CN117246382A

CN117246382A - Train scheduling method and device

Info

Publication number: CN117246382A
Application number: CN202310467853.5A
Authority: CN
Inventors: 孟月
Original assignee: Traffic Control Technology TCT Co Ltd
Current assignee: Traffic Control Technology TCT Co Ltd
Priority date: 2023-04-26
Filing date: 2023-04-26
Publication date: 2023-12-19

Abstract

The invention provides a train dispatching method and a device, wherein the method comprises the following steps: determining a target train number and an online train number based on the target data in a case where it is determined that the abnormal situation in the abnormal section has been eliminated; based on the number of on-line train times, the number of target train times and the topological relation of the target lines, train dispatching is carried out; based on the target data, an operation plan of the on-line train number after the target time is generated for the on-line train number to execute after the target time. The train dispatching method and the train dispatching device provided by the invention can fully consider the topological relation and the operation constraint condition of the line, adopts different dispatching strategies for trains with different plans, positions and purposes, can fully utilize the capacity resources of the standby trains and the online trains, can more efficiently and reliably carry out automatic train dispatching, has higher feasibility of automatic train dispatching, and can promote the automation level of train dispatching.

Description

Train scheduling method and device

Technical Field

The invention relates to the technical field of rail transit, in particular to a train dispatching method and device.

Background

In rail transit operations, trains are typically operated according to a planned operating diagram. However, if an abnormal situation occurs during operation, it is difficult for the train to continue to operate according to the planned operating diagram, and the dispatcher manually dispatches the train according to the actual situation.

After the abnormal situation is eliminated, a dispatcher still needs to manually dispatch the train according to the actual situation so as to recover the normal operation of the rail transit as soon as possible and reduce the influence of the abnormal situation on the rail transit operation.

After the abnormal situation is eliminated, the dispatching efficiency of manually dispatching the train by the dispatcher is low, and the time for the urban rail transit operation to return to the normal operation state is usually dependent on the self experience and capability of the dispatcher, so that the dispatching reliability is not high.

Therefore, how to perform more efficient and reliable dispatching on the train after the abnormal recovery is a technical problem to be solved in the field.

Disclosure of Invention

The invention provides a train dispatching method and device, which are used for solving the defect that the train is difficult to dispatch efficiently and reliably after abnormal recovery in the prior art and realizing more efficient and reliable dispatching of the train after abnormal recovery.

The invention provides a train dispatching method, which comprises the following steps:

under the condition that the abnormal condition in the abnormal section is eliminated, acquiring target data, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned;

Determining train times which are not yet out of stock in the target line at the target moment as target train times based on the target data, and determining train times which are operated on line in the target line at the target moment as on-line train times;

performing train scheduling based on the number of online train times, the number of target train times and the topological relation of the target lines, wherein the train scheduling comprises at least one of scheduling on-line train times including the medium-folded train times and the return train times, scheduling standby train times to be delivered out of a warehouse to the target lines and scheduling return train times to be returned;

and generating an operation plan of the on-line train number after the target moment based on the target data, so that the on-line train number can execute the operation plan after the target moment.

According to the train scheduling method provided by the invention, after generating the operation plan of the on-line train number after the target moment based on the target data, the method further comprises the following steps:

and determining the hooking relation of the target train number based on the operation plan.

According to the train scheduling method provided by the invention, the train scheduling is performed based on the number of the online train times, the number of the target train times and the topological relation of the target lines, and the method comprises the following steps:

judging whether the number of train passes is required to be increased or decreased in the target line based on the number of the online train passes and the number of the target train passes;

determining at least one of the number of the standby train numbers, the number of the return train numbers and the number of the middle-folded train numbers based on the judgment result of the judgment;

determining a delivery vehicle section based on the topological relation and the position information of the abnormal section under the condition of determining the number of the spare train number, further scheduling the delivery vehicle section to deliver the spare train number to the target line based on the number of the spare train number,

determining a return vehicle section based on the topological relation and the position information of the abnormal section under the condition of determining the number of the return train times, further scheduling the return train times to return to the return vehicle section based on the number of the return train times,

And under the condition that the number of the middle-folded train times is determined, dispatching the middle-folded train times to carry out middle folding based on the number of the middle-folded train times.

According to the train dispatching method provided by the invention, the dispatching of the train number of the standby trains to the target line by the train section comprises the following steps:

under the condition that the target line meets the condition of shunting and leaving, scheduling the leaving vehicle section to leave the standby train number to the target line based on the standby train number;

the dispatching the return train number to the return train section based on the number of the return train number comprises the following steps:

and under the condition that the target line meets the condition of train returning, dispatching the returning train number to the returning vehicle section based on the number of the returning train numbers.

According to the train scheduling method provided by the invention, the operation plan of the on-line train number after the target moment is generated based on the target data, and the method comprises the following steps:

and generating an operation plan of the on-line train number after the target moment based on the start station and the end station of the on-line train number.

According to the train scheduling method provided by the invention, the determining the hooking relation of the target train number based on the operation plan comprises the following steps:

traversing the online train number meeting the preset decoupling condition in the online train number opposite to the running direction of any target train number based on the running parameter of any target train number and the running plan;

under the condition of traversing to the online train number meeting the preset hooking condition, establishing a hooking relation between any target train number and the online train number meeting the preset hooking condition;

under the condition that the on-line train number meeting the preset decoupling condition is not traversed, traversing the standby train number meeting the preset decoupling condition in the standby train number with the opposite running direction of any target train number based on the running parameter of any target train number and the running plan;

and under the condition that the standby train number meeting the preset hooking condition is traversed, establishing a hooking relation between any target train number and the standby train number meeting the preset hooking condition.

According to the train scheduling method provided by the invention, the abnormal condition in the abnormal section is determined to be eliminated, and the method comprises the following steps:

And under the condition that the test train passes through the abnormal section at the preset speed, determining that the abnormal condition of the abnormal section is relieved.

The invention also provides a train dispatching device, which comprises:

the data acquisition module is used for acquiring target data under the condition that the abnormal condition in the abnormal section is eliminated, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned;

the train number determining module is used for determining train numbers which are not yet out of stock in the target line at the target moment as target train numbers based on the target data, and determining train numbers which are in online operation in the target line at the target moment as online train numbers;

the train scheduling module is used for performing train scheduling based on the number of online train times, the number of target train times and the topological relation of the target lines, wherein the train scheduling comprises at least one of scheduling on-line train times for middle-folded, scheduling standby train times for leaving to the target lines and scheduling on-line train times for returning to the storage, and the on-line train times comprise the middle-folded train times and the on-line train times for returning to the storage;

And the plan generation module is used for generating an operation plan of the on-line train number after the target moment based on the target data so as to enable the on-line train number to execute the operation plan after the target moment.

The invention also provides an electronic device comprising a memory, a processor and a computer program stored on the memory and operable on the processor, the processor implementing a train scheduling method as described above when executing the program.

The invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which when executed by a processor implements a train scheduling method as any one of the above.

The invention also provides a computer program product comprising a computer program which when executed by a processor implements a method of train dispatch as described in any one of the above.

According to the train scheduling method and device, the train number which is not yet discharged in the target line at the target moment is determined to be the target train number based on the target data under the condition that the abnormal situation in the abnormal section is eliminated, the train number which is operated on line in the target line at the target moment is determined to be the on-line train number, the number of the on-line train numbers, the topological relation of the target line and the number of the on-line train numbers are further based on the on-line train number, the operation plan of the on-line train numbers after the target moment is generated based on the target data, so that the operation plan of the on-line train numbers can be executed after the target moment, the topological relation and the operation constraint condition of the lines can be fully considered, various train scheduling methods such as standby train number delivery, train returning and midway returning are adopted, different scheduling strategies are adopted for trains with different plans, automatic train scheduling of the standby trains and on-line trains can be effectively and reliably performed, the automatic scheduling of the trains can be performed, the automatic scheduling feasibility of the trains can be improved, the automatic scheduling level of the on-line train scheduling can be improved, the urban rail traffic can be improved, the efficiency of the urban rail traffic can be improved, the service quality can be improved, and the service quality can be perceived by passengers.

