WO2020082924A1 - Space-time path planning method and device for train pull-in or pull-out - Google Patents

Space-time path planning method and device for train pull-in or pull-out Download PDF

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WO2020082924A1
WO2020082924A1 PCT/CN2019/105215 CN2019105215W WO2020082924A1 WO 2020082924 A1 WO2020082924 A1 WO 2020082924A1 CN 2019105215 W CN2019105215 W CN 2019105215W WO 2020082924 A1 WO2020082924 A1 WO 2020082924A1
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train
section
time
inbound
outbound
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PCT/CN2019/105215
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French (fr)
Chinese (zh)
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刘岭
韦伟
张波
王莹
王舟帆
白光禹
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北京全路通信信号研究设计院集团有限公司
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Publication of WO2020082924A1 publication Critical patent/WO2020082924A1/en

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L23/00—Control, warning or like safety means along the route or between vehicles or trains

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  • Inbound or outbound (hereinafter referred to as inbound and outbound) operational efficiency is an important factor restricting the line's passing capacity. Normally, since the operating time interval of the train group at the station is significantly greater than the interval operating time interval, the overall throughput of the line often depends on the operating efficiency of the train group at the station. Therefore, only on the basis of reducing the operating interval of the train group, and further optimizing the operation process of the train group in and out station, can the transportation efficiency and capacity be more effectively improved.
  • train groups run linearly in the form of queues in sections.
  • the coupled train group can achieve inbound decoupling and outbound coupling operations.
  • trains entering and leaving stations mainly rely on access routes for protection.
  • the throat switch When the train leaving the station occupies the throat switch, other trains need to wait at the platform to wait for the front car to clear the road; when the train entering the station occupies the throat switch, other trains need to wait outside the throat for the front car to clear the road, this kind of operation The way seriously affects the efficiency of train entry and exit. If the station yard is complex, the efficiency of train entry and exit will be further reduced.
  • the present disclosure proposes an efficient operation organization and control method.
  • the train groups travel on their respective dynamic right of way, with smaller intervals and higher efficiency.
  • the present disclosure proposes a method and device for planning the spatiotemporal path of trains entering and exiting a station.
  • the section in the topological network of the inbound or outbound the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of the two adjacent sections, the conversion of the inlet switch at each section Time, train running interval and train length required between continuously locked or discontinuously locked trains in the section;
  • determining the section in the inbound or outbound topology network is specifically determining the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
  • inbound or outbound space-time path planning model based on the determined parameters is as follows:
  • formula (1) indicates that the goal of the inbound or outbound space-time path planning model is that the inbound or outbound operation time is the shortest;
  • formula (2) -formula (8) are model constraints, and formula (2) is the running time of the front and back trains Interval constraint, equation (3) is the sequence constraint of the train entering the section, equation (4) is the running time constraint of the train section, equation (5) is the only constraint on the position of each train in the train formation, equation (6) ) Is the only constraint for the trains at each position in the train formation.
  • Equation (7) is the constraint on the completion time of the train group's inbound or outbound operations, and Equation (8) is the constraint on the departure time of each train;
  • t i, s The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
  • this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k.
  • this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
  • n the number of trains in the train group planned to enter or leave the station, n ⁇ N;
  • h the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h ⁇ H;
  • s, r The starting point of the segment in the topology network of inbound or outbound operations, s ⁇ H, r ⁇ H;
  • ⁇ the running time interval between front and rear trains, unit s;
  • v j, s The actual traveling speed of the train j running to the starting point of s, unit m / s;
  • T s the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
  • ⁇ Safety amplification factor for clearing the rear of the vehicle
  • section s is the target section of train i, type 0-1 parameter
  • train i runs from its current position to the starting node of the starting section, or due to operational needs, from the current time to the estimated time of reaching the starting node of the starting section;
  • n represents a very large positive number, as a variable constraint
  • the planning calculation unit is configured to calculate the section to be entered by each train and the time of entry based on the parameters determined by the parameter determination unit.
  • planning calculation unit is also used to:
  • the constraints of the running time interval of the front and rear trains are formed: the constraints of the sequence relationship between the front and back trains entering the section, the running time constraints of the train section, the unique constraint on the position of each train in the train formation, and the train formation Unique constraints on trains at various locations, constraints on completion time of train group inbound or outbound operations, and constraints on departure time of each train;
  • t i, s The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
  • this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k.
  • this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
  • n the number of trains in the train group planned to enter or leave the station, n ⁇ N;
  • h the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h ⁇ H;
  • s, r The starting point of the segment in the topology network of inbound or outbound operations, s ⁇ H, r ⁇ H;
  • q Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation starting from the train with the highest position in the train's running direction.
  • the first train number is 1, the next train number is 2, and so on, the last train number is n, q ⁇ Q;
  • v j, s The actual traveling speed of the train j running to the starting point of s, unit m / s;
  • T s the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
  • ⁇ s The transition time of the turnout at the entrance of the section, unit s;
  • ⁇ Safety amplification factor for clearing the rear of the vehicle
  • n represents a very large positive number, as a variable constraint
  • the train group efficient entry and exit station operation organization and control method and device proposed in the present disclosure do not require that the front train operation is completed before the rear train can start the operation.
  • the two trains only need to maintain a certain safety distance, that is, the entry and exit station can be developed at a small interval Operation; in particular, when the paths of multiple trains pass through the same turnout, the turnout can be continuously locked for multiple trains passing continuously, canceling the process of multiple locks and unlocks of the turnout, and further improving the efficiency of train entry and exit stations.
  • Figure 1 shows a schematic diagram of the branch and bound method for solving the space-time planning model of train entry.
  • the operation organization of the train group can be optimized through the operation organization, and the efficiency of the train group in and out station can be improved.
  • the operation organization realizes the space-time planning of the path of the train group in and out and the train group out of the station, in order to plan the time for the train to enter each section in time, arrange the section in space to meet the operation requirements of the train group, and finally realize the train Efficient organization during group entry and exit.
  • spatiotemporal path planning equipment such as inbound and outbound scheduling organization servers, obtains in real time data such as the number of sections in the topology network of the inbound and outbound stations, starting point numbers, etc. Parameters such as the fastest travel time between the turnouts at the beginning of the adjacent section, the conversion time of the entrance turnout in each section, and the length of the train. According to the obtained parameters, the section to be entered by each train in the train group, the time to enter the section, and the operation sequence and operation completion time of the entire train group are determined.
