CN116902037B - Automatic adjustment method for operation of heavy-duty train under virtual marshalling - Google Patents

Abstract

The invention discloses a method for automatically adjusting the operation of heavy-duty trains under virtual marshalling, which includes the steps of: inputting relevant data of the heavy-haul train planned operation chart and interference scenario data, and constructing a train operation adjustment model under virtual marshalling according to different interference scenarios; The train operation adjustment model under different interference scenarios is solved by the particle swarm algorithm based on simulated annealing to determine the adjusted arrival and departure time of each train at each station and the virtual marshalling relationship; according to the adjusted arrival and departure time of each train at each station and virtual marshalling relationships to determine the train dispatching plan. The invention can adjust the heavy-haul train operation diagram when an interference event occurs, so as to restore the normal operation of the train more quickly.

Description

A method for automatically adjusting heavy-load train operation under virtual marshaling

Technical Field

The present invention relates to the technical field of heavy-load train operation diagram adjustment, and in particular to a heavy-load train operation automatic adjustment method under virtual marshaling.

Background Art

As the main carrier of bulk cargo transportation, heavy-haul railways play an important role in energy transfer. As the long-term development goal of railways, heavy-haul freight is more likely to cause deformation of heavy-haul lines and damage to basic equipment as the axle weight of heavy-haul trains increases and the number of trains increases. In addition, sudden changes in the external environment will cause more frequent interference to heavy-haul trains, resulting in minor delays of heavy-haul trains due to temporary speed limits on lines and serious delays of heavy-haul trains due to temporary blockades of sections. If the delay lasts for a long time, it will spread throughout the entire network.

Therefore, when a disturbance event occurs, the train operation diagram needs to be adjusted. The traditional adjustment method is almost saturated due to the limitations of technology and line infrastructure. Therefore, in order to improve the dispatching level of heavy-haul railways, it is necessary to study an automatic adjustment scheme for heavy-haul train operation suitable for the field of heavy-haul railways, and provide a feasible solution for heavy-haul train operation adjustment to achieve faster recovery of normal operation of trains.

Summary of the invention

1. Technical issues to be resolved

In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a method for automatic adjustment of heavy-load train operation under virtual marshaling, which solves the technical problem that when an interference event occurs, the traditional adjustment method cannot effectively adjust the train operation diagram due to the limitations of technology and line infrastructure.

(II) Technical solution

In order to achieve the above object, the main technical solutions adopted by the present invention include:

In a first aspect, an embodiment of the present invention provides a method for automatically adjusting the operation of a heavy-load train under virtual marshaling, comprising the following steps:

S1: Input the relevant data of the heavy-load train plan operation diagram and the interference scenario data, and build a train operation adjustment model under virtual marshaling according to different interference scenarios;

S2: The train operation adjustment model under different interference scenarios is solved by a particle swarm algorithm based on simulated annealing to determine the arrival and departure times and virtual marshaling relationships of each train at each station after adjustment;

S3: Determine the train operation scheduling plan according to the adjusted arrival and departure times of each train at each station and the virtual marshaling relationship.

An automatic adjustment method for heavy-load train operation under virtual marshaling proposed in an embodiment of the present invention provides a feasibility for heavy-load train operation adjustment through the automatic adjustment method for heavy-load train operation under virtual marshaling in interference scenarios of different degrees, so as to realize faster restoration of normal operation of trains.

Optionally, the train operation adjustment model under virtual marshalling includes: an objective function; the optimization goal of the objective function is to minimize the total delay time of all trains, and the total delay time of the trains is the sum of the differences between the actual arrival and departure times and the planned arrival and departure times of all trains at the station after the train operation adjustment.

Optionally, the train operation adjustment model under virtual marshaling also includes constraints under different interference scenarios, including:

Constraints in the minor interference scenario include: train interval operation time constraints, train station operation time constraints, train station parking constraints, train delay time constraints, train same arrival and departure line occupancy interval constraints, train virtual marshaling condition constraints, train arrival and departure line occupancy constraints, and train arrival and departure tracking interval constraints;

The constraints under severe interference scenarios include: blocked section protection constraints, no earlier than planned time constraints, train section operation time constraints, train station operation time constraints, train station parking constraints, train arrival and departure line occupancy constraints, train virtual marshaling condition constraints, train arrival and departure tracking interval constraints, and marshaled trains occupying the same arrival and departure line constraints.

Optionally, constructing a train operation adjustment model under virtual marshaling includes: linearizing nonlinear constraints in the train operation diagram model under virtual marshaling to obtain a train operation adjustment model based on mixed integer linear programming.