Drawings

In order to more clearly illustrate the invention or the technical solutions of the prior art, the following description will briefly explain the drawings used in the embodiments or the description of the prior art, and it is obvious that the drawings in the following description are some embodiments of the invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

FIG. 1 is one of the flow diagrams of the train dispatching method provided by the invention;

FIG. 2 is a second flow chart of the train dispatching method provided by the invention;

FIG. 3 is a third flow chart of the train dispatching method provided by the invention;

fig. 4 is a schematic diagram of a train dispatching apparatus provided by the present invention;

fig. 5 is a schematic structural diagram of an electronic device provided by the present invention.

Detailed Description

For the purpose of making the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings, and it is apparent that the described embodiments are some embodiments of the present invention, not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.

In the description of the invention, it should be noted that, unless explicitly stated and limited otherwise, the terms "mounted," "connected," and "connected" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication 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.

The plan operation diagram in the urban rail transit can guide the work of related departments such as station service, passenger service, vehicle section and maintenance.

Urban rail transit trains typically perform the operation of a preset route according to a planned operating diagram, starting from a preset origin station and arriving at a preset destination station on time.

The planned running map may be divided into a weekday map, a weekend map, and a holiday map. The plan view is typically not modified for a period of time.

However, if an abnormal situation occurs in urban rail transit operation, for example, abnormal weather, emergency, equipment failure, etc., it is difficult for the train to continue to execute the planned running map, resulting in problems such as late trains, passenger retention, etc., and it is necessary for a dispatcher to schedule the train in time according to the abnormal situation.

In the abnormal condition elimination stage, a dispatcher needs to adjust the planned running chart according to the on-line train condition, the standby train condition, the line condition and the like to form a temporary running chart.

In the process of issuing the temporary running chart, a dispatcher needs to inform all relevant departments one by one to confirm, the dispatching efficiency is low, the influence on the running of the urban rail transit is large, and the logic of running adjustment is complex.

After the abnormal situation is eliminated, a dispatcher still needs to manually dispatch the train according to the actual situation so as to reduce the influence of the abnormal situation on urban rail transit operation.

However, after the abnormal situation is eliminated, the dispatching efficiency of manually dispatching the train by the dispatcher is low, and the time for returning the urban rail transit operation to the normal operation state is usually dependent on the self experience and capability of the dispatcher, so that the dispatching reliability is not high.

In this regard, the invention provides a train dispatching method, which fully considers the topological relation and the operation constraint condition of the line, adopts a plurality of train dispatching methods such as the leaving of the train number of the standby trains, the returning of the trains, the midway returning and the like, adopts different dispatching strategies for the trains with different plans, positions and purposes, can fully utilize the capacity resources of the standby trains and the on-line trains, can more efficiently and reliably carry out automatic dispatching of the trains, has higher feasibility of automatic dispatching of the trains, can improve the automation level of the dispatching of the trains, can improve the high efficiency and the effectiveness of abnormal handling in urban rail transit operation, can improve the operation service quality and can improve the perception of passengers.

Fig. 1 is a schematic flow chart of a train dispatching method provided by the invention. The train scheduling method of the present invention is described below with reference to fig. 1. As shown in fig. 1, the method includes: and 101, under the condition that the abnormal condition in the abnormal section is eliminated, acquiring target data, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned.

It should be noted that, the execution body in the embodiment of the present invention is a train dispatching device.

It should be noted that the train scheduling method provided by the invention can be used for urban rail transit operation.

Specifically, the abnormal section in the embodiment of the present invention is a section in which an abnormal situation occurs. In the embodiment of the invention, the line where the abnormal section is located can be called a target line.

It will be appreciated that the target line in the embodiments of the present invention includes an uplink and a downlink. In the embodiment of the invention, the uplink in the target line can be called as target uplink, and the downlink in the target line can be called as target downlink.

It should be noted that the abnormal conditions may include, but are not limited to, abnormal weather, emergency events, equipment failure, and the like.

In the embodiment of the invention, the abnormal condition in the abnormal section can be determined to be eliminated in various ways, for example, the abnormal condition in the abnormal section can be determined to be eliminated based on the input of a technician; alternatively, in the case where information indicating that the abnormal situation in the abnormal section has been eliminated is received, it may be determined that the abnormal situation in the abnormal section has been eliminated. The embodiment of the present invention is not limited to a specific way of determining that the abnormal condition in the abnormal section is eliminated.

As an alternative embodiment, determining that the abnormal condition in the abnormal section has been resolved includes: in the case that it is determined that the test train passes through the abnormal section at the preset speed, it is determined that the abnormality of the abnormal section has been released.

Specifically, in the case where it is preliminarily determined that the abnormal condition in the abnormal section has been released, a trial train may be scheduled to run at a preset speed in the abnormal section, and if the trial train passes through the abnormal section at the preset speed, the release in the abnormal section may be described.

Alternatively, the train dispatching apparatus may dispatch the trial train to run at a preset speed in the abnormal section by a control instruction in a case where a first input indicating that the first input in the abnormal section has been released is received by a technician.

When the trial train passes through the abnormal section at a predetermined speed, the first information indicating that the trial train passes through the abnormal section at the predetermined speed may be returned to the train scheduling device.

When the train scheduling device receives the first information, the train scheduling device can determine that the test train passes through the abnormal section at a preset speed, and further can determine that the abnormal condition in the abnormal section is relieved.

It should be noted that the preset speed may be determined based on a priori knowledge and/or actual conditions, but the preset speed is less than the normal running speed of the urban rail transit train. The specific value of the preset speed is not limited in the embodiment of the present invention.

Alternatively, the preset speed may have a value ranging from 20km/h to 30km/h, for example, the preset speed may have a value ranging from 20km/h, 25km/h, and 30km/h.

Preferably, the preset speed may be 25km/h.

In the embodiment of the invention, the target data can be acquired in various modes, for example, the target data can be acquired from an urban rail transit operation system in a data query mode; alternatively, the target data may be acquired based on the data of the user. The embodiment of the invention is not limited to a specific way of acquiring the target data.

In the embodiment of the present invention, the number of trains running on the target line may be referred to as the number of trains in the target line based on the planned running chart of the target line.

The dynamic running map of the target line may be used to reflect the dynamic running status of each train number running on the target line. The running data of any train number running on the target line can be obtained based on the dynamic running diagram of the target line. Wherein the operation data includes speed information, position information, and the like.

Step 102, determining the train number which is not yet discharged from the warehouse in the target line at the target moment as a target train number based on the target data, and determining the train number which runs on line in the target line at the target moment as an on-line train number.

It should be noted that, in the embodiment of the present invention, the time T for eliminating the abnormal situation in the abnormal section can be according to the above ₀ Determining a target time T _r Therefore, the train mobilization method provided by the invention can realize the target time T _r The target train number may then be run according to the planned running chart of the target route.

Wherein T is ₀ May be determined based on a technician's input; alternatively T ₀ The abnormal section may be recorded by performing a condition determination based on a preset algorithm, and determining that the abnormal condition in the abnormal section is eliminated by the condition determination; alternatively T ₀ The test train may be recorded by the test train at a timing when the test train passes through the abnormal section at a predetermined speed.

It will be appreciated that after the elimination of the abnormal situation in the abnormal section described above, a certain system reaction time needs to be reserved for each system in urban rail transit operation. Therefore, T can be set in the embodiment of the invention ₀ Then the moment of the preset time length SRT is determined as the target moment T _r T, i.e _r ＝T ₀ +SRT。

It should be noted that the preset duration SRT may be determined according to a priori knowledge and/or actual conditions. The specific value of the preset duration SRT in the embodiment of the present invention is not limited.

Alternatively, the preset duration SRT may have a value ranging from 8 to 12 seconds, for example, the preset duration SRT may have a value of 8 seconds, 10 seconds, or 12 seconds.

Preferably, the preset duration SRT takes a value of 10 seconds.

Based on the planned running diagram of the target line, the train number corresponding to the target line can be set at the target time T _r The train number that has not been taken out of the warehouse is determined as a target train number TT. Wherein the target train number TT comprises an uplink target train number TT _up And a target train number TT in the downstream direction _down I.e. tt= { TT _up ，TT _down }；。

It will be appreciated that, taking the downstream direction as an example, if at the target time T _r And then, any target train number in the up direction of the target line can be operated according to the planned operation diagram of the target line, and the down train number after the target train number is turned back can also be operated according to the planned operation diagram of the target line.

Thus, only the target time T is ensured _r And then, the first target train number sent out in the downlink direction and the first target train number sent out in the uplink direction can be operated according to the plan operation diagram of the target line, so that each target train number sent out subsequently in the downlink direction and each target train number sent subsequently in the uplink direction can be ensured to be operated according to the plan operation diagram of the target line.