  • the optimization goal is determined by the spatiotemporal path scheduling planning model, that is, when the time when the first train in the train group starts the inbound and outbound operations is used as a reference point, the operation time for the entire train group to complete the inbound operations is minimized.
  • the spatio-temporal route scheduling planning model for the organization of inbound operations is constructed as follows:
  • n the number of trains in the train group planning to enter and exit the station, n ⁇ N;
  • h The number of sections in the topology network of inbound and outbound operations. The starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h ⁇ H;
  • q Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation starting from the train with the highest position in the train's running direction.
  • the first train number is 1, the next train number is 2, and so on, the last train number is n, q ⁇ Q;
  • ⁇ the running time interval between front and rear trains, unit s;
  • v i, s the actual traveling speed of the train i running to the starting point of s, unit m / s;
  • T s the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
  • ⁇ s The transition time of the turnout at the entrance of the section, unit s;
  • section s (starting point) is the target section of train i, 0-1 type parameter;
  • train i runs from its current (decision time) position to the starting node of the departure section, or due to operational needs, from the current time (decision time) to the expected arrival of the departure section The time of the starting node;
  • n represents a very large positive number, which can be taken as 10 6 as a variable constraint
  • equation (1) indicates that the goal of the inbound and outbound space-time path planning model is the shortest inbound and outbound operating time; s.t. represents the model's constraints, and equations (2)-(8) are model constraints.
  • Equation (2) is the constraint on the running time interval of the front and rear trains: for any section, the time interval between the preceding train and the following train entering the starting node of the section is not less than the minimum running interval between the trains;
  • Equation (3) is the entry of the front and rear trains Constraint of the sequence relationship of the section: the relationship between the train operation sequence and the train passing sequence at the specific section;
  • equation (4) is the running time constraint of the train section: subject to the speed limit of the turnout section and the acceleration and deceleration performance of the train Limit, the running time of the train in the section is not less than the shortest running time when running according to the maximum mechanical performance of the train and the maximum section speed limit;
  • formula (5) is the only constraint on the position of each train in the train group: for the train group Each train in the train has a unique position in the operational formation; (6) is the only constraint for the trains in each position in the train formation: for each position in the operational formation, there can only be one train; Equation (7) Constraint for
  • t i, s The time when the head train of the operating train group starts to work is 0 o'clock, and the time (unit s) when the head of train i enters the starting node of the s section in the inbound and outbound operation network. This variable exists for any train i and any section s;
  • this variable is a decision variable used to indicate whether the position number of train i in the train group is q after the operation is completed. 0-1 type parameter, 0 means no, 1 means yes. This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter, indicating whether the position number of the train i in the train group before entry is q.
  • Y Completion time of the entire train group entry and exit station operations.
  • the space-time path scheduling planning model for train entry and exit operations is calculated and solved by the simplex method according to each parameter value of the predetermined parameters, so that when the constraint conditions in constraint formulas (2)-(8) are satisfied, the The above-mentioned decision variables that make the optimization goal in formula (1) hold value.
  • this paper uses the branch and bound method to automatically determine the time t i, s and train operation sequence of each train in the virtual coupled train group. And the completion time of the inbound and outbound operations of the entire train group Y, X can be used to represent the decision variables The vector formed.
  • the intelligent solution algorithm of the model is shown in Figure 1.
  • the integer (including 0-1) decision variables in the model Relax the integer constraints to form the relaxation problem of the intelligent decision model.
  • the integer variables that relax the constraints are called relaxation variables (step S2 in Figure 1).
  • the traditional simplex method is used to solve the optimal solution of the current problem (step S3 in Figure 1), and the current optimal solution X * (the current set of all decision variables) and the corresponding current goal are obtained Function value Z * (step S4 in FIG.
  • step N3 determine whether the set of branching problems to be processed is empty, if it is empty, then complete the calculation and output the objective function value Z and optimal solution X of the intelligent decision model of the intelligent decision model (steps in Figure 1) Y3); otherwise, select a branching problem from the set of branching problems to be processed as the current problem, re-use the simplex method to solve its optimal solution, and repeat the above judgment and branching or delimiting process until the branch to be processed
  • the branch problem set is empty, and the solution result is output (step N3 in FIG. 1).
  • the above train group outbound spatio-temporal path planning method of the embodiment of the present disclosure may be implemented by an apparatus, and the apparatus may include a module unit such as an inbound and outbound parameter determination unit, an outbound planning setting unit, and the like.
  • the parameter determination unit is used to determine the following parameters: the section in the topological network of inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of two adjacent sections, The switching time of the entrance turnout in each section, the required train running interval and train length between the trains with continuous lock or discontinuous lock in the section;
  • the planning calculation unit is configured to calculate the section to be entered by each train and the time of entry based on the parameters determined by the parameter determination unit.
  • the planning calculation unit is also used to form the following constraints based on the determined parameters: constraints on the running time interval of the front and back trains, constraints on the sequence of the trains entering the section, constraints on the running time of the train section, and the formation of each train group Unique constraint on train position, unique constraint on trains in each position in train formation, constraint on completion time of train group inbound or outbound operations, and constraint on departure time of each train; plan the section to be entered by each train based on the above constraints formed and The time of entry and the sequence of train operations.
  • the parameter determination unit determines that the section in the inbound or outbound topology network specifically determines the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
  • the planning calculation unit is further used to construct an inbound or outbound space-time path planning model based on the determined parameters.

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Abstract

A space-time path planning method and system for a train. The method comprises: determining the following parameters: sections in a pull-in or pull-out topology network, an allowable travel speed at the starting turnout of each section, the shortest travel time of a train between starting turnouts of two adjacent sections, switching time for the entrance turnout of each section, an required train operating interval between continuously locked or non-continuously locked trains in the section, and the length of the train; and planning a section that each train is to enter and the time of entrance, and a train group operating sequence on the basis of the determined parameters. The space-time path planning method and system for a train can enable two trains to be pulled in and pulled out of a station at a small time interval.

Description

一种列车进站或出站时空路径规划方法及装置Space-time path planning method and device for train entering or leaving station
本申请要求在2018年10月26日在中国专利局递交的、申请号为“201811257231.5”、发明名称为“一种列车进站或出站时空路径规划方法及装置”的优先权，其全部内容通过引用结合在本申请中。This application requires the priority of the application number "201811257231.5" and the invention name "a method and device for space-time path planning for train entry and exit" submitted on October 26, 2018 at the China Patent Office. Incorporated by reference in this application.
技术领域Technical field
本公开涉及轨道交通技术领域，具体涉及一种列车进站或出站时空路径规划方法及装置。The present disclosure relates to the technical field of rail transit, and in particular to a method and device for planning the space-time path of trains entering or leaving a station.
