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

Abstract

The invention discloses an automatic adjustment method for the operation of a heavy-duty train under virtual marshalling, which comprises the following steps: 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; 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; and determining a train driving scheduling scheme according to the adjusted arrival time and virtual grouping relation of each train at each station. The invention can adjust the heavy-load train operation diagram when the interference event occurs, so as to realize the faster recovery of the normal operation of the train.

Description

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

Technical Field

The invention relates to the technical field of adjustment of a heavy-duty train running chart, in particular to an automatic adjustment method for running of a heavy-duty train under virtual grouping.

Background

Heavy haul railways serve as main carriers for bulk cargo transportation and play an important role in energy transfer. Freight reloading is used as a long-term railway development target, and as the axle weight of a heavy-duty train is increased and the grouping number is increased, the phenomena of heavy-duty line deformation, basic equipment damage and the like are more easily caused, and the interference caused by external environment mutation to the heavy-duty train is more and more frequent, so that the temporary speed limit of the line causes slight late of the heavy-duty train and the temporary blocking of an interval causes serious late of the heavy-duty train. If the delay duration is long, the delay duration is propagated throughout the road network.

Thus, when a disturbance event occurs, adjustments to the train operation diagram are required, and the conventional adjustment method is almost saturated in capacity under the restrictions of technology and line infrastructure. Therefore, in order to improve the dispatching level of the heavy-duty railway, a heavy-duty train operation automatic adjustment scheme suitable for the heavy-duty railway field needs to be researched, and a feasibility scheme is provided for heavy-duty train operation adjustment so as to realize faster recovery of the normal operation of the train.

Disclosure of Invention

First, the technical problem to be solved

In view of the above-mentioned drawbacks and shortcomings of the prior art, the present invention provides an automatic adjustment method for operation of a heavy-duty train in virtual consist, which solves the technical problem that the conventional adjustment method cannot effectively adjust the train operation diagram under the limitation of technology and line infrastructure after an interference event occurs.

(II) technical scheme

In order to achieve the above purpose, the main technical scheme adopted by the invention comprises the following steps:

in a first aspect, an embodiment of the present invention provides a method for automatically adjusting operation of a heavy-duty train under virtual consist, including 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;

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.

According to the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling, provided by the embodiment of the invention, the feasibility is provided for the operation adjustment of the heavy-duty train under the virtual marshalling by the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling under the interference scenes of different degrees, so that the normal operation of the train can be recovered more quickly.

Optionally, the train operation adjustment model under the virtual consist includes: an objective function; the optimization objective of the objective function is to use the minimum total delay time of all trains, wherein the total delay time of the trains is the sum of the differences of the actual arrival time and the planned arrival time of all trains at the station after the train operation is adjusted.

Optionally, the train operation adjustment model under the virtual consist further includes 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;

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.

Optionally, constructing a train operation adjustment model under the virtual consist includes: and linearizing nonlinear constraint in the train operation graph model under the virtual grouping to obtain a train operation adjustment model based on mixed integer linear programming.

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

wherein,as the optimization target of the model, the optimization target in the temporary speed limiting sceneThe total delay time of all trains marked as considering the train level is minimum; 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.

Optionally, in the constraint condition under the temporary speed limit scene,

the section running time constraint of the train is as follows: the running time of the train in the section cannot be smaller than the minimum time division of the section of line allowing the train to run;

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.

Optionally, in the constraint condition in the temporary speed limit scene, the virtual grouping condition constraint of the train 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; 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.

Optionally, in the constraint condition in the temporary speed limit scenario, the arrival and departure tracking interval constraint of the train includes:

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.

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

wherein,and the optimization target in the interval blocking scene is the minimum total delay time of all trains.

Optionally, in the constraint condition under the interval lockout scenario,

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 section cannot be smaller than the minimum time division of the section of line allowing the train to run;

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.

(III) beneficial effects

The beneficial effects of the invention are as follows: according to the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling, the virtual marshalling strategy is combined with the operation adjustment of the heavy-duty train, the train operation diagram is adjusted according to the related data of the plan operation diagram of the heavy-duty train, different interference scene data and the characteristics of the heavy-duty train running on the heavy-duty railway by combining the virtual marshalling strategy, the train arrival and departure interval is shortened on the premise of ensuring the running safety of the train, the departure line use capacity and the station departure receiving capacity are improved, and the time for the train to recover to normal operation is reduced.

