CN116039727A - Train operation adjustment scheme generation method, device and storage medium - Google Patents
Train operation adjustment scheme generation method, device and storage medium Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention relates to a method, equipment and storage medium for generating a train operation adjustment scheme, wherein the method comprises the following steps: s1, determining formed fault sections and trapped train information according to fault reasons, occurrence time and occurrence positions, and estimating fault duration; s2, acquiring actual train information before failure and planned train information after failure, and carrying out structural reading according to train bottom and train number sequences; s3, constructing a train operation scheme adjustment model integrating modes of each stage before, during and after failure recovery; s4, solving a train operation scheme adjustment model; and S5, outputting and applying the adjustment operation diagram. Compared with the prior art, the method has the advantages of integrating various scheduling strategies, integrating and connecting multiple stages, improving scheduling treatment efficiency and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to a method, equipment and a storage medium for generating a train operation adjustment scheme under the condition of partial section interruption of urban rail transit.
Background
Urban rail transit generally only has two main tracks running in the uplink and downlink directions respectively, and unavoidable faults such as power supply, lines and the like often cause interruption of train operation in a track section, and quick removal is difficult. At this time, the train which has entered the fault section cannot continue to run, and only can be added to run after the fault is removed; meanwhile, the phenomenon that the train is accumulated easily in the upstream of the interruption direction and the train is insufficient in the downstream of the interruption direction.
In such a case, in order to ensure the operation order, the operation management generally adopts a combined train operation mode of a small-crossing turn-back and a single-line bidirectional operation. The small-crossing turn-back refers to turning back a train planned to pass through a fault zone in advance at a station in front of the fault zone, so that the passing capacity of a normal zone is ensured. The single-line bidirectional operation is to arrange a train to run back and forth on the normal stock track of the fault section, so as to ensure that the fault section is not completely interrupted. The train operation adjustment work under the interruption of part of intervals is a difficult challenge due to the large traffic passenger flow, high traffic density, limited traffic capacity resources and complex operation mode, and the difficulty is continuously upgraded along with the expansion of the road network scale and the influence of the passenger flow travel characteristics.
In operation practice, the emergency plan under the fault gives the adjusted traffic and the driving interval of the normal zone for a plurality of specific zone driving interruptions, but the rescue plan of the fault zone and the detailed train operation plan are not provided. The "automatic equal interval adjustment" mode in Automatic Train Supervision (ATS) systems, while useful to ensure uniform drive intervals in the event of a failure, is rarely used because it will greatly reduce throughput. At present, under the fault condition, the train operation is still regulated in sequence mainly by manual control of a dispatcher, which not only means larger working pressure and challenges, but also cannot ensure the regulation efficiency and the optimization of the result. Thus, scheduling practices require methods that can generate train operation adjustment schemes under failure.
Through retrieval, the invention patent of Chinese patent publication No. CN110203257A, named as a method and a system for scheduling train operation under a rail transit event, proposes judging the type of the traffic event according to the real-time operation state data of the rail transit network train, adjusting a train operation plan under the condition of the traffic event according to the corresponding relation between the preset traffic event type and a train scheduling strategy, and predicting the passenger flow change trend in the rail transit network during the continuous period of the traffic event according to the adjusted train operation plan. The patent focuses on generating auxiliary scheduling information based on a train operation adjustment rule base, and for the interruption operation of a fault section with larger influence, namely, the interruption condition of a part of sections pointed by the patent, the measure that the other track of the fault section can travel back and forth is not considered, and a specific calculation method for adjusting the time of the train number in an operation diagram is not mentioned.
Xu et al in Rescheduling subway trains by a discrete event model considering service balance performance [ J ]. Applied Mathematical Modelling,2016,40 (2): 1446-1466, in terms of line section traffic interruption, consider the mode of single line bidirectional alternate running of a fault section and keeping long traffic unchanged, design a model based on discrete events and a heuristic capacity detection algorithm, and can obtain an approximately optimized adjustment running diagram, but because the small traffic turn-back of a train in a normal section is not considered, the passing capacity is obviously lost, and the train in a normal direction is easy to have more delay.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method, equipment and a storage medium for generating a train operation adjustment scheme, which aim to solve the problem of adjusting and optimizing the train operation in different sections and different stages, and provide decision support for a dispatcher so as to improve the operation management level and the service quality under the condition of partial section interruption.