Target train number TT in uplink direction _up ＝{tt ₁ ^up ，tt ₂ ^up ，...，tt _p ^up The number of upstream target train passes is p. tt (tt) ₁ ^up Indicating the first target train number in the upward direction, i.e. the target moment T _r The first train number, tt, of the target line going out of the warehouse in the upward direction ₂ ^up Representing the second target train number in the upward direction, i.e. the target time T _r The second train number to be taken out of the warehouse in the upward direction on the target line, and so on, tt _p ^up The p-th target train number representing the upward direction, i.e. the target time T _r The p train number of the target line going out of the warehouse in the uplink direction is obtained;

target train number TT in descending direction _down ＝{tt ₁ ^down ，tt ₂ ^down ，…，tt _q ^down The number of downstream target train passes is q. tt (tt) ₁ ^down Indicating the first target train number in the downstream direction, i.e. the target moment T _r The first train number, tt, of the target line going out of the warehouse in the downstream direction ₂ ^down Indicating the second target train number in the downstream direction, i.e. the target moment T _r The first train number to be sent out in the downstream direction of the target linePush, tt _q ^down The q-th target train number representing the descending direction, i.e. the target time T _r And then the first train number of the target line going out of the warehouse in the downlink direction.

If the first target train number tt in the downlink direction is ₁ ^down For returning the train number, the p-th target train number tt in the upward direction _p ^up The first target train number tt in the descending direction ₁ ^down The first train number of the returned first train;

if the first target train number tt in the descending direction ₁ ^down If the train number is not the train number of the return warehouse, the p-th target train number tt in the upward direction _p ^up The first target train number tt in the descending direction ₁ ^down The train number of the train after turning back;

if the first target train number tt in the upward direction ₁ ^up For returning the train number, the q-th target train number tt in the descending direction _q ^down The first target train number tt in the upward direction ₁ ^up The first train number of the train going down from the warehouse after turning back;

if the first target train number tt in the upward direction ₁ ^up If the train number is not the train number of the return warehouse, the q-th target train number tt in the descending direction _q ^down The first target train number tt in the upward direction ₁ ^up And returning the train number of the train.

The v-th target train number tt in the upward direction can be known based on the planned running diagram of the target line _v ^up Planned arrival time at an upstream origin stationThe method meets the following conditions:

the planned arrival time of the uplink originating station is the time when a train arrives at a new task originating station after leaving a warehouse or after the train starts a new running task after finishing turning back a previous running task. A planned arrival time and a planned departure time are set for each ascending station.

First target train number tt in descending direction ₁ ^down Planned departure time at a downstream terminal stationThe method meets the following conditions:

wherein,the shortest turn-back time length of the train at the destination station in the downlink direction is indicated. The planned departure time of the descending terminal station is the departure time of entering the return track after the train arrives at the terminal station, or the departure time of entering the return track after the train arrives at the terminal station.

The v-th target train number tt in the downlink direction can be known based on the planned running diagram of the target line _v ^down Planned arrival time at a downstream origin stationThe method meets the following conditions:

first target train number tt in upward direction ₁ ^up Planned departure time at ascending terminal stationThe method meets the following conditions:

wherein,the shortest turn-back time length of the train at the terminal station in the upward direction is indicated.

Based on the dynamic running diagram of the target line, the target time T can be calculated _r All train numbers running on the target line are determined as the line train number OLT. Wherein, the on-line train number OLT comprises an on-line train number OLT in an uplink direction _up And on-line train number OLT in downlink direction _down 。

The OLT for the train number of trains does not include trains which have left the planned terminal station and returned to the warehouse.

On-line train number OLT in uplink direction _up ＝{olt ₁ ^up ,olt ₂ ^up ,…,olt _m ^up And the number of the online train times in the uplink direction is m. olt ₁ ^up First on-line train number representing upward direction olt ₂ ^up First on-line train number representing the upstream direction, and so on, olt _m ^up Represents the mth on-line train number in the upward direction. Wherein, the sequence of the online train number in the uplink direction is determined from near to far according to the distance between the online train number and the terminal station in the uplink direction, and the first online train number olt in the uplink direction ₁ ^up The distance between the train and the terminal station in the traveling direction is nearest, and the mth train number olt in the traveling direction is the mth train number in the traveling direction _m ^up The distance from the station at the end point in the direction of the line is the farthest.

Online train number OLT in downlink direction _down ＝{olt ₁ ^down ，olt ₂ ^down ，…，olt _n ^down And the number of the on-line train times in the downlink direction is n. olt ₁ ^down First on-line train number representing downstream direction olt ₂ ^down Representing the first on-line train number in the downstream direction, and so on, olt _n ^down Indicating the nth on-line train number in the downstream direction. Wherein, the on-line train in the downlink directionThe sequence of train number is determined from near to far according to the distance between the train number of the on-line train and the destination station in the descending direction, and the first train number olt in the descending direction ₁ ^down The distance between the train and the terminal station in the running direction is nearest, and the mth on-line train number olt in the running direction _n ^down The distance between the station and the destination station in the descending direction is the farthest.

Based on the dynamic running diagram of the target line, the online train number at the target time T can be obtained _r Is provided.

At a target time T according to the on-line train number _r The on-line train number can be divided into an on-line middle-folded train number, an on-line non-terminal return train number, an on-line terminal return train number and an on-line terminal return train number;

Wherein, the train number of the on-line medium-folding train refers to the target time T _r On-line train number of the passenger clearing operation after arriving at the middle-folded station;

the online non-terminal train number of the warehouse-back train refers to the time T at the target time _r The online train number which reaches the return station for the passenger clearing operation is the return station which is not the terminal return station;

the on-line terminal return train number and the on-line terminal return train number are both at the target time T _r Train number not yet leaving the planned terminal station.

V-th on-line train number olt in upstream direction _v ^up In the case of the above-described on-line middle-folded train number, the v-th on-line train number olt in the upward direction _v ^up At the target time T _r The upstream origin station has been reached before.

At the target time T _r The collection of the on-line train numbers in the upward direction that then arrives at the middle-folded station (i.e., no passenger clearing operation is performed) is:

wherein,v-th on-line train number olt indicating upward direction _v ^up The planned arrival time at the upstream origin station; />V-th on-line train number olt indicating upward direction _v ^up Planned arrival time at the ascending terminal station. Wherein, any train arrives at a station first and then starts. A planned arrival time and a planned departure time are set for each station.

If the v.before train number olt of the on-line train in the descending direction _v.before ^down At the target time T _r Before reaching the station in the down-going direction and at the target time T _r After that, the passenger cleaning operation is completed and the passenger cleaning operation reaches the first station in the upward direction after the middle folding, and the v.before train on-line train number olt in the upward direction is reserved _v.before ^down Is folded in the middle, and v.before train number olt of the train in the descending direction after being folded in the middle _v.before ^down Online train number OLT determined as uplink direction _up V-th on-line train number olt in the upward direction in (a) _v ^up 。

V-th on-line train number olt in upward direction _v ^up The planned arrival time at the return station remains unchangedThe following conditions need to be satisfied:

wherein,on-line train number olt of v.before vehicle indicating descending direction _v.before ^down Planned arrival times at the station in the downstream direction; />On-line train number olt of v.before vehicle indicating descending direction _v.before ^down V-th on-line train number olt folded in upward direction _v ^up And then initiates the planned arrival time of the station in the upstream direction.

If the v.before train number olt of the on-line train in the descending direction _v.before ^down At the target time T _r Has previously left the downstream turn-back direction and at the target time T _r Then reaches the first station in the upward direction after turning back, and keeps the v.before train number olt in the upward direction _v.before ^down Is folded back, and v.before train number olt of the downstream train after folding back _v.before ^down Online train number OLT determined as uplink direction _up V-th on-line train number olt in the upward direction in (a) _v ^up 。

V-th on-line train number olt in upward direction _v ^up The planned arrival time at the station after the turn-back remains unchangedThe following conditions need to be satisfied:

v-th on-line train number olt in upstream direction _v ^up In the case of the above-mentioned online non-terminal return train number, the v-th online train number olt in the upstream direction _v ^up At the target time T _r The upstream origin station has been reached before.