Optionally, the slight interference scenario includes a temporary speed limit scenario, and the formula of the objective function is:

in, is the optimization target of the model. The optimization target in the temporary speed limit scenario is to minimize the total delay time of all trains considering the train grade; N represents the total number of trains; S represents the total number of stations; Represents the level of the train; integer variable , They are used to represent the actual arrival time and actual departure time of train i at station j after the train operation diagram is adjusted; is the planned arrival time of train i at station j; is the scheduled departure time of train i at station j; represents the deviation of train arrival time; Represents the deviation of train departure time.

Optionally, in the constraint conditions for the temporary speed limit scenario,

The interval running time constraint of the train is: the running time of the train in the interval cannot be less than the minimum running time allowed for the train on this section of the line;

The station operation time constraint of the train is: the minimum stay time of the train at the station is not less than the minimum operation time of the train at the station. The minimum operation time of the train at the station includes the sum of the necessary operation time and the start-stop additional time;

The station stop constraint of the train is: if the planned operation diagram stipulates that the train needs to stop at the station, the adjustment will ensure that the train still stops at the station; if the planned operation diagram stipulates that the train does not stop at the station, the adjustment can be to pass through the station without stopping or stop at the station;

The train delay time constraint is: the adjusted arrival and departure times must be no less than the train delay time;

The interval constraint for trains occupying the same arrival and departure track is as follows: if two trains occupy the same arrival and departure track and meet the marshaling conditions and the arrival and departure track length requirements, they can occupy the same arrival and departure track for marshaling and departure at the same time; if they do not meet the marshaling conditions and the arrival and departure track length requirements, they cannot occupy the same arrival and departure track at the same time, and the minimum safe interval time between the arrival and departure tracks must be ensured, that is, the arrival time of the rear train and the departure time of the front train is greater than or equal to the minimum safe interval time;

The train arrival and departure line occupancy constraints include: trains can only occupy arrival and departure lines where conditions permit, and a train can only occupy one arrival and departure line at a certain station; if a heavy-load train needs to occupy a certain arrival and departure line at a certain station in the planned operation diagram, then the train also needs to occupy the arrival and departure line at a certain station in the adjusted operation diagram.

Optionally, in the constraint conditions under the temporary speed limit scenario, the virtual marshaling condition constraints of the train include:

If the two trains occupy different arrival and departure tracks, the sum of the lengths of the two trains meets the maximum marshaling length requirement;

If two trains occupy the same arrival and departure track, the sum of the lengths of the two trains meets the length requirement of the arrival and departure track; if it does not meet the requirement, the two trains cannot occupy the same arrival and departure track at the same time; trains that plan to occupy the same arrival and departure track and plan to stop can be virtually marshaled;

Any train ahead can be formed with at most one train behind it.

Optionally, in the constraints under the temporary speed limit scenario, the arrival and departure tracking interval constraints of the train include:

The arrival and departure intervals of two adjacent trains at the station must meet the minimum tracking interval; if the two trains are virtually marshaled, the tracking interval under the virtual marshaling must be met;

When the train behind is late and the grade of the train behind is greater than or equal to the grade of the train ahead, the late train is allowed to overtake at the station;

Uniqueness constraints on train arrival and departure order;

Trains follow the first-departed-first-arrived constraint between adjacent stations.

Optionally, the severe interference scenario includes an interval blocking scenario, and the formula of the objective function is:

in, is the optimization goal of the model. The optimization goal in the section blocking scenario is to minimize the total delay time of all trains.

Optionally, in the constraints for the interval blocking scenario,

The protection constraints of the blocked section include: the trains not affected before the section is blocked run as planned; after the section is blocked, if the trains that have entered the fault area before the section is blocked continue to run forward, the departure time of the affected trains is greater than the section blocking time;

The no earlier than planned time constraint is: after the section blockade ends, the train departure time is still greater than or equal to the arrival time;

The train interval running time constraint is: the train running time in the interval cannot be less than the minimum running time allowed for the train on this line;

The station operation time constraint of the train is: the minimum stay time of the train at the station is not less than the minimum operation time of the train at the station. The minimum operation time of the train at the station includes the sum of the necessary operation time and the start-stop additional time;

The station stop constraint of the train is: if the planned operation diagram stipulates that the train needs to stop at the station, the adjustment will ensure that the train still stops at the station; if the planned operation diagram stipulates that the train does not stop at the station, the adjustment can be to pass through the station without stopping or stop at the station;

The train arrival and departure line occupation constraints include: trains can only occupy the arrival and departure lines where conditions permit, and a train can only occupy one arrival and departure line at a station; trains originally planned to stop occupy the arrival and departure lines allocated in the plan at the station, and trains originally planned not to stop stop at the arrival and departure lines temporarily allocated at the station due to delays;