The aim of the invention can be achieved by the following technical scheme:
according to a first aspect of the present invention, there is provided a train operation adjustment scheme generation method including the steps of:
s1, determining formed fault sections and trapped train information according to fault reasons, occurrence time and occurrence positions, and estimating fault duration;
s2, acquiring actual train information before failure and planned train information after failure, and carrying out structural reading according to train bottom and train number sequences;
s3, constructing a train operation scheme adjustment model integrating modes of each stage before, during and after failure recovery;
s4, solving a train operation scheme adjustment model;
and S5, outputting and applying the adjustment operation diagram.
As a preferable technical solution, the fault section in the step S1 is comprehensively determined according to the specific location and the line topology structure where the fault occurs, and in order to make the intersection between the fault section and the normal section completely independent, the determined fault section must be a section with both ends capable of turning back at stations.
As a preferable technical scheme, the estimated fault duration in the step S1 is determined according to the average duration of the faults of the same type, and after the fault parameters are input, the system automatically retrieves the data to give the predicted value of the fault duration and the predicted value of the end time, and simultaneously allows manual modification to update the end time of the fault according to the change of the actual situation.
As an preferable technical scheme, the step S2 of acquiring actual train information before failure and planned train information after failure specifically includes:
based on the real-time train monitoring data and the planned running chart, identifying actual train time information of a period of time before the fault and planned train time information of a period of time during the fault and after the fault, and combing the matching relation between the actual train number data and the planned train number data before and after the fault to the train bottom.
As an preferable technical scheme, the identifying of the actual train time information of a period of time before the occurrence of the fault is any time period in which each on-line train has technical operation time record at least one station.
As a preferred technical solution, the step S3 specifically includes:
s3.1, a scheduling strategy of parking treatment, single-line bidirectional operation and minor intersection turn-back in an abstract fault stage;
s3.2, creating a full-stage mixed integer programming model which aims at guaranteeing normal section operation service level as much as possible and considers driving constraints of train arrival and departure intervals and foldback connection.
As a preferable technical scheme, S3.1 specifically includes:
the trapped trains on the fault section fault stock way are stopped and disposed, and the abstract is that the trains stop at the near station until the fault is finished and then continue to be sent forward;
the train on the normal track on the other side of the fault section runs bidirectionally, and the abstraction is that the train entering the track for the first train after the fault runs back and forth in the track;
the normal section small cross road is turned back, and the normal section small cross road is abstracted to be turned back directly to be the opposite service direction when other trains run to the station at the fault edge.
As an preferable technical solution, the full-phase mixed integer programming model in S3.2 specifically includes:
(1) Decision variables: an integer variable representing the time of arrival and departure of the train after adjustment, a 0-1 variable representing whether the event of arrival and departure of the train is canceled, a 0-1 variable representing whether the retrace or the in-out warehouse activity exists, a 0-1 variable representing whether the train is distributed in a certain retrace track, and a 0-1 variable representing whether the train is in a fault period or a recovery period;
(2) Objective function: minimizing a weighted sum of the cancellation and departure plan services, wherein a penalty factor for the cancellation plan service is substantially greater than a penalty factor for the departure plan service;
(3) Constraint conditions: trapped train parking time constraint, delay range constraint, running line cancellation constraint, running and stop time constraint, minor intersection turn-back constraint, single-line bidirectional running turn-back constraint, terminal turn-back constraint, homodromous running interval constraint, homodromous arrival interval constraint and stock channel capacity constraint.
In the step S4, the optimal solution is found by means of an optimization solution tool.
In the step S5, the step of outputting and applying the adjustment operation chart refers to writing an operation chart drawing function, displaying the solution result on the planning operation chart interface as the adjustment operation chart through visualization, and deriving a new schedule through a data table.
According to a second aspect of the present invention there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, the processor implementing the method when executing the program.
