marshalling transportation capacity is improved by 28.5% by adopting a virtual marshalling mode and a two-to-two club yielding mode in the application.

For the second example in this application, three first trains in the first direction of travel may be virtually grouped, yielding in 3-to-3 fashion at three stops respectively. Wherein the second train comprises a2 cars, b2 cars and c2 cars.

For a2 vehicles at the expected concession station at the e station and the h station; fig. 12 shows a historical operating curve formed from LKJ data of the a2 vehicle.

From the historical operation curves of fig. 12, historical vehicle information of the a2 vehicle can be obtained, as shown in table 5.

TABLE 5 a2 historical vehicle information for the vehicle

For b2 cars at the desired yield station at f and i stations, as shown in fig. 13, historical operating curves are developed from LKJ data for b2 cars.

From the historical operating curve of fig. 13, historical vehicle information of the b2 vehicle can be obtained, as shown in table 6.

For the c2 car at the g station, the j station at the expected concession station, as shown in fig. 14, a historical operating curve is formed according to LKJ data of the c2 car.

From the historical operating curves of fig. 14, historical vehicle information of the c2 vehicle can be obtained, as shown in table 7.

TABLE 6 historical vehicle information for b2 vehicle

TABLE 7 historical vehicle information for c2 vehicles

The rounding-up operation is performed on the interval operation duration in table 1, table 5 to table 7, and the following results can be obtained: the interval running time of the first train is [13,10, 8,9,11,12]; a2, the interval running time of the vehicles is [12,15,10, 12,9]; b2, the interval running time of the vehicles is [10,12,14,8,11,12,9]; c2 the interval operating time of the vehicle is [10,12, 9,10,12].

Accordingly, the initial train planned operation diagram is optimized according to the processed historical vehicle information and route information of the first train and the second train, and an optimal train planned operation diagram can be obtained, which is specifically shown in fig. 15.

As shown in fig. 15, the intervals of the second trains have the time lengths of [10,10,12, 13, 11, 13, 12], respectively, and the optimal inter-train distance of the first trains in the virtual marshalling in the two adjacent periods is 76 min/3; the optimal departure interval comprises departure delay of virtual marshalling from different station tracks; the average departure bay of the first train in the virtual marshalling is 25.3 min/1; the total turnover time of the three-vehicle virtual marshalling is 226min, the average turnover time is 75.3min, and compared with the method that the vehicles are dispatched in a one-to-one inter-station blocking mode in the prior art, the method that three-vehicle virtual marshalling and three-to-three meeting giving are adopted in the application, the transport capacity is improved by 42.1%, and the average turnover time is shorter.

Similarly, for the third example in the present application, four first trains in the first traveling direction may be virtually grouped, and the yield manner adopts 4-to-4 yields at four stations, respectively. Wherein the second train comprises a3 train, b3 train, c3 train and d3 train.

Accordingly, the initial train planned operation diagram is optimized according to the processed historical vehicle information and route information of the first train and the second train, and an optimal train planned operation diagram can be obtained, as shown in fig. 16.

According to fig. 16, it can be known that the intervals of the plurality of second trains have the time lengths of [11, 12,12,11 ], respectively, and the optimal inter-train interval of the plurality of first trains in the virtual marshalling in the two adjacent periods is 132 min/4; the optimal departure interval comprises departure delay of virtual marshalling from different station tracks; the average departure bay of the first train in the virtual formation is 33 min/1; the total turnover time of the four-vehicle virtual marshalling is 225min, the average turnover time is 56.3min, and compared with the prior art that the vehicles are dispatched in a one-to-one inter-station blocking mode, the four-vehicle virtual marshalling and the four-to-four-party giving mode are adopted in the application, the transport capacity is improved by 9.1%, and the average turnover time is shorter.

Similarly, for the fourth example in the present application, five first trains in the first traveling direction may be virtually grouped, and the yield manner may employ 5 to respectively yield at five stations. Wherein the second train comprises a4 train, b4 train, c4 train, d4 train and e4 train.

Accordingly, the initial train planned operation diagram is optimized according to the processed historical vehicle information and route information of the first train and the second train, and an optimal train planned operation diagram can be obtained, as shown in fig. 17.

According to fig. 17, it can be known that the intervals of the plurality of second trains have the respective durations of [12,15,16,15,14], and the optimal inter-train distance of the plurality of first trains in the virtual marshalling in the two adjacent periods is 136 min/5; the optimal departure interval comprises departure delay of virtual marshalling from different station tracks; the average departure bay of the first train in the virtual consist is 27.2 min/1; the total turnover time of the virtual marshalling of the 5 cars is 245min, the average turnover time is 49min, and compared with the method of carrying out vehicle scheduling in a one-to-one inter-station blocking mode in the prior art, the method of carrying out virtual marshalling of the five cars and five-to-five meeting giving is adopted in the application, the transportation capacity is improved by 32.4%, and the average turnover time is shorter.