At the target time T _r The collection of the online train number leaving the upward direction of the warehouse-back station is as follows:

v-th on-line train number olt in upstream direction _v ^up When the train number is returned to the on-line destination or the on-line destination, the v-th on-line train number olt in the upward direction _v ^up At the target time T _r The upstream origin station has been reached before.

At the target time T _r The collection of online train numbers leaving the upstream destination station is as follows:

v-th on-line train number olt in downstream direction _v ^down In the case of the above-described on-line middle-folded train number, the v-th on-line train number olt in the downstream direction _v ^down At the target time T _r The downstream originating station has been reached before.

At the target time T _r The collection of the on-line train numbers in the downstream direction that then arrives at the middle-folded station (i.e., no passenger clearing operation is performed) is:

wherein,v-th on-line train number olt indicating downstream direction _v ^down The planned arrival time at the downstream origin station; />V-th on-line train number olt indicating downstream direction _v ^down At the planned arrival time at the downstream destination station.

If the v.before train number olt of the on-line train in the uplink direction _v.before ^up At the target time T _r Before reaching the station in the upward direction and at the target time T _r After that, the operation of clearing the guest is completed and is completedWhen the train reaches the first station in the descending direction after the middle folding, the v.before train in the ascending direction is reserved as the on-line train number olt _v.before ^up Is folded in the middle, and v.before train number olt in the upward direction after being folded in the middle _v.before ^up Online train number OLT determined as downlink direction _down V-th on-line train number olt in middle downlink direction _v ^down 。

V-th on-line train number olt in downstream direction _v ^down The planned arrival time at the return station remains unchangedThe following conditions are to be satisfied:

wherein,on-line train number olt of v.before-th train indicating upward direction _v.before ^up Planned arrival time of the station in the upstream direction; />On-line train number olt of v.before-th train indicating upward direction _v.before ^up V-th on-line train number olt folded into downstream direction _v ^down And then originates the planned arrival time of the station in the downstream direction.

If the v.before train number olt of the on-line train in the uplink direction _v.before ^up At the target time T _r Has previously left the upstream turn-around direction and at the target time T _r Then reaches the first station in the upward direction after turning back, and the v.before train number olt in the upward direction is reserved _v.before ^up Is folded back, and v.before train number olt of the upward direction after folding back _v.before ^up Online train number OLT determined as downlink direction _down V-th on-line train number olt in the downstream direction of (a) _v ^down 。

V-th on-line train number olt in upward direction _v ^up The planned arrival time at the return station remains unchangedThe conditions to be satisfied are as follows:

v-th on-line train number olt in downstream direction _v ^down In the case of the above-mentioned online non-terminal return train number, the v-th online train number olt in the downstream direction _v ^down At the target time T _r The downstream originating station has been reached before.

At the target time T _r The collection of the online train number leaving the warehouse-back station in the downlink direction is as follows:

V-th on-line train number olt in downstream direction _v ^down When the train number is returned to the on-line destination or the on-line destination, the v-th on-line train number olt in the downstream direction _v ^down At the target time T _r The downstream originating station has been reached before.

At the target time T _r The collection of online train numbers leaving the downstream destination station is as follows:

and 103, carrying out train dispatching based on the number of on-line train times, the number of target train times and the topological relation of the target lines, wherein the train dispatching comprises at least one of dispatching on-line train times, dispatching standby train times to be delivered to the target lines and dispatching back-up train times to be returned to the base, and the on-line train times comprise the on-line train times and the back-up train times.

Fig. 2 is a second flow chart of the train dispatching method provided by the invention. Fig. 3 is a third flow chart of the train dispatching method provided by the invention. As shown in fig. 2 and 3, if the target time T is to be satisfied _r Then the target train number runs according to the planned running diagram of the target line, and the target time T can be determined based on the number of the target train numbers _r Thereafter, the theoretical number N of all train passes running on the target line _req 。

Based on the time of day T at the target _r Theoretical number N of all train passes on the target line thereafter _req And the topological relation of the target line, at least one of dispatching the on-line train number middle-fold, dispatching the standby train number to be delivered to the target line and dispatching the return train number to be returned to the warehouse can be carried out.

As an alternative embodiment, based on the number of on-line train numbers, the number of target train numbers, and the topological relation of the target routes, the method includes: judging whether the train number needs to be increased or the train number needs to be reduced in the target line based on the number of the on-line train numbers and the target train numbers;

determining at least one of the number of standby train numbers, the number of return train numbers and the number of medium-folding train numbers based on a judgment result of the judgment;

in the case of determining the number of the spare train number, determining an outbound vehicle section based on the topological relation and the position information of the abnormal section, and further scheduling the outbound vehicle section to the destination line for the outbound spare train number based on the number of the spare train number,

under the condition of determining the number of the train numbers of the returning warehouse, determining the vehicle sections of the returning warehouse based on the topological relation and the position information of the abnormal sections, further dispatching the train numbers of the returning warehouse to the vehicle sections of the returning warehouse based on the number of the train numbers of the returning warehouse,

When the number of middle-folded train orders is determined, the middle-folded train orders are scheduled to be middle-folded based on the number of middle-folded train orders.

Specifically, if it is to be satisfied at the target time T _r Then the target train number runs according to the planned running diagram of the target line, and the target time T _r Theoretical number N of all train passes followed by the target line in the upstream direction _req ^up P-1, target time T _r Theoretical number N of all train passes followed by the target line in the upstream direction _req ^up ＝q-1。

Accordingly, based on the target time T _r Theoretical number N of all train passes followed by the target line in the upstream direction _req ^up And the number of on-line train times in the uplink direction, the target time T can be determined _r The number of train passes N that then needs to be increased for the target uplink _add ^up . Based on the target time T _r The number of train passes N that then needs to be increased for the target uplink _add ^up It may be determined whether the target uplink needs to increase the number of trains or decrease the number of trains, and the number of trains that need to be increased or decreased.

Target time T _r The number of train passes N that then needs to be increased for the target uplink _add ^up ＝p-1-n。

Based on the target time T _r Theoretical number N of all train passes running in downstream direction of target line _req ^down And the number of on-line train times in the descending direction, the target time T can be determined _r Then the number of train passes N that the target downlink needs to increase _add ^down . Based on the target time T _r Then the number of train passes N that the target downlink needs to increase _add ^down It may be determined whether the target downlink needs to increase the number of trains or decrease the number of trains, and the number of trains that need to be increased or decreased.

Based on the target time T _r Then the number of train passes N that the target downlink needs to increase _ddd ^down ＝q-1-m。

If N _add ^up >0, target time T _r The train number is increased on the target uplink, so that the on-line train number which is planned to be returned to the warehouse in the uplink direction of the target line can be scheduled, the standby train number of the vehicle section can be scheduled to be delivered to the target uplink, and the on-line train number middle-fold in the uplink direction of the target line can be scheduled;

if N _add ^up =0, then target time T _r The target uplink does not need to increase train number or reduce train number, and the on-line train number of which the target uplink is planned to return to the warehouse can be scheduled to not return to the warehouse;

if N _add ^up <0, target time T _r The target uplink line needs to reduce train number, can schedule the online train number in the uplink direction of the target line to return to the warehouse, and can schedule the online train number in the downlink direction of the target line to be folded to the uplink direction of the target line;

If N _add ^down >0, target time T _r After that, the train number of the target downlink needs to be increased, the on-line train number of the target downlink planned return can be scheduled to be not returned to the warehouse, the standby train number of the vehicle section can be scheduled to the target downlink, and the on-line train number of the target downlink can be scheduled to be folded;

if N _add ^down =0, then target time T _r After that, the target downlink does not need to increase train number or reduce train number, and the on-line train number which is planned to be returned to the warehouse in the downlink direction of the target line can be scheduled to be not returned to the warehouse;

N _add ^down <0, target time T _r And then the target downlink needs to reduce train number, so that the on-line train number in the downlink direction of the target line can be scheduled to return to the warehouse, and the on-line train number in the uplink direction of the target line can be scheduled to be folded to the downlink direction of the target line.

Based on the target time T _r The number of train passes N that then needs to be increased for the target uplink _add ^up And target time T _r Then the number of train passes N that the target downlink needs to increase _add ^down The target time T can be determined _r The number of train passes N that the target line then needs to increase _add 。

Target time T _r The number of train passes N that the target line then needs to increase _add ＝N _add ^up +N _add ^down 。

Based on the target time T _r The number of train passes N that the target line then needs to increase _add It may be determined whether a dispatch to a target line from a vehicle section is required or an on-line train number is dispatched back to the vehicle section.