The virtual marshaling constraints of trains include: the virtual marshaling trains must meet the arrival and departure line length requirements; any front train can be marshaled with at most one train behind;

The minimum safety interval constraint for the same arrival and departure track includes: if two trains occupy the same arrival and departure track and meet the marshaling conditions and the arrival and departure track length requirements, they can occupy the same arrival and departure track for marshaling and departure at the same time; if they do not meet the marshaling conditions and the arrival and departure track length requirements, they cannot occupy the same arrival and departure track at the same time, and the minimum safety interval time for the arrival and departure tracks must be ensured, that is, the arrival time of the rear train and the departure time of the front train are greater than or equal to the minimum safety interval time;

The tracking interval constraints for train arrival and departure include that if two trains are virtually marshaled, the two trains track at the tracking interval under the virtual marshaling, otherwise the trains track at the tracking interval under the moving block;

The constraint for marshaling trains to occupy the same arrival and departure line is: under the conditions of meeting the arrival and departure line length requirements and marshaling condition constraints, the originally planned non-stop trains are allowed to occupy the same arrival and departure line as a virtual marshaling.

(III) Beneficial effects

The beneficial effects of the present invention are as follows: a method for automatically adjusting the operation of heavy-load trains under virtual marshaling of the present invention combines virtual marshaling strategy with heavy-load train operation adjustment, adjusts the train operation diagram according to relevant data of the heavy-load train plan operation diagram, different interference scenario data and characteristics of heavy-load trains running on heavy-load railways, and combines the virtual marshaling strategy to shorten the arrival and departure intervals of trains, improve the arrival and departure line utilization capacity and station receiving and dispatching capacity, and reduce the time it takes for trains to resume normal operations while ensuring the safety of train operation.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG1 is a flow chart of a method for automatically adjusting heavy-load train operation under virtual marshaling according to a preferred embodiment 1 of the present invention;

FIG2 is a flow chart of a particle swarm algorithm based on simulated annealing according to a preferred embodiment 1 of the present invention;

FIG3 is a train plan operation diagram of a preferred embodiment 1 of the present invention;

FIG4 is an operation diagram after automatic adjustment based on the SA-PSO algorithm in a temporary speed limit scenario according to a preferred embodiment 2 of the present invention;

FIG5 is an operation diagram after automatic adjustment based on the SA-PSO algorithm in the interval blocking scenario of the preferred embodiment 3 of the present invention.

DETAILED DESCRIPTION

In order to better explain the present invention and facilitate understanding, the present invention is described in detail below through specific implementation modes in conjunction with the accompanying drawings.

The method for automatic adjustment of heavy-load train operation under virtual marshaling proposed in an embodiment of the present invention provides a feasibility for adjusting the operation of heavy-load trains under virtual marshaling in interference scenarios of different degrees, so as to achieve faster restoration of normal operation of trains.

In order to better understand the above technical solution, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the accompanying drawings, it should be understood that the present invention can be implemented in various forms and should not be limited by the embodiments described herein. On the contrary, these embodiments are provided to enable a clearer and more thorough understanding of the present invention and to fully convey the scope of the present invention to those skilled in the art.

Example 1

Fig. 1 is a flow chart of a method for automatically adjusting the operation of a heavy-load train under virtual marshaling according to an embodiment of the present invention. The method for automatically adjusting the operation of a heavy-load train under virtual marshaling according to an embodiment of the present invention comprises the following steps:

S1: Input the relevant data of the heavy-load train operation diagram (as shown in Figure 3) (including the time data related to the train starting and ending points, stops, etc.) and the interference scenario data, and build a train operation adjustment model under virtual marshaling according to different interference scenarios. Building a train operation adjustment model under virtual marshaling includes: linearizing the nonlinear constraints in the train operation diagram model under virtual marshaling to obtain a train operation adjustment model based on mixed integer linear programming.

During implementation, the train operation adjustment model under virtual marshalling includes: objective function and constraints under different interference scenarios; the optimization goal of the objective function is to minimize the total delay time of all trains, and the total delay time of the train is the sum of the differences between the actual arrival and departure times and the planned arrival and departure times of all trains at the station after the train operation adjustment.

Constraints include:

Constraints in the minor interference scenario include: train section operation time constraints, train station operation time constraints, train station parking constraints, train delay time constraints, train same arrival and departure line occupancy interval constraints, train virtual marshaling condition constraints, train arrival and departure line occupancy constraints, and train arrival and departure tracking interval constraints;

The constraints under severe interference scenarios include: blocked section protection constraints, no earlier than planned time constraints, train section operation time constraints, train station operation time constraints, train station parking constraints, train arrival and departure line occupancy constraints, train virtual marshaling condition constraints, train arrival and departure tracking interval constraints, and marshaled trains occupying the same arrival and departure line constraints.

