CN115578021A - Emergency transportation organization management system for high-speed rail - Google Patents
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Abstract
The invention provides a high-speed rail emergency transportation organization management system, which carries out global optimization adjustment on a fault disposal scheme and a planned train which is subsequently influenced, reasonably organizes and arranges train receiving and dispatching sequence and opportunity of each transportation direction, comprehensively arranges station track application, recovers the running order of the global train after fault, reduces the influence on railway transportation production, realizes the setting of the operation condition of a shunting train section through a shunting single adjustment subsystem, transmits the operation condition to a global adjustment server, processes and distributes real-time driving data, daily planned data and adjustment data reported by shunting, realizes global train working plan adjustment operation, comprehensively analyzes the condition of the running layout of the global train, combines expert database data, can further improve the global schedule and number index of trains, furthest reduces the total delay time and the number of delay trains, and improves the train schedule rate of motor trains.
Description
Technical Field
The invention relates to the technical field of railway transportation informatization, in particular to a high-speed rail emergency transportation organization and management system.
Background
The density of high-speed railway passenger trains is increasing day by day, when the passenger trains meet emergencies and cause a large area of delay, the workload of train operation adjustment and transportation scheme adjustment is large, and in the process of processing a large amount of information, a train dispatcher is easy to make errors, the emergency treatment time is long, and the problem is urgently solved by means of informatization. In order to meet the requirements of transverse contact of each dispatching post and quick and accurate transmission of longitudinal contact information between a dispatcher and a station section in the process of dispatching and commanding emergency treatment of the high-speed rail, the system is developed, the compilation of a high-speed rail train operation adjusting scheme under abnormal conditions is optimized, and the operation punctuality rate of a motor train unit is improved.
The automatic adjustment of the train operation plan is a high-dimensional and nonlinear combined optimization problem and is a complete NP problem. Since the problem of 'optimal train dispatching' was proposed, a great deal of research has been respectively conducted by domestic and foreign scholars around adjustment strategies, mathematical models and solving algorithms for single-line and multi-line conditions. However, many solutions only aim at improving the punctual rate and the average travel speed or one of them, and the late time and the section capacity of each train are not fully considered; many systems are too idealized for the automatic adjustment of model settings, only consider the model of a single section, deviate from the actual situation; many schemes are complex in algorithm, the types of test samples are single, the number of the test samples is insufficient, the constraint is few, the operation time is long, and the method cannot adapt to an actual scene, so that the method cannot meet the requirement of emergency disposal adjustment, and therefore the method is improved, and the high-speed rail emergency transportation organization management system is provided.
Disclosure of Invention
The invention aims to: in order to solve the problems of the prior art, the invention provides the following technical scheme:
s1, determining a working plan adjustment mathematical model and an adjustment strategy of a high-speed rail train which are fit to reality to set a fault level;
s2, constructing a single-global emergency adjustment operation mode, and setting different corresponding adjustment strategies according to the emergency adjustment level; s3, establishing a single emergency adjustment to take charge of generating an emergency for intervention; and S4, adjusting operation in a global scope is performed by using a global adjusting rear end established by taking the whole road network of the railway bureau as a unit.
As a preferred technical scheme of the invention, the fault level is as follows:
generally (interrupt trunk for 6 hours, other 10 hours or less, level is duty master);
large (the trunk is interrupted for 6 hours, other 10 hours or more, the level is local level);
major (interrupt trunk for 24 hours, other 48 hours or more, level is department level);
the emergency adjustment of the accident is particularly important (the driving is interrupted for more than 48 hours, and the grade is national grade).
As a preferred technical scheme of the invention, S2 constructs a single-global emergency adjustment operation mode:
in general: adjusting the train plan to ensure the existing plan to be orderly and smooth;
the larger: allowing the interval to run reversely, change the road, reconnect and open;
the significance is as follows: increasing the options of changing routes and changing trains into alternative routes, reconnection, starting and freight train stopping;
trains which cannot pass through during emergency adjustment bypass around fault points;
is particularly important: the method comprises the steps of changing a road, detouring, reconnecting, starting and stopping, and timely rescuing and evacuating passengers, so that when a fault affects the running of a train within 1 hour, the running is adjusted by utilizing a construction slow running reserve point and a compression connection time, the train running across a railway bureau is preferentially released (not increased late), the running of the train is affected to be level I within 1 hour, and the running needs to be recovered by starting hot standby, stopping, starting and zone changing measures.