背景技术Background technique
进站或出站(以下简称进出站)作业效率是制约线路通过能力的一大重要因素。通常情况下，由于列车群在车站的作业时间间隔显著大于区间运行时间间隔，线路的整体通过能力往往取决于列车群在车站的作业效率。因此只有在降低列车群区间运行间隔的基础上，进一步优化列车群进出站作业流程，才能更有效地提升运输效率和能力。以京沪高铁为例，在目前的基于进路的作业模式下，一般高铁车站的进出站作业时间间隔，往往很难突破3min限制，这导致线路通过能力也很难突破20列/小时(h)的上限。Inbound or outbound (hereinafter referred to as inbound and outbound) operational efficiency is an important factor restricting the line's passing capacity. Normally, since the operating time interval of the train group at the station is significantly greater than the interval operating time interval, the overall throughput of the line often depends on the operating efficiency of the train group at the station. Therefore, only on the basis of reducing the operating interval of the train group, and further optimizing the operation process of the train group in and out station, can the transportation efficiency and capacity be more effectively improved. Taking the Beijing-Shanghai high-speed rail as an example, under the current access-based operation mode, it is often difficult for the high-speed rail station to enter and exit the operation time interval to break through the 3min limit, which results in the line passing capacity also difficult to break through 20 lines / hour (h ).
随着列车信息技术的发展，目前研发出了一种采用虚拟耦合方式实现虚拟连接的列车群，这种列车摒弃了采用车钩实现各列列车间物理连接的方式，取而代之的是前后列车车体之间没有物理连接。虚拟耦合是一种新的列车运行组织模式，指多辆轨道交通列车车体之间不依靠物理连接，而是通过无线通信方式，虚拟耦合在一起形成列车群，以相同的速度极小的间隔协同运行的形式。上述调度指挥方法虽然也可以适用于这种虚拟耦合方式的列车，但是不能够有效发挥虚拟耦合的优势。With the development of train information technology, a train group that uses virtual coupling to achieve virtual connection has been developed. This kind of train abandons the method of using a coupler to realize the physical connection between the trains, and replaces the front and rear train bodies. There is no physical connection. Virtual coupling is a new train operation organization mode, which means that multiple rail transit trains do not rely on physical connection, but through wireless communication, virtual coupling together to form a train group, with the same speed and extremely small intervals The form of cooperative operation. Although the above-mentioned dispatching and command method can also be applied to this kind of virtual coupling train, it cannot effectively exert the advantages of virtual coupling.
轨道交通运输由于其媒介的特殊性，列车群在区段以队列形式呈线性运行。在车站，借助站台、道岔等设施，耦合列车群能够实现进站解耦和出站耦合作业。一般地，列车进出车站主要依靠进路来进行防护。当列车出站占用咽喉道岔时，其他列车均需在站台等待前车进路出清；列车进站占用咽喉道岔时，其他列车则需在咽喉外方等待前车进路出清，这种作业 方式严重影响了列车进出站效率，若车站站场复杂，列车进出车站效率会进一步降低。Due to the particularity of the medium of rail transportation, train groups run linearly in the form of queues in sections. At the station, with the help of platforms, turnouts and other facilities, the coupled train group can achieve inbound decoupling and outbound coupling operations. Generally, trains entering and leaving stations mainly rely on access routes for protection. When the train leaving the station occupies the throat switch, other trains need to wait at the platform to wait for the front car to clear the road; when the train entering the station occupies the throat switch, other trains need to wait outside the throat for the front car to clear the road, this kind of operation The way seriously affects the efficiency of train entry and exit. If the station yard is complex, the efficiency of train entry and exit will be further reduced.
为解决既有进出站作业组织方法中，作业效率低下，难以支撑虚拟耦合列车群高效进出站作业的问题。本公开基于虚拟耦合列车群的作业特征，将需要进行进出站作业的多列车看成虚拟耦合的列车群体，综合考虑和协调进出站作业过程中群体内多列车的时空资源占用，通过解决时空资源分配过程中集约高效和冲突预防问题，从而提升列车群进出站作业能力和效率。In order to solve the problem of the inefficient operation efficiency in the existing inbound and outbound operation organization method, it is difficult to support the efficient inbound and outbound operations of the virtual coupled train group. Based on the operating characteristics of the virtual coupled train group, the present disclosure regards multiple trains that need to perform inbound and outbound operations as virtual coupled train groups, comprehensively considers and coordinates the space-time resource occupancy of multiple trains in the group during the inbound and outbound operations, and solves the space-time resources by Intensive efficiency and conflict prevention issues in the distribution process, thereby improving the ability and efficiency of train group entry and exit operations.
发明内容Summary of the invention
针对现有技术中存在的上述技术问题，本公开提出了一种高效的运行组织及控制方法，列车群依靠各自动态路权行驶，间隔更小，效率更高。为此，本公开提出了一种列车群进出站时空路径规划方法及装置。In response to the above-mentioned technical problems in the prior art, the present disclosure proposes an efficient operation organization and control method. The train groups travel on their respective dynamic right of way, with smaller intervals and higher efficiency. To this end, the present disclosure proposes a method and device for planning the spatiotemporal path of trains entering and exiting a station.
一种列车群时空路径规划方法，所述方法包括：A method for space-time path planning of a train group, the method includes:
确定以下参数：进站或出站拓扑网络中的区段、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、区段中连续锁闭或非连续锁闭列车之间所要求的列车运行间隔、列车长度；Determine the following parameters: the section in the topological network of the inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of the two adjacent sections, the conversion of the inlet switch at each section Time, train running interval and train length required between continuously locked or discontinuously locked trains in the section;
基于确定的上述参数规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the determined above-mentioned parameters, plan the section and time of each train to enter, as well as the train operation sequence of the train group.
进一步地，further,
基于确定的参数，形成以下约束：前后列车运行时间间隔约束、前后列车进入区段的先后关系约束、列车区段的运行时间约束、列车群队形中各列车位置唯一约束、列车群队形中各位置列车唯一约束、列车群进站或出站作业完成时间约束、每列车的出发时间约束；Based on the determined parameters, the following constraints are formed: the constraints of the running time interval of the front and rear trains, the constraints of the sequence relationship between the front and back trains entering the section, the running time constraints of the train section, the unique constraint on the position of each train in the train formation, and the train formation Unique constraints on trains at various locations, constraints on completion time of train group inbound or outbound operations, and constraints on departure time of each train;
基于形成的上述约束规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the above-mentioned constraints, plan the section and time of each train to enter, and the train operation sequence of the train group.