According to a third aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method.
Compared with the prior art, the invention has the following advantages:
1. and identifying various train operation adjustment strategies under the condition of matching faults, abstracting parking treatment, single-line bidirectional operation and minor-crossing turn-back strategies, and applying the strategies to the operation control of different trains.
2. And the train operation modes of all stages are considered, and the train operation schemes of the pre-fault, the fault period and the fault recovery stage are integrated, so that the linkage continuity of the train information is ensured.
3. And through optimization solution and rapid calculation, an adjustment operation diagram is given, decision support is provided for scheduling command, and scheduling treatment efficiency is improved.
Drawings
FIG. 1 is a flow chart of a method for generating a train operation adjustment scheme under partial section interruption of the present invention;
FIG. 2 is a schematic diagram of a train operation mode switch under a partial section outage of the present invention;
FIG. 3 is an example of a train operation adjustment chart under a partial section outage of the present invention;
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
The invention provides a method for generating a train operation adjustment scheme under the interruption of a part of an urban rail transit section, which abstracts train operation adjustment strategies of different sections and different stages under faults, and rapidly obtains an adjustment operation diagram by establishing a model and solving and optimizing.
The invention is further illustrated below, the method of the invention comprising the following implementation steps (fig. 1):
s1, determining formed fault sections and trapped train information according to fault reasons, occurrence time and occurrence positions, and estimating fault duration.
The fault section is comprehensively determined according to the specific place where the fault occurs and the line topological structure, because the urban rail transit line only has devices such as a crossover wire and the like which can be folded back, in order to make the intersection between the fault section and the normal section completely independent, the determined fault section is a section which can be folded back by the stations at both ends, and the section is often longer than the section which is actually invalid.
The estimated fault duration is determined according to the average duration of the faults of the same type, the system automatically retrieves data to give a predicted value of the fault duration and the ending time after the fault parameters are input, and meanwhile, manual modification is allowed, and the fault ending time is updated according to the change of the actual situation.
S2, acquiring actual train information before the fault and planned train information after the fault, and carrying out structural reading according to the train bottom and train number sequence.
Based on the real-time train monitoring data and the planned running chart, identifying actual train time information of a period of time before the fault and planned train time information of a period of time during the fault and after the fault, and combing the matching relation between the actual train number data and the planned train number data before and after the fault to the train bottom.
The actual train time information for identifying a period of time before the occurrence of the fault is any time period capable of identifying that each online train has technical operation time record in at least one station, and for the purpose of quick reading and calculation of a system, the shorter the time is, the better the time is, and the best is the maximum value in all unit stop time, interval running time or turn-back time, but for the convenience of checking and checking by a dispatcher, a few minutes can be properly enlarged on the basis.
S3, constructing a train operation scheme adjustment model for integrating the pre-fault, during-fault and fault recovery stages.
Under unified adjustment targets and running constraint conditions, loading scheduling strategies such as parking treatment, single-line bidirectional operation, small-traffic turn-back and the like on train information in a fault stage, tracking train time information of transition sections of a normal operation stage and a fault stage before the fault and a fault stage and a recovery stage, and ensuring continuity of the train information. (FIG. 2)
S3.1, parking treatment in an abstract fault stage, single-line bidirectional operation, small-traffic turn-back, cancellation of operation lines, time adjustment, vehicle bottom application adjustment and other scheduling strategies:
the trapped trains on the fault section fault stock way are stopped and disposed, and the abstract is that the trains stop at the near station until the fault is finished and then continue to be sent forward; the train on the normal track on the other side of the fault section runs bidirectionally, and the abstraction is that the train entering the track for the first train after the fault runs back and forth in the track; the normal section small cross road is turned back, and the normal section small cross road is abstracted to be turned back directly to be the opposite service direction when other trains run to the station at the fault edge.