As a preferred technical scheme of the invention, S3 takes a certain specific section administered in a dispatching system of a dispatching desk as a unit, establishes single emergency adjustment to be responsible for generating emergency intervention setting, and the emergency intervention setting comprises speed limit, stop-locking, blocking and local range adjustment.
As a preferred technical scheme of the invention, S4 is a global adjustment back end established by taking the whole road network of the railway bureau as a unit, is responsible for adjustment operation in a global scope, carries out global optimization adjustment on a fault handling scheme and a plan train with subsequent influence according to a global transportation target (key point, a guaranteed transportation target, the running logarithm of each direction, the whole-road connection relation, the importance level, the loading and unloading number and the handover number) and day-to-duty plan data, reasonably organizes and arranges the train receiving and dispatching sequence and the time of each transportation direction, integrally arranges the stock road application, recovers the running order of the global train after the fault, reduces the influence on railway transportation production, realizes that each system plan is more practical by linkage adjustment with each TDMS subsystem, and reduces the deviation value of the original transportation plan target to the greatest extent.
As a preferred technical scheme of the invention, the high-speed rail emergency transportation organization management system consists of a dispatching individual adjusting subsystem, a global adjusting service subsystem and a global adjusting inquiry subsystem.
As a preferred technical scheme of the invention, the dispatching single-station adjusting subsystem realizes the setting of the operation conditions of the dispatching train section, transmits the operation conditions to the global adjusting server, receives the global target value of the train, the departure starting time of the inter-station and the global data of the train sequence returned by the global adjusting service subsystem, and automatically deduces the operation plan scheme of the train in the area under the control of the dispatching station.
As a preferred technical scheme of the invention, the global adjustment service subsystem processes and distributes real-time driving data, daily planned data and adjustment data reported by driving adjustment, realizes global train working plan adjustment operation, comprehensively analyzes the situation of global train running layout, and can further improve global right and late point and train number indexes of a train by combining with expert database data; the global adjustment inquiry service subsystem adjusts and provides a running chart inquiry function of an adjustment result of the global adjustment service subsystem, and the on-duty master check the operation chart according to the circuit and the administration section.
As the preferred technical scheme of the invention, a business data model is constructed, various business data are automatically collected and are processed and analyzed in a centralized manner to construct an expert database, historical data are learned through an intelligent learning algorithm, various operation time, interval running time, interval slow-moving conditions and time of a station are generated, reasonable strategies and strategy adjustment experience data are generated, expert data are provided for adjustment operation, automatic parameter adjustment and strategies are intelligently corrected, and the adjustment scheme tends to be optimized.
As the preferred technical scheme of the invention, an iterative recursion method and a genetic algorithm are adopted for optimizing, a formed train operation scheme is calculated, the total delay time and the delay train number are reduced to the maximum extent, the motor train punctuality rate is improved, a high-quality train plan operation scheme is rapidly provided for emergency treatment, an emergency adjustment plan integrated management mode is established, the full process automation of fault/early warning, preparation, adjustment, approval and issuing is realized, when the risk system gives out risk information or the emergency system gives out specific fault data, the emergency adjustment combines a global transport target and the emergency plan according to the corresponding risk or emergency level for operation adjustment, a train adjustment plan, vehicle bottom traffic route automatic calculation and rescue plan emergency treatment scheme is given out, and a scheduling command, a disposal scheme and influence statistics are automatically generated, and emergency disposal personnel issue a corresponding command or disposal scheme to a station, a driver, a work, a telegraph service, a locomotive and a passenger station after checking the adjustment scheme.