进一步地，确定进站或出站拓扑网络中的区段具体为，确定进站或出站拓扑网络中的节点位置、区段数量、区段起终点编号。Further, determining the section in the inbound or outbound topology network is specifically determining the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
进一步地，基于确定的所述参数构建进站或出站时空路径规划模型如下：Further, the inbound or outbound space-time path planning model based on the determined parameters is as follows:
min Z＝Y        (1)min Z = Y (1)
Figure PCTCN2019105215-appb-000001
Figure PCTCN2019105215-appb-000001
Figure PCTCN2019105215-appb-000002
Figure PCTCN2019105215-appb-000002
Figure PCTCN2019105215-appb-000003
Figure PCTCN2019105215-appb-000003
Figure PCTCN2019105215-appb-000004
Figure PCTCN2019105215-appb-000004
Figure PCTCN2019105215-appb-000005
Figure PCTCN2019105215-appb-000005
Figure PCTCN2019105215-appb-000006
Figure PCTCN2019105215-appb-000006
Figure PCTCN2019105215-appb-000007
Figure PCTCN2019105215-appb-000007
其中，式(1)表示进站或出站时空路径规划模型的目标为进站或出站作业时间最短；式(2)-式(8)为模型约束，式(2)为前后列车运行时间间隔约束，式(3)为前后列车进入区段的先后关系约束，式(4)为列车区段的运行时间约束，式(5)为列车群队形中各列车位置唯一约束，式(6)为列车群队形中各位置列车唯一约束，式(7)为列车群进站或出站作业完成时间约束、式(8)为每列车的出发时间约束；Among them, formula (1) indicates that the goal of the inbound or outbound space-time path planning model is that the inbound or outbound operation time is the shortest; formula (2) -formula (8) are model constraints, and formula (2) is the running time of the front and back trains Interval constraint, equation (3) is the sequence constraint of the train entering the section, equation (4) is the running time constraint of the train section, equation (5) is the only constraint on the position of each train in the train formation, equation (6) ) Is the only constraint for the trains at each position in the train formation. Equation (7) is the constraint on the completion time of the train group's inbound or outbound operations, and Equation (8) is the constraint on the departure time of each train;
t i,s——以作业列车群头车开始作业的时间为0点，列车i车头进入进站或出站作业网络中的s区段起始节点的时间(单位s)；对任意列车i及任意区段s存在该变量； t i, s ——The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
Figure PCTCN2019105215-appb-000008
——在列车出站作业场景中，该变量为决策变量，用于表示列车i在作业完成后，在列车群中的位置编号是否为q；0-1型参数，0表示否，1表示是，对任意列车i及位置编号k存在该变量，在列车进站作业场景中，该变量为输入参数，表示进站前列车i在列车群中的位置编号是否为q；
Figure PCTCN2019105215-appb-000008
——In the train outbound operation scenario, this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
Figure PCTCN2019105215-appb-000009
——列车j是否在列车i之前进入区段s的标记；
Figure PCTCN2019105215-appb-000010
取值为1表示列车j先于列车i进入区段s起始道岔，
Figure PCTCN2019105215-appb-000011
取值为0则表示列车j后于列车i进入区段s起始道岔。对任意列车j与任意列车i(i≠j)存在该变量；
Figure PCTCN2019105215-appb-000009
-Whether train j enters section s before train i;
Figure PCTCN2019105215-appb-000010
A value of 1 means that train j enters the starting turnout of section s before train i,
Figure PCTCN2019105215-appb-000011
A value of 0 means that train j enters section s starting turnout after train i. This variable exists for any train j and any train i (i ≠ j);
Y——整个列车群进站或出站作业完成时间；Y——the completion time of the entire train group entering or leaving the station;
其中：among them:
N——计划进行进站或出站作业的列车群集合，N＝{1,2,…,n}；N——the collection of train groups planning to enter or exit the station, N = {1,2, ..., n};
Q——列车群进站或出站作业完成后，列车在列车群中位置编号集合，Q＝{1,2,…,n}；Q——After the train group enters or departs from the station, the train position numbers in the train group are set, Q = {1,2, ..., n};
H——进站或出站作业拓扑网络中区段的集合，H＝{1,2,…,h}；H——the set of segments in the topology network of inbound or outbound operations, H = {1,2, ..., h};
n——计划进行进站或出站作业列车群中的列车数量，n∈N；n——the number of trains in the train group planned to enter or leave the station, n∈N;
h——进站或出站作业拓扑网络中的区段数量，区段s的起点处为道岔后安全停车点，终点为下一个道岔后安全停车点，h∈H；h——the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h∈H;
i、j——计划进行进站或出站作业列车群中的列车编号，i∈N，j∈N；i, j-the train number in the train group planning to enter or leave the station, i ∈ N, j ∈ N;
s、r——进站或出站作业拓扑网络中的区段起点编号，s∈H，r∈H；s, r——The starting point of the segment in the topology network of inbound or outbound operations, s∈H, r∈H;
q——列车群进站作业开始前，或出站作业完成后，列车在列车群中位置编号；此处约定，从列车运行方向上位置最靠前的列车开始，沿列车运行反方向编号，最靠前列车编号为1，次靠前列车编号为2，以此类推，最后一列车编号为n，q∈Q；q——Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation, starting from the train with the most forward position The first train number is 1, the next train number is 2, and so on, the last train number is n, q ∈ Q;
ω——前后列车之间运行时间间隔，单位s；ω——the running time interval between front and rear trains, unit s;
v j,s——列车j运行至s起点道岔处的实际行驶速度，单位m/s； v j, s ——The actual traveling speed of the train j running to the starting point of s, unit m / s;
T s——任意列车从区段s起点道岔(后安全停车点)开始，运行至下一个区段r起点道岔(之后安全停车点)，所需要的最快行程时间，单位s； T s -the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
π s——区段进口道岔转换时间，单位s； π s ——The transition time of the turnout at the entrance of the section, unit s;
l i——列车i长度，单位m； l i —— length of train i in m;
η——车尾出清的安全放大系数；η——Safety amplification factor for clearing the rear of the vehicle;
o i,s——区段s是否是列车i的出发区段，0-1型参数； o i, s —— Whether section s is the departure section of train i, type 0-1 parameter;
d i,s——区段s是否是列车i的目标区段，0-1型参数； d i, s —— Whether section s is the target section of train i, type 0-1 parameter;
λ i——列车i由于空间位置差异，从其当前位置运行到始发区段起始节 点的时间，或由于作业需要，从当前时刻至预计到达始发区段起始节点的时间； λ i —— due to the difference in spatial position, train i runs from its current position to the starting node of the starting section, or due to operational needs, from the current time to the estimated time of reaching the starting node of the starting section;
Figure PCTCN2019105215-appb-000012
——区段s是否属于列车i的路径，0-1型参数；
Figure PCTCN2019105215-appb-000012
—— Whether the section s belongs to the path of train i, 0-1 type parameters;
Figure PCTCN2019105215-appb-000013
——在列车i的路径中，区段s后续是否为区段r，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000013
——In the path of train i, whether section s will follow section r, type 0-1 parameter, 0 means no, 1 means yes;
Figure PCTCN2019105215-appb-000014
——在列车i的路径中，区段k后续是否为区段s，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000014
——In the path of train i, whether section k will follow section s, type 0-1 parameter, 0 means no, 1 means yes;
m——表示一个极大的正数，作为变量约束项；m——represents a very large positive number, as a variable constraint;
根据上述时空路径规划模型，确定每个列车要进入的区段和进入的时间。According to the above space-time path planning model, determine the section and time of each train to enter.