S2: The train operation adjustment model under different interference scenarios is solved by the simulated annealing-based particle swarm algorithm (SA-PSO) to determine the arrival and departure times and virtual marshaling relationships of each train at each station after adjustment.

Referring to FIG2 , based on the aforementioned train operation adjustment model under virtual marshaling under different interference scenarios, a particle swarm algorithm based on simulated annealing is designed to solve the model. As shown in FIG2 , the arrival and departure times of the trains at each station are first encoded into the positions of the particles, and then the positions of the particles are initialized according to certain rules and the initial temperature of the simulated annealing algorithm is initialized, so that the particles can search within a feasible range. After one execution, the speed and position of the particles are updated, and then a new solution is generated. According to the Metropolis law, it is determined whether the particles accept the new solution, and then a cooling operation is performed to determine whether the iteration termination condition is met. If so, the loop is exited and the arrival and departure times and marshaling relationships of the trains are output, otherwise the iteration continues.

S3: Determine the train operation scheduling plan according to the adjusted arrival and departure times of each train at each station and the virtual marshaling relationship.

An automatic adjustment method for heavy-load train operation under virtual marshaling in an embodiment of the present invention provides a feasibility for heavy-load train operation adjustment through the automatic adjustment method for heavy-load train operation under virtual marshaling in interference scenarios of different degrees, so as to realize faster restoration of normal operation of trains.

Example 2

This embodiment applies the embodiment 1 to automatically adjust the train operation diagram under virtual marshaling in a temporary speed limit scenario, and the steps are basically the same as those in the embodiment 1, except that:

S1: Constructing a train operation adjustment model under virtual marshaling according to different interference scenarios, including the following steps:

S101: Construct objective function:

The specific formula of the objective function is:

(1)

is the optimization target of the model, that is, the adjustment target of the model is to minimize the total delay time of all trains considering the train grade, N represents the total number of trains, S represents the total number of stations, Represents the level of the train, an integer variable , They are used to represent the actual arrival time and actual departure time of train i at station j after the train operation diagram is adjusted. is the planned arrival time of train i at station j, is the scheduled departure time of train i at station j, represents the deviation of train arrival time, Represents the deviation of the train departure time. The total train delay time is defined as the sum of the differences between the actual arrival and departure times of all trains at the station and the planned arrival and departure times after the train operation adjustment. In the case of temporary speed limit, train delays or delay propagation will occur. The purpose of considering the virtual marshaling strategy is to reduce the tracking interval between trains through the virtual marshaling of trains. What is changed is the arrival and departure time of the train on the operation diagram, and it is possible to change the departure order of the train during marshaling. Therefore, the comprehensive objective function is to minimize the total delay time of all trains considering the train level.

S102: Constraints:

In order to ensure that trains run safely in a certain order, effectively utilize the train operation time at the station and the interval running time to improve the transportation capacity, and effectively combine the virtual marshaling strategy, the model should meet the following constraints:

1) Train interval running time constraints

(2)

The running time of a train in a section refers to the time required for a train to pass through the section at a certain speed according to the setting of the line between two stations. Each heavy-duty railway line has different characteristics and different restrictions on train speed. Therefore, this constraint indicates that the running time of a train in a section cannot be less than the minimum running time allowed for the train on this section of the line. , L represents the set of trains, ,C represents the set of stations, .

2) Train station operation time constraints

(3)

The minimum operating time of a train refers to the minimum time a train stays at a station, including the sum of the necessary operating time and the additional start and stop time. Indicates whether train i stops at station j, Indicates the minimum stay time of a train at a station. Indicates the additional time for the train to depart. Indicates the additional time the train will stop.

3) Train stop constraints

(4)

If the planned operation diagram stipulates that the train needs to stop at a station, the adjusted operation diagram must also ensure that the train still stops at the station. 0-1 variable Indicates whether the train is scheduled to stop. If the train is scheduled to stop at the station, it is a 0-1 decision variable =1, the train still stops at the station after adjustment. If the train passes without stopping, the train can still pass without stopping or stop at the station after adjustment.

4) Train delay time constraints

(5)

(6)

Temporary speed restrictions may cause trains to arrive or depart late. Train delay time refers to the difference between the scheduled arrival and departure times of the train and the actual arrival and departure times of the train. Indicates the train's arrival delay time. Indicates the time when the train is delayed. The adjusted arrival and departure times must be no less than the train's delay time.