Compared with the prior art, the invention has the beneficial effects that:
in the scheme of the invention:
1. by carrying out global optimization adjustment on a fault handling scheme and a planned train with subsequent influence, reasonably organizing and arranging train receiving and dispatching sequence and opportunity of each transport direction, comprehensively arranging station application, recovering the running order of the global train after fault, reducing the influence on railway transportation production, realizing that each system plan is more practical by linkage adjustment with each subsystem of the TDMS, and reducing the deviation value of the original transportation plan target to the maximum extent;
2. the operation condition setting of the shunting train section is realized through the traveling shunting single-station adjusting subsystem, and is transmitted to the global adjusting server, and meanwhile, global data such as a train global target value, inter-station departure starting time, train sequence and the like returned by the global adjusting service subsystem are received, and the train operation plan scheme of the district under the control of the dispatching station is automatically deduced; the global adjustment service subsystem processes and distributes real-time driving data, daily plan data and adjustment data reported by the driving adjustment, global train working plan adjustment operation is realized, the situation of global train running layout is comprehensively analyzed, and by combining with expert database data, global positive and negative point and train number indexes of trains can be further improved, total negative point time and negative point train number are reduced to the maximum extent, and the positive point rate of motor trains is improved.
Description of the drawings:
FIG. 1 is a diagram of the emergency handling process for high-speed rail provided by the present invention;
fig. 2 is a diagram of a high-speed rail emergency adjusting system provided by the invention;
fig. 3 is an integrated management mode diagram of the emergency adjustment plan provided by the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. It is clear that the described embodiment is a specific implementation of the invention and is not limited to all embodiments.
Thus, the following detailed description of the embodiments of the invention is not intended to limit the scope of the invention as claimed, but is merely representative of some embodiments of the invention. All other embodiments, which can be obtained by a person skilled in the art without inventive step based on the embodiments of the present invention, are within the scope of protection of the present invention.
It should be noted that, without conflict, embodiments of the present invention and features and aspects thereof may be combined with each other, and it should be noted that like reference numerals and letters refer to like items in the following figures, and thus, once an item is defined in one figure, it need not be further defined and explained in subsequent figures.
Example 1: referring to fig. 1-3, a high-speed rail emergency transportation organization management system includes the following system management steps, S1, determining a working plan adjustment mathematical model and an adjustment strategy for a high-speed rail train to be fitted to reality, and setting a fault level;
s2, constructing a single-global emergency adjustment operation mode, and setting different corresponding adjustment strategies according to the emergency adjustment level; s3, establishing a single emergency adjustment to be responsible for generating an emergency for intervention; and S4, adjusting operation in a global scope is performed by using a global adjusting rear end established by taking the whole road network of the railway bureau as a unit.
The fault stage is as follows:
general (trunk interruption 6 hours, other 10 hours or less, level as duty master);
larger (interrupt trunk for 6 hours, other 10 hours or more, the level is local level);
major (interrupt trunk for 24 hours, other 48 hours or more, level is department level);
the emergency adjustment of the accident is particularly important (the driving is interrupted for more than 48 hours, and the grade is national grade).
S2, constructing a single-global emergency adjustment operation mode:
in general: adjusting the train plan to ensure the existing plan to be orderly and smooth;
the larger: allowing the interval to run reversely, change the road, reconnect and open;
the significance is as follows: the options of allowing change of routing and train switching, reconnection, additional starting and truck stopping are added;
trains which cannot pass in the emergency adjustment process detour around fault points;
is particularly important: the method comprises the steps of changing a road, detouring, reconnecting, starting and stopping, and timely rescuing and evacuating passengers, so that when a fault affects the running of a train within 1 hour, the running is adjusted by utilizing a construction slow running reservation point and a compression connection time, the train running across a railway bureau is preferentially released (not increased late), the running of the train is affected to be I-level within 1 hour, and the running needs to be recovered by taking measures of starting hot standby, stopping running, starting and changing sections.
And S3, taking a certain specific section administered in a dispatching system of the dispatching desk as a unit, establishing single emergency adjustment responsible for generating emergency intervention setting, wherein the emergency intervention setting is speed limit, detain, block and local range adjustment, rapidly judging the fault influence range under the fault condition, and giving a fault disposal scheme within the fault influence time range of travel to ensure safe, ordered and smooth driving within the fault time range.