Similarly, in the fifth example of the present application, six first trains in the first traveling direction may be virtually grouped, and the concession manner may be performed at six stations by 6-to-6. Wherein the second train includes a5 cars, b5 cars, c5 cars, d5 cars, e5 cars, and f5 cars.

Accordingly, the initial train planned operation diagram is optimized according to the processed historical vehicle information and route information of the first train and the second train, and an optimal train planned operation diagram can be obtained, as shown in fig. 18.

As shown in fig. 18, the intervals of the second trains have the time lengths [16, 18, 18, 16, 14, 17], and the optimal inter-train distance of the first trains in the virtual formation in two adjacent periods is 140min/6 rows; the optimal departure interval comprises departure delay of virtual marshalling from different station tracks; the average departure bay of the first train in the virtual marshalling is 23.3 min/1; the total turnover time of the six-vehicle virtual marshalling is 245min, the average turnover time is 49min, and compared with the method that vehicles are scheduled in a one-to-one inter-station blocking mode in the prior art, the method that the six-vehicle virtual marshalling and 6-to-6 meeting are adopted in the application has the advantages that the transportation capacity is improved by 54.3%, and the average turnover time is shorter.

In summary, by analyzing different scenes, the single-line driving scheduling method based on virtual marshalling in the embodiment is applicable to multi-vehicle marshalling and multi-vehicle meeting mode in different scenes, and has a wide application range; and under any marshalling form, can shorten can let frequency, average turnover time greatly, effectively improve the transport capacity.

The virtual-marshalling-based single-line driving scheduling device provided by the invention is described below, and the virtual-marshalling-based single-line driving scheduling device described below and the virtual-marshalling-based single-line driving scheduling method described above can be referred to correspondingly.

As shown in fig. 19, the present embodiment provides a single-wire line driving dispatching device based on virtual marshalling, which includes a first obtaining module 1901, a second obtaining module 1902, and a dispatching module 1903; wherein:

the first obtaining module 1901 is configured to, when there are multiple first trains running along a first running direction of a single-line in an initial train plan running diagram and multiple second trains running along a second running direction of the single-line in the initial train plan running diagram, obtain line information of the single-line, and perform virtual marshalling on the multiple first trains to obtain a virtual marshalling train set;

the second obtaining module 1902 is configured to optimize the initial train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single-line, and the expected yield point and the second historical operation diagram of each second train on the single-line, so as to obtain an optimal train planned operation diagram;

the scheduling module 1903 is configured to schedule the virtual consist and the plurality of second trains according to the optimal train planning operation diagram;

Fig. 20 illustrates a physical structure diagram of an electronic device, and as shown in fig. 20, the electronic device may include: a processor (processor) 2001, a communication Interface (Communications Interface) 2002, a memory (memory) 2003 and a communication bus 2004, wherein the processor 2001, the communication Interface 2002 and the memory 2003 communicate with each other via the communication bus 2004. The processor 2001 may invoke logic instructions in the memory 2003 to perform a virtual consist based single line driving scheduling method comprising: under the condition that a plurality of first trains run along a first running direction of a single-line and a plurality of second trains run along a second running direction of the single-line in an initial train planned running diagram, obtaining line information of the single-line, and virtually marshalling the plurality of first trains to obtain a virtual marshalling train set; optimizing the initial train planned operation diagram to obtain an optimal train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single line, and the expected concession station and the second historical operation diagram of each second train on the single line; scheduling the virtual consist and the plurality of second trains according to the optimal train plan operation diagram; the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal yield time and the optimal yield duration of each second train at the expected yield station.

In addition, the logic instructions in the memory 2003 may be implemented in the form of software functional units and may be stored in a computer readable storage medium when sold or used as a stand-alone product. Based on such understanding, the technical solution of the present invention may be embodied in the form of a software product, which is stored in a storage medium and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device) to execute all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a Random Access Memory (RAM), a magnetic disk or an optical disk, and other various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product, the computer program product includes a computer program, the computer program can be stored on a non-transitory computer readable storage medium, when the computer program is executed by a processor, the computer can execute the virtual marshalling-based single-wire line dispatching method provided by the above methods, the method includes: under the condition that a plurality of first trains run along a first running direction of a single-line and a plurality of second trains run along a second running direction of the single-line in an initial train planned running diagram, obtaining line information of the single-line, and virtually marshalling the plurality of first trains to obtain a virtual marshalling train set; optimizing the initial train planned operation diagram to obtain an optimal train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single line, and the expected concession station and the second historical operation diagram of each second train on the single line; scheduling the virtual consist and the plurality of second trains according to the optimal train plan operation diagram; the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal yield time and the optimal yield duration of each second train at the expected yield station.