Drawings

Fig. 1 is a flow chart of an automatic adjustment method for operation of a heavy-duty train under virtual consist according to a preferred embodiment 1 of the present invention;

FIG. 2 is a flow chart of a simulated annealing based particle swarm algorithm according to a preferred embodiment 1 of the invention;

FIG. 3 is a train planning operation diagram of a preferred embodiment 1 of the present invention;

FIG. 4 is a running chart of the invention after automatic adjustment based on SA-PSO algorithm in the temporary speed limiting scene of the preferred embodiment 2;

fig. 5 is a running chart of the present invention after automatic adjustment based on SA-PSO algorithm in the interval blocking scenario of the preferred embodiment 3.

Detailed Description

The invention will be better explained by the following detailed description of the embodiments with reference to the drawings.

According to the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling, provided by the embodiment of the invention, the feasibility is provided for adjusting the operation of the heavy-duty train under the virtual marshalling by the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling under the interference scenes of different degrees, so that the normal operation of the train can be recovered more quickly.

In order that the above-described aspects may be better understood, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. While exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention may be embodied in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

Example 1

Fig. 1 is a flow chart of an automatic adjustment method for operation of a heavy-duty train under virtual consist in an embodiment of the invention. The method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling in the embodiment of the invention comprises the following steps:

s1: relevant data (including time data related to train starting and stopping points, stops and the like) and interference scene data of a heavy-load train planning operation chart (shown in fig. 3) are input, and a train operation adjustment model under virtual grouping is constructed according to different interference scenes. The building of the train operation adjustment model under the virtual marshalling comprises the following steps: and linearizing nonlinear constraint in the train operation graph model under the virtual grouping to obtain a train operation adjustment model based on mixed integer linear programming.

In practice, the train operation adjustment model under the virtual consist includes: objective function and constraint conditions under different interference scenes; the optimization objective of the objective function is to use the minimum total delay time of all trains, wherein the total delay time of the trains is the sum of the differences of the actual arrival time and the planned arrival time of all trains at the station after the train operation is adjusted.

Constraint conditions, comprising:

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;

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.

S2: and solving a train operation adjustment model under different interference scenes through a particle swarm algorithm (SA-PSO) based on simulated annealing, and determining the arrival time and virtual grouping relation of each adjusted train at each station.

Referring to fig. 2, based on the train operation adjustment model under the virtual grouping under the constructed different interference scenes, a particle swarm algorithm based on simulated annealing is designed to solve the model, as shown in fig. 2, the position of the particles is firstly encoded at the arrival time of each station by the train, then the positions of the particles are initialized according to a certain rule and the initial temperature of the simulated annealing algorithm is initialized, so that the particles are searched in a feasible range, the speed and the positions of the particles are updated after the particles are executed once, a new solution is generated, whether the particles accept the new solution is judged according to the Metropolis rule, then a temperature-withdrawal operation is carried out, whether an iteration termination condition is reached is judged, if yes, the cycle is exited, the arrival time and the grouping relation of the train are output, and if not, iteration is continued.

S3: and determining a train driving scheduling scheme according to the adjusted arrival time and virtual grouping relation of each train at each station.

According to the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling, provided by the embodiment of the invention, the feasibility is provided for the adjustment of the operation of the heavy-duty train under the virtual marshalling by the method for automatically adjusting the operation of the heavy-duty train under the virtual marshalling under different interference scenes, so that the normal operation of the train can be recovered more quickly.