And S4, a global adjustment rear end established by taking the whole road network of the railway bureau as a unit is responsible for adjustment operation in a global scope, global optimization adjustment is carried out on a fault handling scheme and a subsequently influenced planned train according to a global transportation target (a key point, a guaranteed transportation target, the running number of each direction, the whole-road connection relation, the importance level, the loading and unloading number and the handover number) and day shift plan data, the train receiving and dispatching sequence and the opportunity of each transportation direction are reasonably organized and arranged, the stock track application is comprehensively arranged, the running order of the global train after the fault is recovered, the influence on railway transportation production is reduced, the system plan is adjusted in a linkage way with each subsystem of the TDMS to be more practical, and the deviation value of the original transportation plan target is reduced to the greatest extent.
The high-speed rail emergency transportation organization management system consists of a row adjustment single unit adjustment subsystem, a global adjustment service subsystem and a global adjustment inquiry subsystem.
The dispatching single-station adjusting subsystem realizes the setting of the operation conditions of the dispatching train section, transmits the operation conditions to the global adjusting server, receives the global target value of the train, the departure starting time of the inter-station and the global data of the train sequence returned by the global adjusting service subsystem, and automatically deduces the operation plan scheme of the train in the area under the control of the dispatching station.
The global adjustment service subsystem processes and distributes real-time driving data, daily plan data and adjustment data reported by the driving adjustment, realizes global train working plan adjustment operation, comprehensively analyzes the situation of global train running layout, and can further improve global normal and late point and train number indexes of the train by combining with expert database data; the global adjustment inquiry service subsystem adjusts and provides a running chart inquiry function of an adjustment result of the global adjustment service subsystem, and the on-duty master check the operation chart according to the circuit and the administration section.
The method comprises the steps of establishing a business data model, automatically collecting various business data, carrying out centralized processing analysis to establish an expert base, learning historical data through an intelligent learning algorithm, generating various operation time, interval running time, interval slow-moving conditions and time of a station, enabling reasonable strategies and adjusting strategy empirical data, providing expert data for adjustment operation, intelligently correcting automatic adjustment parameters and strategies, and enabling an adjustment scheme to tend to be optimized.
The method is characterized in that an iterative recursion method and a genetic algorithm are adopted for optimizing, a formed train operation scheme is calculated, the total delay time and the delay train number are reduced to the maximum extent, the motor train punctuality rate is improved, a high-quality train planned operation scheme is rapidly provided for emergency treatment, an emergency adjustment plan integrated management mode is established, the automation of the whole process of fault/early warning, preparation, adjustment, approval and issuing execution is realized, when a risk system gives out risk information or an emergency system gives out specific fault data, the emergency adjustment combines a global transportation target and the emergency plan according to corresponding risk or emergency level for operation adjustment, a train adjustment plan, automatic calculation of a vehicle bottom traffic route and a rescue plan emergency treatment scheme are given out, a scheduling command, a treatment scheme and influence statistics are automatically generated, and emergency treatment personnel issue corresponding commands or treatment schemes to stations, drivers, work, electric services, machines and passenger stations after examining and adjusting the schemes.
Example 2: and determining a mathematical model and a strategy for adjusting the working plan of the high-speed train, which are fit with the reality, by deeply researching the business logic and data of the emergency adjustment of the high-speed train. According to the grade of the high-speed rail emergency fault, the emergency adjustment grade comprises the following steps: general (main line interruption of 6 hours, other 10 hours or less, duty master), large (main line interruption of 6 hours, other 10 hours or more, local level), heavy (main line interruption of 24 hours, other 48 hours or more, department level), and particularly heavy (driving interruption of 48 hours or more, state level) accident emergency adjustment. The corresponding adjustment strategy is: in general: adjusting the train plan to ensure the existing plan to be orderly and smooth; the larger: allowing the interval to run reversely, changing the road, reconnecting and adding; the significance is as follows: the options of changing routes and changing trains into routes, reconnection, additional starting and truck stopping are added, and trains which cannot pass through during emergency adjustment can bypass fault points; is particularly important: the system can change the traffic routes, detour, reconnect, start, stop, rescue and evacuate passengers in time. Therefore, when the fault affects the train operation within 1 hour, the operation can be adjusted by utilizing the construction slow-running reserve point and the compression connection time, and the train which runs across the railway bureau is preferentially released (not increased late). When the train is influenced to run for more than 1 hour (I level), the running needs to be recovered by measures such as starting hot standby, stopping running, starting up, changing sections and the like.