If the target time T _r The number of train passes N that the target line then needs to increase _add =0, then the number N of spare train numbers from the shunting of the vehicle section to the target uplink _ck ^up Number of standby train number N of train number of trains taken out of train section shunting to target uplink =0 _ck ^down Number N of return train passes of return train section in target uplink =0 _tb ^up Number N of return train times of return train section in target downlink =0 _tb ^down ＝0；

If the target time T _r The number of train passes N that the target line then needs to increase _add > 0, the number N of standby train numbers from the shunting of the vehicle section to the target uplink _ck ^up Number of backup train passes N > 0 and/or from the shunting of the vehicle section to the target uplink _ck ^down Number of return train times N of return train sections in target uplink > 0 _tb ^up Number N of return train times of return train section in target downlink =0 _tb ^down ＝0；

If the target time T _r The number of train passes N that the target line then needs to increase _add < 0, then from the vehicle sectionNumber of train passes N of standby train for outbound to target uplink _ck ^up Number of standby train number N of train number of trains taken out of train section shunting to target uplink =0 _ck ^down Number N of return train passes of return train section in target uplink =0 _tb ^up Number of return train times to return to the vehicle section N in > 0 and/or target downlink _tb ^down ＞0。

Number of alternate train passes N from the dispatch of the train section to the delivery to the target uplink _ck ^up In the case of > 0, the delivery vehicle section from the shunting delivery to the target uplink can be determined based on the position information of the abnormal section and the topological relation of the target line, so that N can be scheduled from the delivery vehicle section _ck ^up The train number of the train is discharged to the target uplink;

number of alternate train passes N from the dispatch of the train section to the delivery to the target downlink _ck ^down In the case of > 0, the delivery vehicle section from the shunting delivery to the target downlink can be determined based on the position information of the abnormal section and the topological relation of the target line, so that N can be scheduled from the delivery vehicle section _ck ^down And the train number of the train is taken out of the warehouse to the target downlink.

Number of trains returned to the pool N of the vehicle section in the target uplink _tb ^up If the number of the train number is more than 0, determining a return vehicle section returned by the on-line train number in the target uplink based on the position information of the abnormal section and the topological relation of the target line, so that N can be scheduled in the target uplink _tb ^up Returning the train number of the train to the garage returning vehicle section;

number of trains returned to the pool N of the vehicle section in the target downlink _tb ^down If the number of the train number is more than 0, determining a return vehicle section returned by the on-line train number in the target downlink based on the position information of the abnormal section and the topological relation of the target line, so that N can be scheduled in the target downlink _tb ^down Train for returning vehicles to warehouseAnd returning to the garage-returning vehicle section.

Based on the target time T _r The number of train passes N that then needs to be increased for the target uplink _add ^up Target time T _r Then the number of train passes N that the target downlink needs to increase _add ^down Target time T _r Number of train number N of trains required to be returned to warehouse for target uplink _hk ^up Target time T _r Then the number N of train numbers of the target downlink required to return to the warehouse _hk ^down Target time T _r Theoretical number N of all train passes running in downstream direction of target line _req ^down The number of train numbers on line can respectively determine the number N of medium-folded train numbers needing medium folding in the uplink direction and the downlink direction of the target line _tb 。

Wherein the number N of medium-folded train numbers requiring medium folding in the ascending direction of the target line _tb ^up And the number N of medium-folded train numbers of medium-folded trains required in the descending direction of the target line _tb ^down Remain unchanged.

Number N of medium-folded train number needed in target line ascending direction _tb ^up The method can be calculated by the following formula:

N _tb ^up ＝(m-N _hk ^up )-(N _req ^down -N _ck ^down )；

number N of medium-folding train number of medium-folding trains needed in descending direction of target line _tb ^down The method can be calculated by the following formula:

N _tb ^down ＝(n-N _hk ^down )-(N _req ^up -N _ck ^up )；

wherein N is _tb ^up > 0 represents the target line uplink direction needs to be folded in; n (N) _tb ^down The downstream direction of the target line is required to be folded in a middle way more than 0; n (N) _tb ^up < 0 represents the target line uplink direction reception middle-of-roll; n (N) _tb ^down < 0 indicates the destination line downstreamThe direction receives the middle fold.

The spare train number from the delivery vehicle section to the target uplink can supplement the deficiency of the online train number in the uplink direction of the target line; the spare train number from the delivery vehicle section to the target downlink can supplement the deficiency of the on-line train number in the downlink direction of the target line.

As an alternative embodiment, dispatching the outgoing train section to the outgoing train to the destination line based on the number of alternate train passes includes: under the condition that the target line meets the condition of shunting and delivering, dispatching the delivering vehicle section delivering standby train number to the target line based on the standby train number;

Based on the number of the return train times, dispatching the return train times to the return train sections comprises the following steps: and under the condition that the target line meets the condition of the train returning, the number of the returned train times is scheduled to the returned train sections based on the number of the returned train times.

Specifically, if a shunting and a delivery from the delivery vehicle section to the target downlink and/or the target uplink are required, it may be determined whether the target downlink and/or the target uplink satisfy a shunting and delivery condition.

The conditions for shunting and leaving the warehouse comprise an idle vehicle section and a standby train in the idle vehicle section.

If the target downlink and the target uplink both meet the conditions of shunting and delivering, delivering the vehicles to the target downlink and the target uplink respectively, wherein the number of the standby train numbers from shunting and delivering the vehicles to the target downlink and the target uplink respectively meets N _ck ^up ＝N _add ^up And N _ck ^down ＝N _add ^down ；

If only the target downlink meets the shunting and delivery conditions, delivering the buses from the delivery vehicle section to the target downlink, wherein the number of the standby train numbers from the shunting and delivery to the target downlink is as follows: n (N) _ck ^down ＝N _add ^up +N _add ^down ，N _ck ^up ＝0

If only the target uplink meets the shuntingAnd if the conditions of the delivery are met, the quantity of the standby train numbers from the delivery vehicle section shunting delivery to the target line is as follows: n (N) _ck ^up ＝N _add ^up +N _add ^down ，N _ck ^down ＝0

For the vehicle section with the condition of shunting and leaving to the target route, the vehicle section can be moved to the corresponding station S according to the time TCK _S Length of time between warehouse-out and HCK _S Estimating an earliest time under the vehicle section; and for the vehicle sections without the condition of shunting and leaving to the target route, dispatching on-line train number medium folds in the same direction to supplement.

If the number N of train numbers from the shunting of the train section to the delivery to the target uplink _ck ^up > 0, then the earliest leaving alternate train number ckv ₁ Is ckv for the time of delivery and the subsequent delivery of the train _k The calculation method of the delivery time of the (c) is as follows:

0＜k≤N _ck ^up ；

wherein,ckv for indicating the train number of the standby train ₁ The earliest planned arrival time at the up-going delivery station; />Indicating the time length required for running to the up-going delivery station and HCK _ckStation,up Indicating the delivery interval of the uplink delivery station.

If it is determined that the target line requires a reduction in the number of on-line trains (target time T _r The number of train passes N that then needs to be increased for the target uplink _add ^up < 0 and target time T _r Thereafter target downlinkNumber of train number N to be increased _add ^down < 0), it may be determined whether the target downlink and/or the target uplink meets the condition for the on-line train number to return to the vehicle section.

If the target downlink and the target uplink both meet the condition of train return, N in the target downlink is scheduled _ck ^up Returning the train number of the train returning to the train section, and dispatching N in the target uplink _ck ^up Returning the train number of the train to the train section;

if the target downlink or the target uplink meets the condition of returning the on-line train number to the vehicle section, the number of the train number returned to the warehouse meets N _hk ＝N _hk ^up +N _hk ^down ，N _hk ^down =0 or N _hk ^up ＝0；

The condition of train returning includes that the idle vehicle section is used for train returning.

For the vehicle sections and trains with the warehouse-returning condition, the number of the vehicles and the corresponding time for the warehouse-returning can be determined through hooking.

Based on the content of the above embodiments, generating an operation plan of the on-line train number after the target time based on the target data includes: and generating an operation plan of the on-line train number after the target moment based on the start station and the end station of the on-line train number.