Example 2

In this embodiment, the step of automatically adjusting the train operation diagram of the virtual consist in the temporary speed limit scenario according to embodiment 1 is basically the same as embodiment 1, wherein the difference is that:

s1: constructing a train operation adjustment model under virtual grouping according to different interference scenes, comprising the following steps:

s101: constructing an objective function:

the specific formula of the objective function is as follows:

（1）

the optimization target of the model, namely the adjustment target of the model is that the total delay time of all trains considering the train level is minimum, N represents the total number of trains, S represents the total number of stations, & lt/EN & gt>Represents the class of the train, integer variable +.>，Respectively used for representing the actual arrival time and the actual departure time of the train i at the station j after the train running diagram is adjusted,For planning the planned arrival time of train i at station j,/->For planning departure time of planned train i at station j,/->Deviation representing train arrival time, +.>The deviation of train departure time is represented, and the total delay time of the train is defined as the sum of the differences of the actual arrival time and the planned arrival time of all trains at the station after train operation adjustment. In the temporary speed limiting scene, delay or delay of the train is caused, the aim of the virtual grouping strategy is to reduce the tracking interval of a train workshop through virtual grouping of the train, change the arrival time of the train on a running chart, and possibly change the departure sequence of the train when the train is grouped, so that the total delay time of all trains considering the train level is comprehensively taken as an objective function.

S102: constraint conditions:

in order to ensure that the train safely drives according to a certain sequence, the operation time, the interval running time and the like of the train at a station are effectively utilized to improve the transportation capability, virtual grouping strategies are effectively combined, and the model meets the following constraint conditions:

1) Train section run time constraints

（2）

The running time of the train in the section refers to the time required for the train to pass through the section of line at a certain speed according to the arrangement of the line between two stations, each line of the heavy-duty railway has different characteristics and has different limits on the running speed of the train, so the constraint indicates that the running time of the train in the section cannot be less than the minimum time division of the section of line allowing the train to runL represents a set of trains,>c represents a collection of stations,>。

2) Train station operation time constraint

（3）

The minimum operation time of the train refers to the minimum residence time of the train at the station, including the sum of the necessary operation time and the additional start-stop time. Wherein 0-1 decision variableIndicating whether train i is stopped at station j, +.>Indicating minimum residence time of train at station +.>Additional time minutes for starting the train, +.>Indicating additional time minutes for stopping the train.

3) Stop restraint for train

（4）

If the planned running diagram specifies that the train needs to stop at the station, the adjusted running diagram also ensures that the train is still stopped at the station. 0-1 variableIndicating whether the train is planned to stop or not, if the train is planned to stop at the station, the 0-1 decision variable +.>=1, after adjustment, the train is still stopped at the station, and if the train passes through without stopping, the train can still pass through without stopping or stopping after adjustment.

4) Late time division constraint of train

（5）

（6）

In the temporary speed limiting scene, the train can possibly reach the late point or get off the late point, the time division of the train at the late point refers to the difference value between the arrival and departure time of the train, which is designed by the train, and the arrival and departure time of the actual running train,indicating the arrival late time of the train,indicating the time division of train departure at the late point, the adjusted arrival and departure time must be ensured to be not less than the time of train departure at the late point.

5) Space constraint for same train to departure line occupation

（7）

If the trains occupy the same departure line and meet the requirements of the grouping condition and the departure line length, the trains can occupy the same departure line to be grouped and sent; if the conditions are not met, the vehicles cannot occupy one departure line at the same time, and the minimum safety interval time occupied by the departure line 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,representing the minimum safe interval time occupying the same line of sight,/->Indicating front car->Represents the rear vehicle, 0-1 decision variable +.>、Train->、Whether or not station j occupies the departure line k, < >>For the arrival and departure line set of station j, 0-1 decision variable +.>Indicating if the train is->And train->The virtual group takes a value of 1 at station j, otherwise 0, M is a sufficiently large positive integer.

6) Virtual consist condition constraints for trains

(1) If two trains occupy different departure routes, the front and rear trains have virtual grouping interval requirements when departure due to the fact that the front train is at a later point, and the maximum load-bearing limit of a heavy-load line is considered, the sum of the lengths of the two trains needs to meet the maximum grouping length requirement.

（8）

、Indicating +.>And->Length of->Variable 0-1 representing maximum length of train consist allowed、Representing planned train->And->Whether the station j occupies the arrival line k.

(2) If two trains occupy the same departure line, the front and rear trains can run after virtually grouping on the same departure line due to the late time of the front train, the sum of the lengths of the two trains needs to meet the length requirement of the departure line, and if the sum of the lengths of the two trains does not meet the length requirement, the two trains cannot occupy one departure line at the same time.