And constructing a single-global emergency adjustment operation mode. The method comprises the following steps of establishing a single emergency adjustment responsible for generating emergency intervention settings (speed limit, stop, blocking and the like) and adjustment of a local range by taking a dispatching desk (a certain specific section administered in a dispatching system) as a unit, rapidly judging a fault influence range under the condition of a fault, providing a feasible fault disposal scheme within the fault influence time range, and ensuring safe, orderly and smooth driving within the fault time range; the system is characterized in that a global adjustment rear end established by taking the whole road network of a railway bureau as a unit is responsible for adjustment operation in a global scope, global optimization adjustment is carried out on a fault handling scheme and a plan train with subsequent influence according to a global transportation target (key point, a guaranteed transportation target, the number of running pairs in all directions, a whole-road connection relation, an importance level, loading and unloading, a handover number and the like) and day-to-duty plan data, the train receiving and dispatching sequence and the time of all transportation directions are reasonably organized and arranged, the stock track application is comprehensively arranged, the running order of the global train after the fault is recovered, the influence on railway transportation production is reduced, the system plan is more in line with the reality by linkage adjustment of various subsystems of a TDMS, the deviation value of the original transportation plan target is reduced to the maximum extent, and the global capacity utilization level of the plan and the current capacity rate of the transportation target are within a theoretical capacity boundary and higher than the current experience level. The system consists of a row adjustment single-station adjustment subsystem, a global adjustment service subsystem and a global adjustment query subsystem, and is shown in figure 2. The dispatching single-station adjusting subsystem realizes the setting of the operation conditions of the dispatching train section, transmits the operation conditions to the global adjusting server, receives global data such as a train global target value, inter-station departure starting time, train sequence and the like returned by the global adjusting service subsystem, and automatically deduces the train operation plan scheme of the district under the control of the dispatching station; the global adjustment service subsystem processes and distributes real-time driving data, daily plan data and adjustment data reported by the driving adjustment service subsystem, global train working plan adjustment operation is realized, the situation of global train running layout is comprehensively analyzed, and global positive and negative points and traffic number indexes of the train can be further improved by combining expert database data; the global adjustment inquiry service subsystem adjusts and provides a running chart inquiry function of the adjustment result of the global adjustment service subsystem, and the duty master and the duty can check the operation chart according to the line and the administration section.
And (4) constructing a business data model, automatically acquiring various business data, and intensively processing and analyzing to construct an expert database. The historical data is learned through an intelligent learning algorithm, empirical data such as various operation times, interval running time, interval slow-moving conditions and time of a station, reasonable strategies, adjustment strategies and the like are generated, expert data are provided for adjustment operation, automatic parameter adjustment and automatic strategy adjustment are intelligently corrected, and an adjustment scheme tends to be optimized.
The system adopts an iterative recursion method and a genetic algorithm to carry out optimization, calculates the formed train running scheme, reduces the total delay time and the delay train number to the maximum extent, improves the motor train punctuality rate, and provides a high-quality train planning running scheme for emergency treatment quickly.
And establishing an emergency adjustment plan integrated management mode to realize the automation of the whole process of fault/early warning, preparation, adjustment, approval, issuing and executing. When the risk system gives out risk information or the emergency system gives out specific fault data, the emergency adjustment is combined with a global transportation target and an emergency plan according to corresponding risk or emergency level to carry out operation adjustment, emergency treatment schemes such as a train adjustment plan, automatic dead reckoning of vehicle bottom traffic, a rescue plan and the like are given out, a dispatching command, a treatment scheme and influence statistics are automatically generated, and emergency treatment personnel issue corresponding commands or treatment schemes to stations such as stations, drivers, work, electric services, aircrafts, passenger dispatches and the like after examining and verifying the adjustment scheme.