5) Interval constraints for trains on the same arrival and departure track

(7)

If trains occupy the same arrival and departure track and meet the requirements of marshaling conditions and arrival and departure track length, they can occupy the same arrival and departure track for marshaling and departure at the same time; if they do not meet the conditions, they cannot occupy the same arrival and departure track at the same time, and the minimum safety interval time between the arrival and departure tracks must be ensured, that is, the arrival time of the rear train and the departure time of the front train must be greater than or equal to the minimum safety interval time. Indicates the minimum safe interval time for occupying the same arrival and departure line. Indicates the front vehicle. Represents the following car, 0-1 decision variable , train , Whether to occupy the departure line k at station j, is the set of arrival and departure lines of station j, a 0-1 decision variable If the train and train The virtual marshaling at station j takes the value of 1, otherwise it takes the value of 0, and M is a sufficiently large positive integer.

6) Virtual marshaling condition constraints of trains

① If the two trains occupy different arrival and departure lines, the front and rear trains meet the virtual marshaling interval requirements at departure due to the delay of the front train. Considering the maximum load-bearing limit of the heavy-load line, the sum of the lengths of the two trains needs to meet the maximum marshaling length requirements.

(8)

, Indicates train and Length, Indicates the maximum length allowed for a train formation, a variable between 0 and 1 , Indicates scheduled trains and Whether the arrival and departure line k is occupied at station j.

② If two trains occupy the same arrival and departure line, and the front and rear trains can be virtually marshaled and run on the same arrival and departure line due to the delay of the front train, then the sum of the lengths of the two trains must meet the length requirement of the arrival and departure line. If it does not meet the requirement, the two trains cannot occupy the same arrival and departure line at the same time.

(9)

In constraint (9), trains that are scheduled to occupy the same arrival and departure track and are scheduled to stop can be virtually grouped. 0-1 decision variables Indicates train Whether to stop at station j, is the length to the starting line k, and M is a sufficiently large positive integer.

③ Constraint on the number of trains: Due to the limitation of heavy-load lines and the length of arrival and departure lines, it is necessary to constrain the number of trains. Constraint (10) indicates that any front train can be at most formed with one train behind it.

(10).

7) Train arrival and departure line occupancy constraints

① Uniqueness constraint on arrival and departure line occupancy

(11)

Trains can only occupy arrival and departure tracks where conditions permit, and a train can only occupy one arrival and departure track at a certain station.

② If a heavy-load train needs to occupy a certain arrival and departure line at a certain station in the planned operation diagram, then the train also needs to occupy the same arrival and departure line at a certain station in the adjusted operation diagram.

(12)

8) Train arrival and departure tracking interval constraints

In order to avoid collision between two trains in the section, they must be tracked strictly according to the minimum tracking interval. For two adjacent trains, their arrival and departure intervals at the station must meet the arrival and departure tracking intervals at the same time. There are differences in the minimum tracking intervals for trains of different grades on heavy-haul railways, so it is necessary to ensure that the minimum tracking interval is met when tracking the preceding train. If the two trains are virtually marshaled, the tracking interval under virtual marshaling must be met. In order to ensure that the normal operation of subsequent trains is not affected by the delay of a certain train, adjacent trains of higher grades can be allowed to pass, the departure order of the trains can be changed, and the delay time can be reduced. my country's heavy-haul railway lines are usually double-track and one-way. The passing behavior of trains can only be changed at the station. After changing the departure order, a certain tracking interval must still be met to ensure the safe operation of the train.

① Trains do not overtake each other, and the arrival and departure tracking intervals are constrained

(13)

0-1 decision variable , Indicates train and The order of arrivals and departures at station j, , It indicates the minimum arrival and departure tracking interval of the preceding vehicle under moving block. , Indicates the minimum arrival and departure tracking interval for tracking the preceding vehicle under virtual marshaling.

② When a train overtakes another train, the arrival and departure tracking interval is restricted

(14)

When the train Level Greater than or equal to train Level When the train is late, it is allowed to overtake at the station.

③ Uniqueness constraints on train arrival and departure order

(15)

④ Arrival and departure tracking interval constraints for trains with and without overtaking behavior

(16)

⑤ Trains between adjacent stations follow the first-departure-first-arrival constraint

(17)

Example 3

This embodiment applies the embodiment 1 to the automatic adjustment of the train operation diagram under the virtual marshaling in the section blocking scenario, and the steps are basically the same as those of the embodiment 1, except that:

S1: Constructing a train operation adjustment model under virtual marshaling according to different interference scenarios, including the following steps:

S101: Construct objective function:

The specific formula of the objective function is:

(18)

In the section blockade scenario, due to the large-scale accumulation of trains, the goal is to quickly evacuate the accumulated trains and allow the trains originally planned not to stop to occupy the same arrival and departure line virtual formation when they stop for avoidance. Therefore, the objective function no longer considers the train grade, and the objective function is to minimize the total delay time of all trains.