（9）

In constraint (9) it is considered that trains which are planned to occupy the same departure line and are all planned to stop can be virtually grouped. 0-1 decision variableIndicating +.>Whether to stop at station j, if yes>For the length to the hairline k, M is a sufficiently large positive integer.

(3) The consist number constraints, due to heavy haul lines and limits on departure length, require a constraint on the number of train consists. Constraint (10) represents a train consist of at most and behind any preceding train.

（10）。

7) Train departure line occupancy constraints

(1) Unique constraints for line-of-hair occupation

（11）

Trains can only occupy the arrival/departure line allowed by conditions, and a train can only occupy one arrival/departure line at a certain station.

(2) 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.

（12）

8) Arrival and departure tracking interval constraints for trains

To avoid collisions between two trains within an interval, the trains must be tracked at exactly the minimum tracking interval, and for two adjacent trains, their arrival and departure intervals at the station must meet both the arrival and departure tracking intervals. There is a difference in the minimum tracking intervals of trains of different classes on a heavy haul railway, so it is necessary to ensure that the minimum tracking intervals are satisfied when a train is ahead of the track. If two trains are virtually grouped, the tracking interval under the virtual grouping is satisfied. In order to ensure that the normal operation of the subsequent trains is not influenced after a certain train gets out of the train at the late point, adjacent trains with higher grades can be enabled to go beyond the train, the train getting out sequence of the trains is changed, and the time at the late point is reduced. The heavy-duty railway line in China is usually double-line unidirectional, the out-of-service behavior of the train can be changed only at the station, a certain tracking interval still needs to be met after the departure sequence is changed, and the safe running of the train is ensured.

(1) Train is not overtravel, and arrival and departure tracking interval constraint

（13）

0-1 decision variable、Indicating +.>And->Arrival and departure sequence at station j, < > for>、Representing the minimum arrival and departure tracking interval for tracking the lead vehicle under moving occlusion, +.>、Representing the minimum arrival and departure tracking interval for tracking the lead vehicle under the virtual consist.

(2) Train going beyond the track interval constraint of arrival and departure

（14）

When the train isGrade->Greater than or equal to train->Grade->And allowing the train at the late departure point to go beyond the station.

(3) Unique constraints for train arrival sequence and departure sequence

（15）

(4) Arrival and departure tracking interval constraints for trains with and without overrun

（16）

(5) The train follows the first arrival constraint of the first departure train between adjacent stations

（17）

Example 3

In this embodiment, the steps of using embodiment 1 for automatically adjusting a train operation diagram under a virtual consist in a zone lockout scenario are substantially the same as embodiment 1, wherein the difference is that:

s1: constructing a train operation adjustment model under virtual grouping according to different interference scenes, comprising the following steps:

s101: constructing an objective function:

the specific formula of the objective function is as follows:

（18）

under the interval blocking scene, the accumulated trains are accumulated in a large area, so that the aim is to quickly evacuate the accumulated trains and allow the original planned non-stop trains to occupy the same departure line virtual grouping when the trains are stopped and kept away, so that the train grade is not considered by the objective function, and the total delay time of all the trains is the minimum.

S102: constraint conditions:

in order to ensure that the train safely drives according to a certain sequence, the operation time, the interval running time and the like of the train at a station are effectively utilized to improve the transportation capability, virtual grouping strategies are effectively combined, and the model meets the following constraint conditions:

1) Blocking interval protection constraint

(1) Train not affected before interval blocking is driven according to original plan

（19）

（20）

Representing interval [ j, j+1 ]]The start time is blocked.

(1) After the section is blocked, if the train which enters the fault area before the section is blocked can continue to run forwards, the departure time of the affected train is longer than the section blocking time, and the running safety of the train is ensured.

（21）

Representing interval [ j, j+1 ]]And blocking the end time.

2) Departure time constraints

（22）

Constraint (22) indicates that the departure time of the train is greater than or equal to the arrival time after the block of the section is completed

3) Interval run time constraints for trains

（23）

4) Train station operation time constraint

（24）

5) Stop restraint for train

（25）

6) Train departure line occupancy constraints

(1) Unique constraints for line-of-hair occupation

（26）

(2) 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 late time

（27）；

7) Virtual consist condition constraints for trains

(1) Virtually grouped trains must meet the length to departure requirement

（28）

（29）

(2) Grouping quantity requirement

（30）

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

8) Minimum safety interval constraint for same-to-hair line occupation

（31）；

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.