The above embodiments are only used to illustrate the present invention and not to limit the technical solutions described in the present invention, and although the present invention has been described in detail in the present specification with reference to the above embodiments, the present invention is not limited to the above specific embodiments, and therefore, any modifications or equivalents of the present invention may be made; all such modifications and variations are intended to be included herein within the scope of this disclosure and the appended claims.
Claims (10)
1. A high-speed rail emergency transportation organization management system is characterized by comprising the following system management steps,
s1, determining a working plan adjustment mathematical model and an adjustment strategy of a high-speed train which are fit with reality to set a fault level;
s2, constructing a single-global emergency adjustment operation mode, and setting different corresponding adjustment strategies according to an emergency adjustment level; s3, establishing a single emergency adjustment to take charge of generating an emergency for intervention; and S4, adjusting operation in a global scope is performed by using a global adjusting rear end established by taking the whole road network of the railway bureau as a unit.
2. The high-speed rail emergency transportation organization management system according to claim 1, characterized in that the fault level is:
generally (interrupt trunk for 6 hours, other 10 hours or less, level is duty master);
larger (interrupt trunk for 6 hours, other 10 hours or more, the level is local level);
major (the trunk is interrupted for 24 hours, other 48 hours or more, the level is department level);
the emergency adjustment of the accident is particularly important (the driving is interrupted for more than 48 hours, and the grade is national grade).
3. The high-speed rail emergency transportation organization management system according to claim 2, wherein S2 constructs a single-global emergency adjustment operation mode:
in general: adjusting the train plan to ensure the existing plan to be orderly and smooth;
the larger: allowing the interval to run reversely, change the road, reconnect and open;
the significance is as follows: increasing the options of changing routes and changing trains into alternative routes, reconnection, starting and freight train stopping;
trains which cannot pass through during emergency adjustment bypass around fault points;
is particularly important: the method comprises the steps of changing a road, detouring, reconnecting, starting and stopping, and timely rescuing and evacuating passengers, so that when a fault affects the running of a train within 1 hour, the running is adjusted by utilizing a construction slow running reservation point and a compression connection time, the train running across a railway bureau is preferentially released (not increased late), the running of the train is affected to be I-level within 1 hour, and the running needs to be recovered by taking measures of starting hot standby, stopping running, starting and changing sections.
4. The high-speed rail emergency transportation organization and management system according to claim 3, wherein S3 is characterized in that a specific section administered in a dispatching desk dispatching system is taken as a unit, a single emergency adjustment is established to be responsible for generating emergency intervention setting, the emergency intervention setting is speed limiting, stopping, blocking and local range adjustment, under the condition of a fault, the fault influence range is rapidly judged, a fault disposal scheme within the fault influence time range of a trip is given, and driving safety, order and smoothness within the fault time range are guaranteed.
5. The high-speed rail emergency transportation organization and management system according to claim 4, wherein S4 is responsible for adjustment operation in a global scope at a global adjustment back end established by taking the whole road network of a railway bureau as a unit, globally and optimally adjusts a fault handling scheme and planned trains with subsequent influence according to global transportation targets (key, guaranteed transportation targets, the number of running pairs in each direction, the connection relation of all roads, importance levels, loading and unloading, and handover numbers) and day and shift plan data, reasonably organizes train receiving and dispatching orders and opportunities in each transportation direction, integrally arranges track application, recovers the running order of the global trains after the fault, reduces the influence on railway transportation production, and achieves that each system plan is more practical by linkage adjustment with each TDMS subsystem, thereby reducing deviation values of the original transportation plan targets to the greatest extent.
6. The emergency transportation organization management system for high-speed rail according to claim 5, wherein the emergency transportation organization management system for high-speed rail is composed of a dispatching unit adjustment subsystem, a global adjustment service subsystem and a global adjustment inquiry subsystem.