一种列车群进站或出站时空路径规划装置，所述装置包括：A time-space path planning device for train groups entering or leaving a station, the device includes:
参数确定单元，用于确定以下参数：进站或出站拓扑网络中的区段、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、区段中连续锁闭或非连续锁闭列车之间所要求的列车运行间隔、列车长度；The parameter determination unit is used to determine the following parameters: the section in the topological network of inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of two adjacent sections, The switching time of the entrance turnout in each section, the required train running interval and train length between the trains with continuous lock or discontinuous lock in the section;
规划计算单元，用于基于所述参数确定单元确定的所述参数计算每个列车要进入的区段和进入的时间。The planning calculation unit is configured to calculate the section to be entered by each train and the time of entry based on the parameters determined by the parameter determination unit.
进一步地，所述规划计算单元，还用于：Further, the planning calculation unit is also used to:
基于确定的参数，形成以下约束：前后列车运行时间间隔约束、前后列车进入区段的先后关系约束、列车区段的运行时间约束、列车群队形中各列车位置唯一约束、列车群队形中各位置列车唯一约束、列车群进站或出站作业完成时间约束、每列车的出发时间约束；Based on the determined parameters, the following constraints are formed: the constraints of the running time interval of the front and rear trains, the constraints of the sequence relationship between the front and back trains entering the section, the running time constraints of the train section, the unique constraint on the position of each train in the train formation, and the train formation Unique constraints on trains at various locations, constraints on completion time of train group inbound or outbound operations, and constraints on departure time of each train;
基于形成的上述约束规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the above-mentioned constraints, plan the section and time of each train to enter, and the train operation sequence of the train group.
进一步地，所述参数确定单元，确定进站或出站拓扑网络中的区段具体为，确定进站或出站拓扑网络中的节点位置、区段数量、区段起终点编号。Further, the parameter determination unit determines that the section in the inbound or outbound topology network specifically determines the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
进一步地，所述规划计算单元，还用于基于确定的所述参数构建进站 或出站时空路径规划模型如下：Further, the planning calculation unit is further configured to construct an inbound or outbound space-time path planning model based on the determined parameters as follows:
min Z＝Y        (1)min Z = Y (1)
Figure PCTCN2019105215-appb-000015
Figure PCTCN2019105215-appb-000015
Figure PCTCN2019105215-appb-000016
Figure PCTCN2019105215-appb-000016
Figure PCTCN2019105215-appb-000017
Figure PCTCN2019105215-appb-000017
Figure PCTCN2019105215-appb-000018
Figure PCTCN2019105215-appb-000018
Figure PCTCN2019105215-appb-000019
Figure PCTCN2019105215-appb-000019
Figure PCTCN2019105215-appb-000020
Figure PCTCN2019105215-appb-000020
Figure PCTCN2019105215-appb-000021
Figure PCTCN2019105215-appb-000021
其中，式(1)表示进站或出站时空路径规划模型的目标为进站或出站作业时间最短；式(2)-式(8)为模型约束，式(2)为前后列车运行时间间隔约束，式(3)为前后列车进入区段的先后关系约束，式(4)为列车区段的运行时间约束，式(5)为列车群队形中各列车位置唯一约束，式(6)为列车群队形中各位置列车唯一约束，式(7)为列车群进站或出站作业完成时间约束、式(8)为每列车的出发时间约束；Among them, formula (1) indicates that the goal of the inbound or outbound space-time path planning model is that the inbound or outbound operation time is the shortest; formula (2) -formula (8) is the model constraint, and formula (2) is the front and rear train running time Interval constraint, equation (3) is the sequence constraint of the train entering the section, equation (4) is the running time constraint of the train section, equation (5) is the only constraint on the position of each train in the train formation, equation (6) ) Is the only constraint for the trains at each position in the train formation. Equation (7) is the constraint on the completion time of the train group's inbound or outbound operations, and Equation (8) is the constraint on the departure time of each train;
t i,s——以作业列车群头车开始作业的时间为0点，列车i车头进入进站或出站作业网络中的s区段起始节点的时间(单位s)；对任意列车i及任意区段s存在该变量； t i, s ——The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
Figure PCTCN2019105215-appb-000022
——在列车出站作业场景中，该变量为决策变量，用于表示列车i在作业完成后，在列车群中的位置编号是否为q；0-1型参数，0表示否，1表示是，对任意列车i及位置编号k存在该变量，在列车进站作业场景中，该变量为输入参数，表示进站前列车i在列车群中的位置编号是否为q；
Figure PCTCN2019105215-appb-000022
——In the train outbound operation scenario, this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
Figure PCTCN2019105215-appb-000023
——列车j是否在列车i之前进入区段s的标记；
Figure PCTCN2019105215-appb-000024
取值为1表示列 车j先于列车i进入区段s起始道岔，
Figure PCTCN2019105215-appb-000025
取值为0则表示列车j后于列车i进入区段s起始道岔。对任意列车j与任意列车i(i≠j)存在该变量；
Figure PCTCN2019105215-appb-000023
-Whether train j enters section s before train i;
Figure PCTCN2019105215-appb-000024
A value of 1 means that train j enters the starting turnout of section s before train i,
Figure PCTCN2019105215-appb-000025
A value of 0 means that train j enters section s starting turnout after train i. This variable exists for any train j and any train i (i ≠ j);
Y——整个列车群进站或出站作业完成时间；Y——the completion time of the entire train group entering or leaving the station;
其中：among them:
N——计划进行进站或出站作业的列车群集合，N＝{1,2,…,n}；N——the collection of train groups planning to enter or exit the station, N = {1,2, ..., n};