9) Train arrival and departure tracking interval constraints

（32）

If two trains are virtually grouped, the two trains are tracked at tracking intervals under the virtual grouping, otherwise the trains are tracked at tracking intervals under the moving block.、Representing the train +.>The minimum arrival and departure tracking interval of the lead vehicle is tracked.

10 Group trains occupy the same line-to-line constraint

The heavy haul railway is provided with intermediate stations along the way, but the number of intermediate stations is generally limited, if the condition that a large-area train is stopped and waited at a station is met, the arrival departure line can not simultaneously meet the occupation of the train, and the virtual marshalling of the train can simultaneously occupy the same arrival departure line, so that the original planned non-stop train is allowed to occupy the same arrival departure line virtual marshalling under the condition that the arrival departure line length requirement and the marshalling condition constraint are met.

（33）

The product of two 0-1 variables in equation (33) is a nonlinear constraint, linearization:

（34）/>

。

wherein,train for virtual consist->And train->Middle train->At station->Is occupied in the hair linekA 0-1 decision variable of (2);Train for virtual consist->And train->Middle train->At station->Is occupied in the hair linek0-1 decision variables of (c).

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

The proposed automatic adjustment method for the operation diagram of the heavy-duty train under the virtual grouping is further described by combining the related data of the yellow railway, and the total number of stations is 8 and the number of trains is 13. The train plan operation diagram before adjustment is shown in fig. 3. An example of automatic adjustment of a heavy-duty train operation diagram under a virtual consist in a temporary speed limit scene according to embodiment 2 of the present invention is shown in fig. 4; an example of automatic adjustment of a heavy-duty train running diagram under a virtual consist in a section blocking scene according to embodiment 3 of the present invention is shown in fig. 5. The basic parameter settings are shown in table 1, and the correlation calculation results are shown in table 2.

Table 1 basic parameter settings

Table 2 calculation results

In fig. 3, the 7 th train arrives at the 3 rd station for 10 minutes at the late time and the 8 th train arrives at the 3 rd station for 8 minutes at the late time due to temporary speed limitation, and in fig. 3, a black solid line indicates a planned running chart and a bold black dotted line indicates an adjusted train running line. In fig. 4, the lockout interval is the 3 rd interval, the lockout range is 9:30-10:10, the dark gray squares represent the lockout range, the black solid lines represent the planned running chart, and the bold black dashed lines represent the adjusted train running lines.

In summary, the automatic adjustment method for the virtual grouping downloading train operation diagram provided by the invention considers the length and occupation of the departure line in the station according to the data of the plan operation diagram of the heavy-load train, different interference scene data and the characteristics of the heavy-load train on the heavy-load railway, allows adjustment of the departure time, the departure time and the virtual grouping strategy of the same station occupied by the original planned non-stop train, adjusts the train operation diagram, shortens the departure interval of the train on the premise of ensuring the running safety of the train, improves the departure use capability and the station departure receiving capability of the train, and reduces the time for the train to recover to normal running.

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

In the present invention, unless explicitly specified and limited otherwise, the terms "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium; may be a communication between two elements or an interaction between two elements. The specific meaning of the above terms in the present invention can be understood by those of ordinary skill in the art according to the specific circumstances.

In the present invention, unless expressly stated or limited otherwise, a first feature is "on" or "under" a second feature, which may be in direct contact with the first and second features, or in indirect contact with the first and second features via an intervening medium. Moreover, a first feature "above," "over" and "on" a second feature may be a first feature directly above or obliquely above the second feature, or simply indicate that the first feature is higher in level than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is level lower than the second feature.

In the description of the present specification, the terms "one embodiment," "some embodiments," "examples," "particular examples," or "some examples," etc., refer to particular features, structures, materials, or characteristics described in connection with the embodiment or example as being included in at least one embodiment or example of the present invention. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

While embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the invention, and that alterations, modifications, substitutions and variations may be made in the above embodiments by those skilled in the art within the scope of the 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:

；

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:

；

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.