In yet another aspect, the present invention also provides a non-transitory computer-readable storage medium having stored thereon a computer program, which when executed by a processor, implements a virtual consist-based single-wire driving scheduling method provided by the above methods, the method including: under the condition that a plurality of first trains run along a first running direction of a single-wire line in an initial train planned running diagram and a plurality of second trains run along a second running direction of the single-wire line in the initial train planned running diagram, obtaining line information of the single-wire line, and carrying out virtual marshalling on the plurality of first trains to obtain a virtual marshalling train set; optimizing the initial train planned operation diagram to obtain an optimal train planned operation diagram according to the line information, the number of the first trains in the virtual marshalling train group, the first historical operation diagram of each first train on the single line, and the expected concession station and the second historical operation diagram of each second train on the single line; scheduling the virtual consist and the plurality of second trains according to the optimal train plan operation diagram; the optimal train planning operation diagram comprises the optimal departure time and the optimal departure interval of each first train in the virtual marshalling train group, the optimal departure time and the optimal departure interval of each second train, and the optimal yield time and the optimal yield duration of each second train at the expected yield station.

The above-described embodiments of the apparatus are merely illustrative, and the units described as separate parts may or may not be physically separate, and parts displayed as units may or may not be physical units, may be located in one place, or may be distributed on a plurality of network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of the present embodiment. One of ordinary skill in the art can understand and implement it without inventive effort.

Through the above description of the embodiments, those skilled in the art will clearly understand that each embodiment can be implemented by software plus a necessary general hardware platform, and certainly can also be implemented by hardware. With this understanding in mind, the above-described technical solutions may be embodied in the form of a software product, which can be stored in a computer-readable storage medium such as ROM/RAM, magnetic disk, optical disk, etc., and includes instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the methods described in the embodiments or some parts of the embodiments.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention, but not to limit it; although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.

Claims

1. A single-line driving scheduling method based on virtual marshalling is characterized by comprising the following steps:

under the condition that a plurality of first trains run along a first running direction of a single-line and a plurality of second trains run along a second running direction of the single-line in an initial train planned running diagram, obtaining line information of the single-line, and virtually marshalling the plurality of first trains to obtain a virtual marshalling train set;

2. The virtual consist-based single-track train scheduling method according to claim 1, wherein the optimizing the initial train plan operation diagram according to the track information, the number of first trains in the virtual consist, a first historical operation diagram of each first train on the single track, and an expected yield point and a second historical operation diagram of each second train on the single track to obtain an optimal train plan operation diagram comprises:

and optimizing the planned operation diagram of the initial train according to the minimum train crossing interval time of each concession station on the single-line, the tracking interval time and the maximum train running speed in the virtual marshalling train group, the minimum departure interval time of the starting station and the minimum train receiving interval time of the final station, the number of the first trains, the first historical vehicle information of each first train, the second historical vehicle information of each second train and the expected concession station.

3. The virtual consist-based single-wire line train scheduling method according to claim 2, wherein the first historical vehicle information of each first train includes a historical operating speed and a historical operating time length of each first train in each section of the single-wire line, and a train length and an emergency braking distance;

4. The virtual consist-based single-track train scheduling method according to any one of claims 1 to 3, wherein the optimizing of the initial train plan operation diagram according to the track information, the number of first trains in the virtual consist and a first historical operation diagram of each first train on the single track, and an expected yield point and a second historical operation diagram of each second train on the single track comprises:

analyzing the number of the tracks of each concession station in the single-line from the line information, and determining the minimum number of the tracks in the single-line;

optimizing the initial train planned operation diagram according to the line information, the number of the first trains, a first historical operation diagram of each first train, and expected yield points and a second historical operation diagram of each second train under the condition that the minimum number of tracks is less than the target number of tracks; wherein the target number of tracks is determined based on the number of the first trains.

5. The virtual consist-based single line drive scheduling method of claim 4, further comprising:

6. The virtual consist-based single line drive scheduling method of claim 5, further comprising:

7. The virtual consist-based single line train scheduling method according to any one of claims 1 to 3, wherein the line information includes a minimum inter-train-crossing time of each concession station, a tracking inter-train-crossing time and a maximum train running speed within a virtual consist, a minimum inter-train-crossing time of an origin station and a minimum inter-train-crossing time of a final station, and a line class, a number of lines, a slope limit, a minimum curve radius, a traction type, a locomotive type, an effective length of a departure line, a blocking type, an interlocking type, a train consist configuration, a traction quality, and a locomotive passing policy.

8. A single-line driving dispatching device based on virtual marshalling is characterized by comprising:

the system comprises a first obtaining module, a second obtaining module and a third obtaining module, wherein the first obtaining module is used for obtaining the line information of a single line under the condition that a plurality of first trains run along a first running direction of the single line and a plurality of second trains run along a second running direction of the single line in an initial train plan running chart, and virtually marshalling the plurality of first trains to obtain a virtually marshalled train set;

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor when executing the program implements the virtual consist based single line driving scheduling method according to any one of claims 1 to 7.

10. A non-transitory computer readable storage medium having stored thereon a computer program, wherein the computer program when executed by a processor implements the virtual consist based single line vehicle scheduling method according to any one of claims 1 to 7.