7. The high-speed rail emergency transportation organization management system according to claim 6, wherein the operation condition setting of the shunting train section is realized by the traveling shunting single-station adjusting subsystem, and the setting is transmitted to the global adjusting server, and the global target value of the train, the departure starting time of the inter-station and the global data of the train sequence returned by the global adjusting service subsystem are received, so that the operation plan scheme of the train in the district under the control of the dispatching station is automatically deduced.
8. The high-speed rail emergency transportation organization management system according to claim 7, wherein the global adjustment service subsystem processes and distributes real-time driving data, daily plan data and adjustment data reported by driving adjustment, realizes global train working plan adjustment operation, comprehensively analyzes the situation of global train running layout, and can further improve global normal and late point and train number indexes of the train by combining with expert database data; the global adjustment inquiry service subsystem adjusts and provides a running chart inquiry function of an adjustment result of the global adjustment service subsystem, and the on-duty master check the operation chart according to the circuit and the administration section.
9. The emergency transportation organization management system for the high-speed rail according to claim 8, wherein a service data model is constructed, various service data are automatically collected and are centrally processed and analyzed to construct an expert database, historical data are learned through an intelligent learning algorithm, reasonable strategy and strategy adjustment experience data are generated according to various operation times, interval operation time, interval slow-moving conditions and time of a station, expert data are provided for adjustment operation, automatic parameter adjustment and strategy adjustment are intelligently corrected, and an adjustment scheme tends to be optimized.
10. The high-speed rail emergency transportation organization management system according to claim 9, characterized in that an iterative recursion method and a genetic algorithm are adopted for optimization, a formed train operation scheme is calculated, the total late time and the number of late trains are reduced to the maximum extent, the motor train punctuality rate is improved, a high-quality train plan operation scheme is rapidly provided for emergency disposal, an emergency adjustment plan integrated management mode is established, fault/early warning-preparation-adjustment-approval-issuing execution full process automation is realized, when a risk system gives out risk information or an emergency system gives out specific fault data, the emergency adjustment combines a global transportation target and an emergency plan according to corresponding risk or emergency level for operation adjustment, a train adjustment plan, a vehicle bottom traffic route automatic calculation and a rescue plan emergency disposal scheme are given out, a scheduling command, a disposal scheme and influence statistics are automatically generated, and emergency disposals are issued after the emergency disposals review adjustment scheme, corresponding commands or disposal schemes are issued to stations, drivers, work, electric services, machines and passenger stations.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211316643.8A CN115578021A (en) | 2022-10-26 | 2022-10-26 | Emergency transportation organization management system for high-speed rail |
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| CN109823374A (en) * | 2018-12-27 | 2019-05-31 | 卡斯柯信号有限公司 | Route map of train method of adjustment and device based on CTC system |
| CN111232024A (en) * | 2020-02-17 | 2020-06-05 | 中国铁道科学研究院集团有限公司通信信号研究所 | Intelligent running scheduling system and method for high-speed railway |
| CN113085956A (en) * | 2021-04-13 | 2021-07-09 | 河南蓝信科技有限责任公司 | High-speed rail emergency guidance system and method |
| US20220277237A1 (en) * | 2021-01-07 | 2022-09-01 | Beijing Jiaotong University | Operation adjustment method and system for metro trains under the condition of train out of service |
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| CN109823374A (en) * | 2018-12-27 | 2019-05-31 | 卡斯柯信号有限公司 | Route map of train method of adjustment and device based on CTC system |
| CN111232024A (en) * | 2020-02-17 | 2020-06-05 | 中国铁道科学研究院集团有限公司通信信号研究所 | Intelligent running scheduling system and method for high-speed railway |
| US20220277237A1 (en) * | 2021-01-07 | 2022-09-01 | Beijing Jiaotong University | Operation adjustment method and system for metro trains under the condition of train out of service |
| CN113085956A (en) * | 2021-04-13 | 2021-07-09 | 河南蓝信科技有限责任公司 | High-speed rail emergency guidance system and method |
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Application publication date: 20230106 |