S3.2, creating a full-stage mixed integer programming model which aims at guaranteeing normal section operation service level as much as possible and considers driving constraints such as train arrival and departure intervals, foldback connection and the like:
(1) Decision variables: an integer variable indicating the time of arrival of the train after adjustment, a 0-1 variable indicating whether the train arrival event is canceled, a 0-1 variable indicating whether the retrace or the in-out garage activity exists, a 0-1 variable indicating whether the train is distributed in a certain retrace track, and a 0-1 variable indicating whether the train is in a fault period or a recovery period.
(2) Objective function: the weighted sum of the off-schedule service and the off-schedule service is minimized, wherein the penalty coefficient for the off-schedule service should be much greater than the penalty coefficient for the off-schedule service to avoid significant capacity loss and to ensure normal sector operating service levels as much as possible.
(3) Constraint conditions: trapped train parking time constraint, delay range constraint, running line cancellation constraint, running and stop time constraint, minor intersection turn-back constraint, single-line bidirectional running turn-back constraint, terminal turn-back constraint, homodromous running interval constraint, homodromous arrival interval constraint, station stranding capacity constraint and the like.
S4, solving a train operation scheme adjustment model, and searching an optimal solution by means of an optimization solving tool.
S5, outputting and applying the adjustment operation chart
And writing a running chart drawing function, displaying the solving result on a planning running chart interface through visualization as an adjustment running chart, and deriving a new timetable through a data table.
An example of the adjustment operation diagram is shown in fig. 3. Wherein the grey rectangle represents the space-time range of the interruption, indicating the fault phase; train information 15min before the fault on the left side of the train information indicates a running state of normal operation before interruption occurs, and the train information on the right side of the train information is used for running according to a plan after a period of time, indicates a recovery stage and a normal operation stage again, and runs according to the plan. In terms of the operation line, the solid line represents the operation line for which planning or adjustment determination is to be performed; the dotted line indicates the planned travel with deviation after adjustment; the dashed line indicates a cancelled planned journey, both of which need not be performed any more; the dash-dot line indicates the line of operation after the minor cross-road turn-back, which needs to be performed. The folding lines of the terminal stations at the two ends represent the turn-back and turn-back connection relation of the vehicle bottom, wherein two different heights are used for distinguishing turn-back stock ways behind the two stations, and when the two stations are idle, the train can be considered to be free to select one of the two stations. The train before the fault runs according to the plan, all the small routes on two sides turn back during the fault period, the train in the middle runs in a single line in a bidirectional reciprocating way, and enters a recovery stage after the fault is ended, and the train is attached to the plan to run until the train runs normally according to the plan again.
The foregoing description of the embodiments of the method further describes the embodiments of the present invention through embodiments of the electronic device and the storage medium.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM and RAM are connected to each other by a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in a device are connected to an I/O interface, comprising: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; a storage unit such as a magnetic disk, an optical disk, or the like; and communication units such as network cards, modems, wireless communication transceivers, and the like. The communication unit allows the device to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processing unit performs the respective methods and processes described above, for example, the methods S1 to S5. For example, in some embodiments, methods S1-S5 may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via the ROM and/or the communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of the methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to perform methods S1-S5 in any other suitable manner (e.g., by means of firmware).
The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a Complex Programmable Logic Device (CPLD), and the like.
Program code for carrying out methods of the present invention may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus such that the program code, when executed by the processor or controller, causes the functions/operations specified in the flowchart and/or block diagram to be implemented. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (12)
1. A method for generating a train operation adjustment scheme, the method comprising the steps of:
s1, determining formed fault sections and trapped train information according to fault reasons, occurrence time and occurrence positions, and estimating fault duration;
s2, acquiring actual train information before failure and planned train information after failure, and carrying out structural reading according to train bottom and train number sequences;
s3, constructing a train operation scheme adjustment model integrating modes of each stage before, during and after failure recovery;
s4, solving a train operation scheme adjustment model;
and S5, outputting and applying the adjustment operation diagram.
2. The method for generating a train operation adjustment scheme according to claim 1, wherein the fault section in the step S1 is determined comprehensively according to the specific location and the line topology where the fault occurs, and in order to make the intersection between the fault section and the normal section completely independent, the determined fault section must be a section which can be turned back at both ends of the station.