S102: Constraints:

In order to ensure that trains run safely in a certain order, effectively utilize the train operation time at the station and the interval running time to improve the transportation capacity, and effectively combine the virtual marshaling strategy, the model should meet the following constraints:

1) Blocked area protection constraints

① Trains not affected by the blockade will run as planned

(19)

(20)

Indicates the start time of blocking the interval [j,j+1].

① After the section is blocked, if the train that has entered the fault area before the section is blocked can continue to move forward, the departure time of the affected train must be greater than the section blocking time to ensure the safety of train operation.

(twenty one)

Indicates the end time of the blockade of the interval [j,j+1].

2) Departure time constraints

(twenty two)

Constraint (22) indicates that after the blockade ends, the departure time of the train must still be greater than or equal to the arrival time.

3) Train interval running time constraints

(twenty three)

4) Train station operation time constraints

(twenty four)

5) Train stop constraints

(25)

6) Train arrival and departure line occupancy constraints

① Uniqueness constraint on arrival and departure line occupancy

(26)

② The train originally planned to stop at the station occupies the arrival and departure track allocated by the plan, and the train originally planned not to stop stops at the station on the arrival and departure track temporarily allocated due to delay

(27);

7) Virtual marshaling condition constraints of trains

① Virtual marshaling trains must meet the arrival and departure line length requirements

(28)

(29)

② Requirements for the number of groups

(30)

Any train ahead can be formed with at most one train behind it.

8) The same arrival and departure line occupies the minimum safety interval constraint

(31);

If two trains occupy the same arrival and departure line and meet the marshaling conditions and arrival and departure line length requirements, they can occupy the same arrival and departure line for marshaling and departure at the same time; if they do not meet the marshaling conditions and arrival and departure line length requirements, they cannot occupy the same arrival and departure line at the same time, and the minimum safety interval time between the occupation of the arrival and departure lines must be ensured, that is, the arrival time of the rear train and the departure time of the front train is greater than or equal to the minimum safety interval time.

9) Train arrival and departure tracking interval constraints

(32)

If two trains are virtually marshaled, the two trains track at the tracking interval under the virtual marshaling, otherwise the trains track at the tracking interval under moving block. , Indicates virtual train formation Minimum arrival and departure tracking interval for tracking the preceding vehicle.

10) Constraints on marshaling trains occupying the same arrival and departure line

Heavy-haul railways have intermediate stations along the way, but the intermediate stations generally have a limited number of arrival and departure tracks. If a large number of trains stop and wait at the station, the arrival and departure tracks may not be able to meet the occupancy of the trains at the same time. Since virtual trains can occupy the same arrival and departure track at the same time, trains that were originally planned not to stop are allowed to occupy the same virtual arrival and departure track, provided that the arrival and departure line length requirements and marshaling constraints are met.

(33)

In formula (33), there is a product of two 0-1 variables, which is a nonlinear constraint. Linearization:

(34)

.

in, Virtual train formation and train Medium train At the station 0-1 decision variable for occupying the starting line k ; Virtual train formation and train Medium train At the station is a 0-1 decision variable for occupying the transmission line k .

In order to enable those skilled in the art to more clearly understand the technical solution of the present invention, the present invention will be described below in conjunction with a specific scenario.

Combined with the relevant data of Shuohuang Railway, the proposed method for automatic adjustment of the heavy-load train operation diagram under virtual marshaling is further explained. There are 8 stations and 13 trains in total. The train plan operation diagram before adjustment is shown in Figure 3. According to the embodiment 2 of the present invention, the automatic adjustment example of the heavy-load train operation diagram under virtual marshaling in the temporary speed limit scenario is shown in Figure 4; the automatic adjustment example of the heavy-load train operation diagram under virtual marshaling in the section blocking scenario is shown in Figure 5. The basic parameter settings are shown in Table 1, and the relevant calculation results are shown in Table 2.

Table 1 Basic parameter settings

Table 2 Calculation results

In Figure 3, due to the temporary speed limit, the 7th train arrived at the 3rd station 10 minutes late, and the 8th train arrived at the 3rd station 8 minutes late. The black solid line in Figure 3 represents the planned operation diagram, and the bold black dotted line represents the adjusted train operation line. In Figure 4, the blocked section is the 3rd section, and the blockade range is 9:30-10:10. The dark gray square represents the blockade range, the black solid line represents the planned operation diagram, and the bold black dotted line represents the adjusted train operation line.

In summary, the present invention provides a method for automatically adjusting the heavy-load train operation diagram under virtual marshaling, which takes into account the length and occupancy of the arrival and departure lines in the station, allows adjustment of arrival and departure times, overtaking, and the virtual marshaling strategy of trains originally planned not to stop occupying the same track, adjusts the train operation diagram, shortens the train arrival and departure intervals, improves the arrival and departure line utilization capacity and the station's receiving and dispatching capacity, and reduces the time it takes for trains to resume normal operations while ensuring the safety of train operation.