Specifically, since a certain departure interval needs to be ensured between the front and rear vehicles, the target time T needs to be determined _r On-line train number OLT for target line uplink direction _up The positions of the online train times in the system can be determined sequentially, so that the online train times OLT of the uplink direction of the target line can be determined sequentially _up At the arrival time of the subsequent station.

If OLT _up Olv of the train _k Is the first train passing through the abnormal section, train olv _k The originating station of (a) is a line start station, the terminating station is a line end station (a line passing train), and the train olv _k The train number of subsequent execution is null (stop time is kept unchanged), and the train can be calculated by the following formulaolv _k Time of arrival at downstream originating station after destination turn-around

Wherein,olv for indicating train _k Planned arrival time at the upstream destination station; RT (reverse transcription) method _f，up Olv for indicating train _k Interval run time through the abnormal section; sigma (sigma) _up DT represents stop time of the subsequent station in the uplink direction; sigma (sigma) _up RT represents the section run time of the section subsequent to the upstream direction.

Wherein,indicating stop time of an uplink terminal station; />Indicating the shortest turn-back time of the station at the ascending destination.

If train olv _k The abnormal section is required to be slowly moved, and the subsequent operation plan is adjusted according to the interval operation time of the abnormal section; wherein the train olv _k The passing capacity of the fault area can be verified through the abnormal section in the slow running mode;

if train olv _k The normal passing abnormal section adjusts the subsequent operation plan according to the operation time of the normal passing abnormal section;

if OLT _up Olv of the train _k If the train passing through the abnormal section is not the first train, the subsequent operation plan is adjusted according to the operation time of the abnormal section, the subsequent execution train number is null (the stop time is kept unchanged), and the train can be used for the next train number Train olv is calculated by the following formula _k Time of arrival at downstream originating station after destination turn-around

/>

Wherein,olv for indicating train _k Planned arrival time at the upstream destination station; sigma (sigma) _up DT represents stop time of the subsequent station in the uplink direction; sigma (sigma) _up RT represents the section run time of the section subsequent to the upstream direction.

In train olv _k In the case where the originating station of the target line is not the originating station of the target line but the terminating station is the terminating station of the target line (OLT _up Train olv _k Is a middle-folded train), if the middle-folded train olv _k If the middle-folding operation is not completed (the train arrives at the front station of the middle-folding and the passenger-clearing operation is performed, and the train is not folded back), the original middle-folding plan is maintained (if the train is at the target time T after the middle-folding _r After reaching the start station without changing its moment of arrival at the start station): the time of arriving at the station after the middle folding and the number of the train number after the middle folding are adjusted, the subsequent operation plan is adjusted according to the interval operation time and the minimum tracking interval, the subsequent execution train number is null, and the train olv can be calculated through the following formula _k When the destination turns back and reaches the downstream originating stationEngraving

Wherein, Olv showing the train before turning back _k.before The time at which the turn-back station is reached;

if the train olv is folded _k After the middle-folding operation (the station after the middle-folding has been reached) has been completed, the subsequent operation plan is adjusted (the operation plan is corrected according to the departure time of the preceding train, the interval traveling time and the stop time thereof, the operation interval between the preceding train and the preceding train is required to be ensured to be larger than the minimum tracking interval), the subsequent execution train number is null, and the train olv can be calculated by the following formula _k Time of arrival at downstream originating station after destination turn-around

Wherein,olv showing the train before turning back _k.before Time to arrival at the turn-back station.

In train olv _k Is the start station of the target line, but the end station is not the end station of the target line (OLT) _up Train olv _k Is a planned folding trainTrain number/planned return train), if OLT _up Train olv _k Is the planned train number of the train, and the train does not arrive at the planned train station, the final station is modified into the line terminal station, and the running plan is adjusted, and the train olv can be calculated by the following formula _k Time of arrival at downstream originating station after destination turn-around

Wherein,olv for indicating train _k Arrival time at the upstream destination station; sigma (sigma) _up DT represents stop time of the subsequent station in the uplink direction; sigma (sigma) _up RT represents the section run time of the section subsequent to the upstream direction.

If OLT _up Train olv _k Is a planned return train, and the OLT _up Train olv _k When the train does not arrive at the planned storage returning station, the terminal station is returned, the final destination station is modified into the line terminal station, the subsequent operation plan is adjusted, and the train olv can be calculated by the following formula _k Time of arrival at downstream originating station after destination turn-around

If OLT _up Train olv _k Is a planned return train, and the OLT _up Train olv _k If the stop is a non-destination stop, the vehicle stops at the stop and performs the passenger clearing operation, and then continues to run to the destination stop to turn back, modify the destination stop into a line destination stop, and adjust the following operation plan, and calculate the train olv according to the following formula _k Time of arrival at downstream originating station after destination turn-around

Wherein,olv for indicating train _k Planned arrival time at the upstream destination station; t (T) _qk Representing the time of the customer; sigma (sigma) _up RT represents the section run time of the section subsequent to the upstream direction.

According to the embodiment of the invention, the train number which is not yet delivered in the target line at the target moment is determined to be the target train number under the condition that the abnormal situation in the abnormal section is eliminated based on the target data, the train number which is operated on line in the target line at the target moment is determined to be the on-line train number, the number of the on-line train numbers and the topological relation of the target line are further based on the number of the on-line train numbers, the number of the target train numbers and the topological relation of the target line, the operation plan of the on-line train numbers after the target moment is generated based on the target data, so that the operation plan of the on-line train numbers is executed after the target moment, the topological relation and the operation constraint condition of the lines can be fully considered, various train scheduling methods such as standby train number delivery, train returning and midway returning are adopted, different scheduling strategies are adopted for trains with different plans, the on-line train capacity resources of standby trains and on-line trains can be fully utilized, automatic train scheduling can be performed more efficiently and reliably, the automatic scheduling of the trains can be performed, the automatic scheduling of the trains can be improved, the automatic level of the on-line train scheduling can be improved, the urban rail transit system can be improved, the efficiency of the corresponding to the abnormal operation quality can be improved, the service quality can be perceived by passengers.

Based on the content of the above embodiments, after generating the operation plan of the on-line train number after the target time based on the target data, the method further includes: and determining the hooking relation of the target train number based on the operation plan.

At a target time T _r And then, the target train number is a trip object, and the online train number meeting the trip condition of each target train is found according to the train sending sequence of the target train number, so that the trip relation of each target train number can be determined.

As an alternative embodiment, determining the hooking relation of the target train number based on the operation plan includes: traversing the on-line train number meeting the preset hooking condition in the on-line train number opposite to the running direction of any target train number based on the running parameters and the running plan of any target train number;

under the condition of traversing to the on-line train number meeting the preset hooking condition, establishing a hooking relation between any target train number and the on-line train number meeting the preset hooking condition;

under the condition that the on-line train number meeting the preset hooking condition is not traversed, traversing the standby train number meeting the preset hooking condition in the standby train number opposite to the running direction of any target train number based on the running parameter and the running plan of any target train number;

Specifically, in the hook relation of determining the target train number, the set involved includes the target train number in the up direction and the down direction of the target line; on-line train number in the up-and down-going directions of the target line.

In the embodiment of the invention, the running direction d1 (N) of the on-line train number required middle-fold can be determined firstly _tb ^ut >0 or N _tb ^down >0) Re-processing the running direction d2 (N) _tb ^up <0 or N _tb ^down <0) Is a hook relationship of (a). If there is no middle fold between the up-down directions of the train, one running direction can be selectedAnd (5) performing hooking operation.

Optionally, when determining the hooking relation between the target train number in the downstream direction of the target line and the online train number in the upstream direction of the target line, the related data includes: the method comprises the steps of collecting online train numbers in the uplink direction, the number of standby train numbers from a warehouse to a downlink direction, the number of warehouse-back train numbers from a warehouse to a vehicle section in the uplink direction, the number of folded train numbers in the uplink direction and the collection of target train numbers in the downlink direction.

To first process the hooking relation (N) between the downstream target train number and the upstream on-line train number _tb ^up >0 and N _tb ^down <0) The following are examples: TT in target train set based on downlink direction _down Departure time of each train number at starting stationOLT in uplink on-line train set _up The earliest planned arrival time of each train arriving at the downstream originating station after the destination station turns back +.>Traversing the on-line train number meeting the preset hooking condition in the on-line train number in the uplink direction of the target line. The number of on-line train numbers meeting the preset hooking condition is one or more.