Q——列车群进站或出站作业完成后，列车在列车群中位置编号集合，Q＝{1,2,…,n}；Q——After the train group enters or departs from the station, the train position numbers in the train group are set, Q = {1,2, ..., n};
H——进站或出站作业拓扑网络中区段的集合，H＝{1,2,…,h}；H——the set of segments in the topology network of inbound or outbound operations, H = {1,2, ..., h};
n——计划进行进站或出站作业列车群中的列车数量，n∈N；n——the number of trains in the train group planned to enter or leave the station, n∈N;
h——进站或出站作业拓扑网络中的区段数量，区段s的起点处为道岔后安全停车点，终点为下一个道岔后安全停车点，h∈H；h——the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h∈H;
i、j——计划进行进站或出站作业列车群中的列车编号，i∈N，j∈N；i, j-the train number in the train group planning to enter or leave the station, i ∈ N, j ∈ N;
s、r——进站或出站作业拓扑网络中的区段起点编号，s∈H，r∈H；s, r——The starting point of the segment in the topology network of inbound or outbound operations, s∈H, r∈H;
q——列车群进站作业开始前，或出站作业完成后，列车在列车群中位置编号；此处约定，从列车运行方向上位置最靠前的列车开始，沿列车运行反方向编号，最靠前列车编号为1，次靠前列车编号为2，以此类推，最后一列车编号为n，q∈Q；q——Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation starting from the train with the highest position in the train's running direction. The first train number is 1, the next train number is 2, and so on, the last train number is n, q ∈ Q;
ω——前后列车之间运行时间间隔，单位s；ω——the running time interval between front and rear trains, unit s;
v j,s——列车j运行至s起点道岔处的实际行驶速度，单位m/s； v j, s ——The actual traveling speed of the train j running to the starting point of s, unit m / s;
T s——任意列车从区段s起点道岔(后安全停车点)开始，运行至下一个区段r起点道岔(之后安全停车点)，所需要的最快行程时间，单位s； T s -the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
π s——区段进口道岔转换时间，单位s； π s ——The transition time of the turnout at the entrance of the section, unit s;
l i——列车i长度，单位m； l i —— length of train i in m;
η——车尾出清的安全放大系数；η——Safety amplification factor for clearing the rear of the vehicle;
o i,s——区段s是否是列车i的出发区段，0-1型参数； o i, s —— Whether section s is the departure section of train i, type 0-1 parameter;
d i,s——区段s是否是列车i的目标区段，0-1型参数； d i, s —— Whether section s is the target section of train i, type 0-1 parameter;
λ i——列车i由于空间位置差异，从其当前位置运行到始发区段起始节点的时间，或由于作业需要，从当前时刻至预计到达始发区段起始节点的 时间； λ i —— due to the difference in spatial position, train i runs from its current position to the starting node of the starting section, or due to operational needs, from the current time to the estimated time of reaching the starting node of the starting section;
Figure PCTCN2019105215-appb-000026
——区段s是否属于列车i的路径，0-1型参数；
Figure PCTCN2019105215-appb-000026
—— Whether the section s belongs to the path of train i, 0-1 type parameters;
Figure PCTCN2019105215-appb-000027
——在列车i的路径中，区段s后续是否为区段r，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000027
——In the path of train i, whether section s will follow section r, type 0-1 parameter, 0 means no, 1 means yes;
Figure PCTCN2019105215-appb-000028
——在列车i的路径中，区段k后续是否为区段s，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000028
——In the path of train i, whether section k will follow section s, type 0-1 parameter, 0 means no, 1 means yes;
m——表示一个极大的正数，作为变量约束项；m——represents a very large positive number, as a variable constraint;
根据上述时空路径规划模型，确定每个列车要进入的区段和进入的时间。According to the above space-time path planning model, determine the section and time of each train to enter.
本公开提出的列车群高效进出站作业组织和控制方法及装置，不要求前车作业完成后后车才能开始作业，两列车只需保持一定的安全间距，即可以较小的间隔时间开展进出站作业；特别地，当前后多列车的路径都经过同一道岔时，该道岔可为连续通过的多列车连续锁闭，取消道岔多次锁闭和解锁过程，进一步提高列车进出站作业效率。本公开的其它特征和优点将在随后的说明书中阐述，并且，部分地从说明书中变得显而易见，或者通过实施本公开而了解。本公开的目的和其他优点可通过在说明书、权利要求书以及附图中所指出的结构来实现和获得。The train group efficient entry and exit station operation organization and control method and device proposed in the present disclosure do not require that the front train operation is completed before the rear train can start the operation. The two trains only need to maintain a certain safety distance, that is, the entry and exit station can be developed at a small interval Operation; in particular, when the paths of multiple trains pass through the same turnout, the turnout can be continuously locked for multiple trains passing continuously, canceling the process of multiple locks and unlocks of the turnout, and further improving the efficiency of train entry and exit stations. Other features and advantages of the present disclosure will be explained in the subsequent description, and partly become obvious from the description, or be understood by implementing the present disclosure. The objects and other advantages of the present disclosure can be realized and obtained by the structures indicated in the description, claims, and drawings.
附图说明BRIEF DESCRIPTION
为了更清楚地说明本公开实施例或现有技术中的技术方案，下面将对实施例或现有技术描述中所需要使用的附图作一简单地介绍，显而易见地，下面描述中的附图是本公开的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动的前提下，还可以根据这些附图获得其他的附图。In order to more clearly explain the embodiments of the present disclosure or the technical solutions in the prior art, the following will briefly introduce the drawings used in the description of the embodiments or the prior art. Obviously, the drawings in the following description These are some embodiments of the present disclosure. For those of ordinary skill in the art, without paying any creative work, other drawings can also be obtained based on these drawings.
图1示出了列车进站时空规划模型求解的分枝定界法示意图。Figure 1 shows a schematic diagram of the branch and bound method for solving the space-time planning model of train entry.