In the description of the present invention, it should be understood that the terms "first" and "second" are used for descriptive purposes only and should not be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, the meaning of "plurality" is two or more, unless otherwise clearly and specifically defined.

In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium; it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

In the present invention, unless otherwise clearly specified and limited, when a first feature is “above” or “below” a second feature, it may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. Moreover, when a first feature is “above”, “above” or “above” a second feature, it may be that the first feature is directly above or obliquely above the second feature, or it may simply mean that the first feature is higher in level than the second feature. When a first feature is “below”, “below” or “below” a second feature, it may be that the first feature is directly below or obliquely below the second feature, or it may simply mean that the first feature is lower in level than the second feature.

In the description of this specification, the description of the terms "one embodiment", "some embodiments", "embodiment", "example", "specific example" or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, unless they are contradictory.

Although the embodiments of the present invention have been shown and described above, it is to be understood that the above embodiments are exemplary and are not to be construed as limitations of the present invention. A person skilled in the art may alter, modify, replace and modify the above embodiments within the scope of the present invention.

Claims (6)

1. An automatic adjustment method for the operation of a heavy-duty train under virtual marshalling is characterized by comprising the following steps:

s1: inputting related data and interference scene data of a heavy-duty train planning operation chart, and constructing a train operation adjustment model under virtual grouping according to different interference scenes; the train operation adjustment model under the virtual grouping comprises: an objective function; the optimization objective of the objective function is to minimize the total delay time of all trains, wherein the total delay time of the trains is the sum of the differences of the actual arrival and departure time and the planned arrival and departure time of all trains at a station after the train operation is adjusted;

and constraints under different interference scenarios, including:

constraints under slightly disturbing scenes, including: interval running time constraint of a train, station operation time constraint of the train, station stopping constraint of the train, delay time division constraint of the train, same train-to-departure line occupation interval constraint of the train, virtual grouping condition constraint of the train, arrival-to-departure line occupation constraint of the train and arrival-to-departure tracking interval constraint of the train; and/or the number of the groups of groups,

constraints under severe interference scenarios include: blocking interval protection constraint, no earlier than planning time constraint, train interval running time constraint, station operation time constraint of a train, station stopping constraint of the train, departure line occupation constraint of the train, virtual grouping condition constraint of the train, arrival and departure tracking interval constraint of the train, and same departure line constraint of grouping the train;

the slight interference scene comprises a temporary speed limiting scene, and the formula of the objective function is as follows:

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wherein,the method is characterized in that the method is an optimization target of a model, and the optimization target in a temporary speed limiting scene is the minimum total delay time of all trains considering the train level; n represents the total number of trains; s represents the total number of stations;Represents the class of the train; integer variable->，The method is respectively used for indicating the actual arrival time and the actual departure time of the train i at the station j after the train running diagram is adjusted;The planned arrival time of the planned train i at the station j;A planned departure time for the planned train i at the station j;Deviation representing the arrival time of the train;Representing the deviation of train departure time;

the severe interference scene comprises an interval blocking scene, and the formula of the objective function is as follows:

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wherein,the method is characterized in that the method is an optimization target of a model, and the optimization target in an interval blocking scene is that the total delay time of all trains is minimum;

s2: solving train operation adjustment models under different interference scenes through a particle swarm algorithm based on simulated annealing, and determining the arrival time and virtual grouping relation of each adjusted train at each station;

s3: and determining a train driving scheduling scheme according to the adjusted arrival time and virtual grouping relation of each train at each station.

2. The method for automatically adjusting the operation of a heavy-duty train under a virtual consist according to claim 1, wherein the constructing a model for adjusting the operation of the train under the virtual consist comprises: and linearizing nonlinear constraint in the train operation diagram model under the virtual grouping to obtain a train operation adjustment model based on mixed integer linear programming.

3. The method for automatically adjusting the operation of a heavy-duty train under a virtual consist according to claim 1, wherein in the constraint condition under the temporary speed limit scene,

the interval running time constraint of the train is as follows: the running time of the train in the interval cannot be smaller than the minimum time division of the train running allowed by the line;

the station operation time constraint of the train is as follows: the minimum residence time of the train at the station is not less than the minimum operation time of the train at the station, and the minimum operation time of the train at the station comprises the sum of necessary operation time and additional start-stop time;

the stop constraint of the train is as follows: if the train is required to stop at the station in the planned running chart, the train is ensured to stop at the station after adjustment; if the train is specified to pass through the station without stopping in the plan operation diagram, the train can pass through the station without stopping or stopping after adjustment;