It should be noted that, the preset hooking condition may include: the time when the on-line train number reaches the middle-turn station in the uplink direction meets the departure time later than the previous target train number, and the departure time (including the stop time) earlier than the target train number or later than the target train number does not exceed the preset time length. The previous target train number of the online train number can be determined according to the planned running chart.

It should be noted that, the preset duration may be determined according to actual situations and/or priori knowledge, and the specific value of the preset duration is not limited in the embodiment of the present invention.

Alternatively, the preset duration may have a value ranging from 50 seconds to 70 seconds, for example, the preset duration may have a value of 50 seconds, 60 seconds, or 70 seconds.

For tt _k ^down If going up on-line train olt _v ^up The requirements are as follows:

or (b)

Wherein, minDT _start,down Representing the shortest stop duration of the originating station of the target line.

TT in target train set according to downlink direction _down Each train number tt _k ^up The train number of the on-line train number in the on-line train number set A can be further determined.

If the target train number of any downlink is not traversed to the online train number meeting the first hooking relation, the A of the target train number of any downlink is null: the target train number is an unhooked train number, and can be classified into a target train number set to be stopped;

if the number of the target train times in any downlink direction is 1 after traversing to the online train times meeting the first hooking relation, only 1 uplink online train time of the downlink target train times meets the preset hooking condition, and the number of elements in A of the target train times in any downlink direction is 1;

The hooking relation between the target train number in the downlink direction and the online train number in the uplink direction meeting the preset hooking condition can be established, and the online train number in the uplink direction meeting the preset hooking condition is moved out of the collection of the online train numbers in the uplink direction; the hooking relation can comprise a vehicle bottom number, a vehicle number before hooking, a vehicle number after hooking and a hooking position.

If the number of the target train times in any downlink direction is multiple when the target train times in any downlink direction are traversed to the online train times meeting the first hooking relation, the number of elements in the set A is greater than 1;

if only one online train number in the online train number meeting the first hooking relation arrives before the target train number in the downlink direction arrives, the hooking relation between the target train number in the downlink direction and the online train number can be established, and the online train number is moved out of the set of the online train numbers in the uplink direction.

If the set of the online train times in the uplink direction has a plurality of online train times which arrive before the target train times in the downlink direction come out, traversing whether the next target train time of any one of the target train times is the online train time in the uplink direction meeting the first hooking relation or not based on the set of the online train times in the uplink direction;

If the next target train number traverses to the online train number meeting the first hooking relation, the hooking relation between the last uplink online train number in A of any target train number and the next target train number is established, the last uplink online train number in A is moved out of the online train number in the uplink direction, and the remaining uplink online train numbers in A are classified into an online train number set to be processed.

If the next target train number does not traverse to the online train number meeting the first hooking relation, the hooking relation between the first uplink direction online train number in the A and the next target train number is established, and the first uplink direction online train number is moved out of the collection of the uplink direction online train numbers; based on the departure time of the preceding train in a, the departure time of the remaining train in a from the upstream destination station and the planned arrival time at the downstream originating station can be modified.

And traversing the standby train number meeting the preset hooking condition aiming at the target train number (target train number set to be stopped) in the downlink direction, which does not establish the hooking relation.

If the set of alternate train passes is not empty (N _ck ^down >0) Calculating the earliest planned arrival time of the standby train number set to the downstream originating station one by oneAnd the backup train number that arrives at the downstream originating station earliest is referred to as the first outgoing train number.

If the first train number of the train out of the warehouse meets the preset hooking condition, a hooking relation between the first train number of the train out of the warehouse and the target train number is established, and the first train number of the train out of the train number of the train in the warehouse is moved out of the set (N _ck ^down -1) and based on the departure time of the first departure train number, modifying the planned arrival time of the other departure train number at the station after the earliest arrival at the departure, and moving the downstream target train number out of the set of target train numbers to be stopped.

If the first ex-warehouse train number does not meet the preset hooking condition, the descending target train number is not operated, and whether other target train numbers in the target train number set to be stopped can establish a hooking relation with the first ex-warehouse train or not is continuously judged;

for the target train number in the downlink direction, which does not establish the hooking relation, in the target train number set to be stopped, it can be judged whether the hooking relation can be established with the remaining on-line train number in the uplink direction (on-line train number set to be processed) after passing through the on-line train number folded to the downlink direction.

Determining the earliest planned arrival time (the time required for arriving at each station and keeping the minimum tracking interval with the preceding train) of the online train number in the station possibly turning back at the follow-up station and the station after turning back aiming at the online train number in the online train number set to be processed;

for the target train number set to be cancelled, determining whether each target train number to be cancelled has a corresponding on-line train middle-fold or not one by one to execute the train number and the operation plan thereof, and comparing the earliest planned arrival time of each folding station with the uncoupling target train number (in sequence) at the departure time of the station

If the planned arrival time of the middle-folded train number at a certain middle-folded station is earlier than the target train number, the middle-folded train number executes the plan of the target train number, the middle-folded train number moves out of the to-be-processed online train number set, and the target train number moves out of the to-be-stopped target train number set;

if no middle-folded train number meets the condition, the target train number is not processed, and the state is modified to be the shutdown number.

Cancelled target train number set CTT _down Number N _CTT ^down 。

Aiming at the remaining uplink on-line train number (to-be-processed on-line train number set) which does not establish a hooking relation, according to the line topology relation and N _hk ^up And (5) arranging the train number in the online train number set to be processed to return to the warehouse.

The online train number set to be processed is null, and the step is not needed to be processed and skipped;

the on-line train number set to be processed is non-empty, if the on-line train number set has a warehouse returning condition, and N _hk ^up >And 0, arranging corresponding quantity of uplink on-line train number to return to the warehouse, correcting the state of the corresponding quantity of uplink on-line train number to return to the warehouse, and setting a terminal station to be a warehouse-returning station. If the station is a non-terminal station, the train passenger clearing time needs to be considered.

If the database returning condition is not provided or N _hk ^up =0, no rollback operation is performed.

The remaining up-going on-line train number (to-be-processed on-line train number set) after the warehouse returning operation is used as a train set for folding and operating in the up-going on-line train to supplement the number of down-going on-line trains, wherein the folding position can be adjusted according to the line and down-going direction hooking condition.

As an alternative embodiment, the hooking relationship of the up-direction target train number may be corrected based on the hooking relationship of the down-direction target train number.

Wherein the required data comprises: the method comprises the steps of collecting on-line train numbers in the descending direction, leaving the stock to the number of standby train numbers in the ascending direction, returning the stock in the descending direction, and folding the train numbers in the descending direction; the train set of the subsequent trains is an uplink direction target train set.

Down-direction target train stop train number CTT _down The train number after turning back is supplemented to the target train set in the uplink direction;

if the number N of train numbers going out of the warehouse to the downlink direction _ck ^down And if the train is not treated, the train is classified into a set of on-line train times in the downlink direction, and the moment when the train reaches the corresponding starting platform in the downlink direction keeps the minimum ex-warehouse interval with the existing ex-warehouse train.

Number of train number N of train number of train going out from warehouse to up direction _ck ^up Remain unchanged

On-line train number N of train number returning to warehouse in downlink direction _hk ^down Remain unchanged

Receiving train set TBT to be processed in on-line train number in uplink direction of middle-folded train number _up The number N of _TBT ^up Corresponding adjustment (if shutdown occurs, the number is correspondingly increased);

hook connection for processing up-direction target train and down-direction on-line train number

If the condition that the target train number of the uplink direction stops running occurs, canceling the online train number set TBT of the uplink direction _up And continuing to ascend to connect the running plan after turning back the train number of the stop target train in the ascending direction.

Taking the hooking of the uplink target train and the downlink online train number as an example, the remaining online train number set to be processed of the uplink online train number can be judged, whether the uplink target train number can be firstly folded to the downlink direction to become the downlink online train number (temporary passenger) or not, and then the uplink target train number can be folded and hooked in the terminal point of the downlink direction. If so, establishing a hooking relation. The passenger needs to consider the interval between the front car and the rear car and properly adjust the departure time of the front car and the rear car.

And if the train number of the target train in the uplink direction still has the train number to be cancelled, cancelling the train number. And continuing to run the remaining online train times to be processed of the uplink online train times without being folded to the uplink end point to turn back and link the downlink train times after the train times are turned back in the uplink direction target train.

According to the method and the device for scheduling the train, after the operation plan of the on-line train number after the target moment is generated, the hooking relation of the target train number is determined based on the operation plan, train scheduling can be performed more efficiently and accurately based on the hooking relation, and train operation efficiency can be improved.