具体实施方式detailed description
为使本公开实施例的目的、技术方案和优点更加清楚，下面将结合本公开实施例中的附图，对本公开实施例中的技术方案进行清楚、完整地说明。显然，所描述的实施例是本公开一部分实施例，而不是全部的实施例。基于本公开中的实施例，本领域普通技术人员在没有做出创造性劳动前提 下所获得的所有其他实施例，都属于本公开保护的范围。To make the objectives, technical solutions, and advantages of the embodiments of the present disclosure more clear, the technical solutions in the embodiments of the present disclosure will be clearly and completely described below in conjunction with the drawings in the embodiments of the present disclosure. Obviously, the described embodiments are a part of the embodiments of the present disclosure, but not all the embodiments. Based on the embodiments in the present disclosure, all other embodiments obtained by those of ordinary skill in the art without making creative efforts fall within the protection scope of the present disclosure.
本公开中可以通过作业组织实现对列车群的进出站作业优化，提高列车群进出站效率。其中作业组织实现对列车群进出站和列车群出站的路径进行时空规划，以在时间上规划列车进入各区段的时间、在空间上安排区段去满足列车群的作业要求，最终实现对列车群进出站过程中的高效组织。In the present disclosure, the operation organization of the train group can be optimized through the operation organization, and the efficiency of the train group in and out station can be improved. Among them, the operation organization realizes the space-time planning of the path of the train group in and out and the train group out of the station, in order to plan the time for the train to enter each section in time, arrange the section in space to meet the operation requirements of the train group, and finally realize the train Efficient organization during group entry and exit.
进出站作业组织中，时空路径规划设备，例如进出站调度组织服务器，实时获取进出站拓扑网络中区段的数量、起点编号等数据、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、列车长度等参数。根据获得的上述参数来确定列车群中每个列车所要进入的区段、进入该区段的时间以及整个列车群的作业顺序和作业完成时间。In the organization of inbound and outbound operations, spatiotemporal path planning equipment, such as inbound and outbound scheduling organization servers, obtains in real time data such as the number of sections in the topology network of the inbound and outbound stations, starting point numbers, etc. Parameters such as the fastest travel time between the turnouts at the beginning of the adjacent section, the conversion time of the entrance turnout in each section, and the length of the train. According to the obtained parameters, the section to be entered by each train in the train group, the time to enter the section, and the operation sequence and operation completion time of the entire train group are determined.
本公开中通过时空路径调度规划模型来确定优化目标，即在以列车群内首车开始进出站作业的时间为参考点的情况下，使得整个列车群完成进站作业的作业时间达到最短。对于进站作业组织的时空路径调度规划模型构建如下：In the present disclosure, the optimization goal is determined by the spatiotemporal path scheduling planning model, that is, when the time when the first train in the train group starts the inbound and outbound operations is used as a reference point, the operation time for the entire train group to complete the inbound operations is minimized. The spatio-temporal route scheduling planning model for the organization of inbound operations is constructed as follows:
min Z＝Y         (1)min Z = Y (1)
Figure PCTCN2019105215-appb-000029
Figure PCTCN2019105215-appb-000029
Figure PCTCN2019105215-appb-000030
Figure PCTCN2019105215-appb-000030
Figure PCTCN2019105215-appb-000031
Figure PCTCN2019105215-appb-000031
Figure PCTCN2019105215-appb-000032
Figure PCTCN2019105215-appb-000032
Figure PCTCN2019105215-appb-000033
Figure PCTCN2019105215-appb-000033
Figure PCTCN2019105215-appb-000034
Figure PCTCN2019105215-appb-000034
Figure PCTCN2019105215-appb-000035
Figure PCTCN2019105215-appb-000035
其中，模型的相关输入参数及其含义如下：Among them, the relevant input parameters of the model and their meanings are as follows:
N——计划进行进出站作业的列车群集合，N＝{1,2,…,n}；N——the set of train groups planning to carry in and out of the station, N = {1,2, ..., n};
Q——列车群进出站作业完成后，列车在列车群中位置编号集合，Q＝{1,2,…,n}；Q——After the train group's entry and exit stations are completed, the train's position number set in the train group, Q = {1,2, ..., n};
H——进出站作业拓扑网络中区段的集合，H＝{1,2,…,h}；H——the set of sections in the topology network of inbound and outbound operations, H = {1,2, ..., h};
n——计划进行进出站作业列车群中的列车数量，n∈N；n——the number of trains in the train group planning to enter and exit the station, n∈N;
h——进出站作业拓扑网络中的区段数量。区段s的起点处为道岔后安全停车点，终点为下一个道岔后安全停车点，h∈H；h——The number of sections in the topology network of inbound and outbound operations. The starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h∈H;
i、j——计划进行进出站作业列车群中的列车编号，i∈N，j∈N；i, j-the train number in the train group planning to carry in and out of the station, i ∈ N, j ∈ N;
s、r——进出站作业拓扑网络中的区段起点编号，s∈H，r∈H；s, r——The starting point of the section in the topological network of inbound and outbound operations, s∈H, r∈H;
q——列车群进站作业开始前，或出站作业完成后，列车在列车群中位置编号；此处约定，从列车运行方向上位置最靠前的列车开始，沿列车运行反方向编号，最靠前列车编号为1，次靠前列车编号为2，以此类推，最后一列车编号为n，q∈Q；q——Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation starting from the train with the highest position in the train's running direction. The first train number is 1, the next train number is 2, and so on, the last train number is n, q ∈ Q;
ω——前后列车之间运行时间间隔，单位s；ω——the running time interval between front and rear trains, unit s;
v i,s——列车i运行至s起点道岔处的实际行驶速度，单位m/s； v i, s ——the actual traveling speed of the train i running to the starting point of s, unit m / s;
T s——任意列车从区段s起点道岔(后安全停车点)开始，运行至下一个区段r起点道岔(之后安全停车点)，所需要的最快行程时间，单位s； T s -the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
π s——区段进口道岔转换时间，单位s； π s ——The transition time of the turnout at the entrance of the section, unit s;
l i——列车i长度，单位m； l i —— length of train i in m;
η——车尾出清的安全放大系数(>0)；η——Safety amplification factor for clearing the rear of the vehicle (> 0);
o i,s——区段s(起点)是否是列车i的出发区段，0-1型参数； o i, s —— Whether section s (starting point) is the departure section of train i, 0-1 type parameter;
d i,s——区段s(起点)是否是列车i的目标区段，0-1型参数； d i, s —— Whether section s (starting point) is the target section of train i, 0-1 type parameter;
λ i——列车i由于空间位置差异，从其当前(决策时刻)位置运行到始发区段起始节点的时间，或由于作业需要，从当前时刻(决策时刻)至预计到达始发区段起始节点的时间； λ i —— due to the difference in spatial position, train i runs from its current (decision time) position to the starting node of the departure section, or due to operational needs, from the current time (decision time) to the expected arrival of the departure section The time of the starting node;
Figure PCTCN2019105215-appb-000036
——区段s是否属于列车i的路径，0-1型参数；
Figure PCTCN2019105215-appb-000036
—— Whether the section s belongs to the path of train i, 0-1 type parameters;
Figure PCTCN2019105215-appb-000037
——在列车i的路径中，区段s后续是否为区段r(区段r后 续是否为区段s)，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000037
——In the path of train i, whether the section s will follow section r (whether section r will follow section s), type 0-1 parameter, 0 means no, 1 means yes
Figure PCTCN2019105215-appb-000038
——在列车i(列车j)的路径中，区段k后续是否为区段s，0-1型参数，0表示否，1表示是；
Figure PCTCN2019105215-appb-000038
——In the path of train i (train j), whether section k follows section s, 0-1 type parameter, 0 means no, 1 means yes;
m——表示一个极大的正数，作为变量约束项，可取10 6； m——represents a very large positive number, which can be taken as 10 6 as a variable constraint;
根据上述时空路径规划模型，确定每个列车要进入的区段和进入的时间。According to the above space-time path planning model, determine the section and time of each train to enter.