the time division constraint of the train at the later time is as follows: the adjusted arrival and departure time must be not less than the late time of the train;

the same train to departure line occupation interval constraint is as follows: if two trains occupy the same departure line and meet the requirements of the grouping condition and the departure line length, the two trains can occupy the same departure line to be grouped and sent at the same time; if the requirements of the marshalling conditions and the length of the departure line are not met, the marshalling conditions and the length of the departure line cannot occupy one departure line at the same time, and the minimum safety interval time occupied by the departure line in sequence must be ensured, namely, the arrival time of the rear vehicle and the departure time of the front vehicle are more than or equal to the minimum safety interval time;

the train's departure-line occupancy constraints include: the train can only occupy the arrival/departure line allowed by the condition, and a train can only occupy one arrival/departure line at a certain station; if a heavy-duty train needs to occupy a departure line at a station in the planned running chart, the train also needs to occupy the departure line at the station in the adjusted running chart.

4. The automatic adjustment method for operation of a virtual grouped heavy-duty train according to claim 3, wherein the virtual grouping condition constraint of the train among the constraint conditions in the temporary speed limit scene includes:

if the two trains occupy different departure lines, the sum of the lengths of the two trains meets the requirement of the maximum marshalling length;

if two trains occupy the same departure line, the sum of the lengths of the two trains meets the length requirement of the departure line; if the two trains do not meet the requirement, the two trains cannot occupy one departure line at the same time; the trains which are planned to occupy the same departure line and are all planned to stop can be virtually grouped;

at most and a rear train of any front train is grouped.

5. The method for automatically adjusting the operation of the heavy-duty train under the virtual consist according to claim 3, wherein in the constraint condition under the temporary speed limit scene, the arrival and departure tracking interval constraint of the train comprises:

the arrival and departure interval time of two adjacent trains at the station simultaneously meets the minimum tracking interval; if two trains are virtually grouped, the tracking interval under the virtual grouping is to be satisfied;

when the train at the rear gets out of the train at the late stage and the grade of the train at the rear is greater than or equal to the grade of the train at the front, allowing the train at the late stage to go beyond the train at the station;

uniquely constraining the arrival sequence and departure sequence of the train;

the train follows a first arrival constraint of a first departure train between adjacent stations.

6. The method for automatically adjusting the operation of a virtual consist heavy-duty train according to claim 1, wherein, in the constraint condition in the section blocking scene,

the lockout interval protection constraint includes: the train which is not affected before the interval is blocked is driven according to the original plan; after the section is blocked, if the train which enters the fault area before the section is blocked continues to run forwards, the departure time of the affected train is longer than the section blocking time;

not earlier than the planning time constraint is: after the interval is blocked, the departure time of the train still meets the arrival time or more;

the train interval running time constraint is: the running time of the train in the interval cannot be smaller than the minimum time division of the train running allowed by the line;

the station operation time constraint of the train is as follows: the minimum residence time of the train at the station is not less than the minimum operation time of the train at the station, and the minimum operation time of the train at the station comprises the sum of necessary operation time and additional start-stop time;

the stop constraint of the train is as follows: if the train is required to stop at the station in the planned running chart, the train is ensured to stop at the station after adjustment; if the train is specified to pass through the station without stopping in the plan operation diagram, the train can pass through the station without stopping or stopping after adjustment;

the train's departure-line occupancy constraints include: the train can only occupy the arrival/departure line allowed by the condition, and a train can only occupy one arrival/departure line at a certain station; the original planned stopped train occupies the planned distribution departure line at the station, and the original planned non-stopped train is temporarily distributed to the departure line for stopping at the station at a later time;

the virtual consist condition constraints of the train include: virtually grouped trains must meet the departure length requirements; any front train is grouped into a train at most and at the rear;

the same-to-hair occupies a minimum safe interval constraint comprising: if two trains occupy the same departure line and meet the requirements of the grouping condition and the departure line length, the two trains can occupy the same departure line to be grouped and sent at the same time; if the requirements of the marshalling conditions and the length of the departure line are not met, the marshalling conditions and the length of the departure line cannot occupy one departure line at the same time, and the minimum safety interval time occupied by the departure line in sequence must be ensured, namely, the arrival time of the rear vehicle and the departure time of the front vehicle are more than or equal to the minimum safety interval time;

the train arrival and departure tracking interval constraint comprises that if two trains are virtually grouped, the two trains are tracked at a tracking interval under the virtual grouping, otherwise, the trains are tracked at a tracking interval under the moving block;

the marshalling trains occupy the same route to the departure constraint: under the condition of meeting the requirement of the length of the departure line and the constraint of the grouping condition, the original planned non-stop train is allowed to occupy the same virtual grouping of the departure line.