Fig. 4 is a schematic diagram of a train dispatching apparatus provided by the invention. The train dispatching device provided by the invention is described below with reference to fig. 4, and the train dispatching device described below and the train dispatching method provided by the invention described above can be referred to correspondingly. As shown in fig. 3, a data acquisition module 401, a train number determination module 402, a train scheduling module 403, and a plan generation module 404.

The data acquisition module 401 is configured to acquire target data, where it is determined that an abnormal situation in the abnormal section has been eliminated, where the target data includes a planned running map and a dynamic running map of a target line where the abnormal section is located;

The train number determining module 402 is configured to determine, based on the target data, a train number of trains that have not been taken out of the warehouse in the target line at the target moment as a target train number, and determine, as an online train number, a train number of trains running online in the target line at the target moment;

the train dispatching module 403 is configured to perform train dispatching based on the number of online train numbers, the number of target train numbers and the topological relation of the target lines, where the train dispatching includes at least one of dispatching an online train number middle-fold, dispatching a standby train number out of stock to the target lines and dispatching a return train number back to the stock, and the online train number includes a middle-fold train number and a return train number;

the plan generating module 404 is configured to generate, based on the target data, an operation plan of the on-line train number after the target time, for the on-line train number to execute the operation plan after the target time.

Specifically, the data acquisition module 401, the train number determination module 402, the train dispatch module 403, and the plan generation module 404 are electrically connected.

According to the train scheduling device in the embodiment of the invention, the train number which is not yet discharged in the target line at the target moment is determined to be the target train number based on the target data under the condition that the abnormal situation in the abnormal section is eliminated, the train number which is operated on line in the target line at the target moment is determined to be the on-line train number, the number of the on-line train numbers and the topological relation of the target line are further based on the on-line train number, the number of the target train numbers and the topological relation of the target line, the operation plan of the on-line train number after the target moment is generated based on the target data, so that the operation plan of the on-line train number after the target moment is executed, the topological relation and the operation constraint condition of the line can be fully considered, various train scheduling methods such as standby train number delivery, train returning and midway returning are adopted, different scheduling strategies are adopted for trains with different plans, automatic train scheduling can be performed with high efficiency and reliability, the automatic scheduling of the trains can be performed, the automatic scheduling feasibility of the trains can be improved, the automatic scheduling level of the urban rail traffic can be improved, the efficiency of the urban rail traffic can be improved, the service quality can be improved, and the service quality can be perceived by passengers.

Fig. 5 illustrates a physical schematic diagram of an electronic device, as shown in fig. 5, which may include: processor 510, communication interface (Communications Interface) 520, memory 530, and communication bus 540, wherein processor 510, communication interface 520, memory 530 complete communication with each other through communication bus 540. Processor 510 may invoke logic instructions in memory 530 to perform a train scheduling method comprising: under the condition that the abnormal condition in the abnormal section is eliminated, acquiring target data, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned; based on the target data, determining train number which is not yet ex-warehouse in the target line at the target moment as target train number, and determining train number which runs on line in the target line at the target moment as on-line train number; based on the number of on-line train times, the number of target train times and the topological relation of the target lines, train dispatching is carried out, wherein the train dispatching comprises at least one of dispatching on-line train times, dispatching standby train times to be delivered to the target lines and dispatching back-up train times to be returned to the storage, and the on-line train times comprise middle-folded train times and back-up train times; based on the target data, an operation plan of the on-line train number after the target time is generated for the on-line train number to execute after the target time.

Further, the logic instructions in the memory 530 described above may be implemented in the form of software functional units and may be stored in a computer-readable storage medium when sold or used as a stand-alone product. Based on this understanding, the technical solution of the present invention may be embodied essentially or in a part contributing to the prior art or in a part of the technical solution, in the form of a software product stored in a storage medium, comprising several instructions for causing a computer device (which may be a personal computer, a server, a network device, etc.) to perform all or part of the steps of the method according to the embodiments of the present invention. And the aforementioned storage medium includes: a U-disk, a removable hard disk, a Read-Only Memory (ROM), a random access Memory (RAM, random Access Memory), a magnetic disk, or an optical disk, or other various media capable of storing program codes.

In another aspect, the present invention also provides a computer program product comprising a computer program, the computer program being storable on a non-transitory computer readable storage medium, the computer program, when executed by a processor, being capable of performing the method of train dispatch provided by the methods described above, the method comprising: under the condition that the abnormal condition in the abnormal section is eliminated, acquiring target data, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned; based on the target data, determining train number which is not yet ex-warehouse in the target line at the target moment as target train number, and determining train number which runs on line in the target line at the target moment as on-line train number; based on the number of on-line train times, the number of target train times and the topological relation of the target lines, train dispatching is carried out, wherein the train dispatching comprises at least one of dispatching on-line train times, dispatching standby train times to be delivered to the target lines and dispatching back-up train times to be returned to the storage, and the on-line train times comprise middle-folded train times and back-up train times; based on the target data, an operation plan of the on-line train number after the target time is generated for the on-line train number to execute after the target time.

In yet another aspect, the present invention also provides a non-transitory computer readable storage medium having stored thereon a computer program which when executed by a processor is implemented to perform the train scheduling method provided by the above methods, the method comprising: under the condition that the abnormal condition in the abnormal section is eliminated, acquiring target data, wherein the target data comprises a planning operation diagram and a dynamic operation diagram of a target line where the abnormal section is positioned; based on the target data, determining train number which is not yet ex-warehouse in the target line at the target moment as target train number, and determining train number which runs on line in the target line at the target moment as on-line train number; based on the number of on-line train times, the number of target train times and the topological relation of the target lines, train dispatching is carried out, wherein the train dispatching comprises at least one of dispatching on-line train times, dispatching standby train times to be delivered to the target lines and dispatching back-up train times to be returned to the storage, and the on-line train times comprise middle-folded train times and back-up train times; based on the target data, an operation plan of the on-line train number after the target time is generated for the on-line train number to execute after the target time.

The apparatus embodiments described above are merely illustrative, wherein the elements illustrated as separate elements may or may not be physically separate, and the elements shown as elements may or may not be physical elements, may be located in one place, or may be distributed over a plurality of network elements. Some or all of the modules may be selected according to actual needs to achieve the purpose of the solution of this embodiment. Those of ordinary skill in the art will understand and implement the present invention without undue burden.

From the above description of the embodiments, it will be apparent to those skilled in the art that the embodiments may be implemented by means of software plus necessary general hardware platforms, or of course may be implemented by means of hardware. Based on this understanding, the foregoing technical solution may be embodied essentially or in a part contributing to the prior art in the form of a software product, which may be stored in a computer readable storage medium, such as ROM/RAM, a magnetic disk, an optical disk, etc., including several instructions for causing a computer device (which may be a personal computer, a server, or a network device, etc.) to execute the method described in the respective embodiments or some parts of the embodiments.

Finally, it should be noted that: the above embodiments are only for illustrating the technical solution of the present invention, and are not limiting; although the invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical scheme described in the foregoing embodiments can be modified or some technical features thereof can be replaced by equivalents; such modifications and substitutions do not depart from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method of train dispatch, comprising:

2. The train scheduling method according to claim 1, wherein after generating the operation plan of the on-line train number after the target time based on the target data, the method further comprises:

3. The train scheduling method according to claim 1, wherein the performing train scheduling based on the number of on-line train numbers, the number of target train numbers, and the topological relation of the target line includes:

4. The train scheduling method according to claim 3, wherein the scheduling the outgoing train section to outgoing the spare train number to the target line based on the spare train number includes:

5. The train scheduling method according to claim 1, wherein the generating an operation plan of the on-line train number after the target time based on the target data includes:

6. The train scheduling method according to claim 2, wherein the determining the hooking relation of the target train number based on the operation plan includes:

7. The train scheduling method according to any one of claims 1 to 6, wherein determining that an abnormal situation in the abnormal section has been eliminated comprises:

8. A train dispatching apparatus, comprising:

9. An electronic device comprising a memory, a processor and a computer program stored on the memory and executable on the processor, wherein the processor implements the train scheduling method of any one of claims 1 to 7 when the program is executed by the processor.

10. A non-transitory computer readable storage medium having stored thereon a computer program, which when executed by a processor implements the train scheduling method according to any one of claims 1 to 7.