3. The method for generating a train operation adjustment scheme according to claim 1, wherein the estimated fault duration in step S1 is determined according to the average duration of the faults of the same type, and the system automatically retrieves the data to give the predicted value of the fault duration and the predicted value of the end time after inputting the fault parameters, and allows manual modification to update the end time of the fault according to the change of the actual situation.
4. The method for generating a train operation adjustment scheme according to claim 1, wherein the step S2 of acquiring the actual train information before the failure and the planned train information after the failure specifically includes:
based on the real-time train monitoring data and the planned running chart, identifying actual train time information of a period of time before the fault and planned train time information of a period of time during the fault and after the fault, and combing the matching relation between the actual train number data and the planned train number data before and after the fault to the train bottom.
5. The method of claim 4, wherein the identifying actual train time information of a period of time before the occurrence of the fault is any one of time periods recorded for identifying a technical operation time of each on-line train at least one station.
6. The method for generating a train operation adjustment scheme according to claim 1, wherein the step S3 specifically includes:
s3.1, a scheduling strategy of parking treatment, single-line bidirectional operation and minor intersection turn-back in an abstract fault stage;
s3.2, creating a full-stage mixed integer programming model which aims at guaranteeing normal section operation service level as much as possible and considers driving constraints of train arrival and departure intervals and foldback connection.
7. The method for generating a train operation adjustment scheme according to claim 6, wherein S3.1 specifically comprises:
the trapped trains on the fault section fault stock way are stopped and disposed, and the abstract is that the trains stop at the near station until the fault is finished and then continue to be sent forward;
the train on the normal track on the other side of the fault section runs bidirectionally, and the abstraction is that the train entering the track for the first train after the fault runs back and forth in the track;
the normal section small cross road is turned back, and the normal section small cross road is abstracted to be turned back directly to be the opposite service direction when other trains run to the station at the fault edge.
8. The method for generating a train operation adjustment scheme according to claim 6, wherein the full-phase mixed integer programming model in S3.2 specifically comprises:
(1) Decision variables: an integer variable representing the time of arrival and departure of the train after adjustment, a 0-1 variable representing whether the event of arrival and departure of the train is canceled, a 0-1 variable representing whether the retrace or the in-out warehouse activity exists, a 0-1 variable representing whether the train is distributed in a certain retrace track, and a 0-1 variable representing whether the train is in a fault period or a recovery period;
(2) Objective function: minimizing a weighted sum of the cancellation and departure plan services, wherein a penalty factor for the cancellation plan service is substantially greater than a penalty factor for the departure plan service;
(3) Constraint conditions: trapped train parking time constraint, delay range constraint, running line cancellation constraint, running and stop time constraint, minor intersection turn-back constraint, single-line bidirectional running turn-back constraint, terminal turn-back constraint, homodromous running interval constraint, homodromous arrival interval constraint and stock channel capacity constraint.
9. The method for generating a train operation adjustment scheme according to claim 1, wherein in the step S4, the optimal solution is found by solving the train operation adjustment model by means of an optimization solving tool.
10. The method for generating a train operation adjustment scheme according to claim 1, wherein in the step S5, outputting and applying the adjustment operation chart means writing an operation chart drawing function, displaying the solution result as the adjustment operation chart on a planning operation chart interface through visualization, and deriving a new schedule through a data table.
11. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method of any of claims 1-10.
12. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any one of claims 1-10.
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116395004B (en) * | 2023-06-08 | 2023-08-15 | 北京全路通信信号研究设计院集团有限公司 | Train operation control method and system |
| CN117002570A (en) * | 2023-08-04 | 2023-11-07 | 交控科技股份有限公司 | Train driving scheduling method and device |
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Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN116395004B (en) * | 2023-06-08 | 2023-08-15 | 北京全路通信信号研究设计院集团有限公司 | Train operation control method and system |
| CN117002570A (en) * | 2023-08-04 | 2023-11-07 | 交控科技股份有限公司 | Train driving scheduling method and device |
| CN117002570B (en) * | 2023-08-04 | 2024-03-26 | 交控科技股份有限公司 | Train driving scheduling method and device |
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