上述模型中，式(1)表示进出站时空路径规划模型的目标为进出站作业时间最短；s.t.表示模型的约束条件，式(2)-式(8)为模型约束。In the above model, equation (1) indicates that the goal of the inbound and outbound space-time path planning model is the shortest inbound and outbound operating time; s.t. represents the model's constraints, and equations (2)-(8) are model constraints.
式(2)为前后列车运行时间间隔约束：对于任意区段，前车与后续列车进入该区段起始节点的时间间隔，不小于列车间的最小运行间隔；式(3)为前后列车进入区段的先后关系约束：列车群作业顺序与与具体区段处列车经过顺序之间的关系；式(4)为列车区段的运行时间约束：受道岔区段限速、列车加减速性能的限制，列车在区段的运行时间，不低于按照列车最大机械性能和最大区段限速运行时的最短运行时间；式(5)为列车群队形中各列车位置唯一约束：对于列车群中的各列车，其在作业队形中的位置唯一；(6)为列车群队形中各位置列车唯一约束：对于作业队形中的各个位置，也只能存在一列车；式(7)为列车群进出站作业完成时间约束：列车群进站作业完成时间，不早于各列车的进站作业完成时间；式(8)为每列车的出发时间约束：每列车在进入出发区段之前，需要经过一定的运行或准备时间才能进入其出发阶段。Equation (2) is the constraint on the running time interval of the front and rear trains: for any section, the time interval between the preceding train and the following train entering the starting node of the section is not less than the minimum running interval between the trains; Equation (3) is the entry of the front and rear trains Constraint of the sequence relationship of the section: the relationship between the train operation sequence and the train passing sequence at the specific section; equation (4) is the running time constraint of the train section: subject to the speed limit of the turnout section and the acceleration and deceleration performance of the train Limit, the running time of the train in the section is not less than the shortest running time when running according to the maximum mechanical performance of the train and the maximum section speed limit; formula (5) is the only constraint on the position of each train in the train group: for the train group Each train in the train has a unique position in the operational formation; (6) is the only constraint for the trains in each position in the train formation: for each position in the operational formation, there can only be one train; Equation (7) Constraint for the completion time of train group entry and exit operations: the completion time of train group entry operation is not earlier than the completion time of each train's entry operation; Equation (8) is the departure time constraint for each train: each train enters the departure section Before, it takes some time to run or preparing to enter its starting phase.
上述列车进站作业过程时空路径调度规划模型中，模型经过运算所输出的决策变量及其含义如下：In the above model of spatio-temporal route scheduling during the train pitting operation process, the decision variables output by the model after calculation and their meanings are as follows:
t i,s——以作业列车群头车开始作业的时间为0点，列车i车头进入进出站作业网络中的s区段起始节点的时间(单位s)。对任意列车i及任意区段s存在该变量； t i, s ——The time when the head train of the operating train group starts to work is 0 o'clock, and the time (unit s) when the head of train i enters the starting node of the s section in the inbound and outbound operation network. This variable exists for any train i and any section s;
Figure PCTCN2019105215-appb-000039
——在列车出站作业场景中，该变量为决策变量，用于表示列车i在作业完成后，在列车群中的位置编号是否为q。0-1型参数，0表示否，1表示是。对任意列车i及位置编号k存在该变量。在列车进站作业场景中， 该变量为输入参数，表示进站前列车i在列车群中的位置编号是否为q。
Figure PCTCN2019105215-appb-000039
——In the train outbound operation scenario, this variable is a decision variable used to indicate whether the position number of train i in the train group is q after the operation is completed. 0-1 type parameter, 0 means no, 1 means yes. This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter, indicating whether the position number of the train i in the train group before entry is q.
Figure PCTCN2019105215-appb-000040
——列车j是否在列车i之前进入区段s的标记。
Figure PCTCN2019105215-appb-000041
取值为1表示列车j先于列车i进入区段s起始道岔，
Figure PCTCN2019105215-appb-000042
取值为0则表示列车j后于列车i进入区段s起始道岔。对任意列车j与任意列车i(i≠j)存在该变量。
Figure PCTCN2019105215-appb-000040
-The mark of whether train j entered section s before train i.
Figure PCTCN2019105215-appb-000041
A value of 1 means that train j enters the starting turnout of section s before train i,
Figure PCTCN2019105215-appb-000042
A value of 0 means that train j enters section s starting turnout after train i. This variable exists for any train j and any train i (i ≠ j).
Y——整个列车群进出站作业完成时间。Y——Completion time of the entire train group entry and exit station operations.
列车进出站作业过程时空路径调度规划模型根据预先给定的参数的各参数值，通过单纯形法进行计算求解，使得在满足约束式(2)-式(8)中约束条件的情况下，获得使得式(1)中优化目标成立的上述决策变量取值。The space-time path scheduling planning model for train entry and exit operations is calculated and solved by the simplex method according to each parameter value of the predetermined parameters, so that when the constraint conditions in constraint formulas (2)-(8) are satisfied, the The above-mentioned decision variables that make the optimization goal in formula (1) hold value.
为求解上述虚拟耦合列车群进站与出站高效作业时空路径优化模型，本文利用分枝定界法，自动确定虚拟耦合列车群内各列车进入区间的时间t i,s、列车作业顺序
Figure PCTCN2019105215-appb-000043
以及整个列车群的进出站作业完成时间Y，可用X表示决策变量
Figure PCTCN2019105215-appb-000044
所构成的向量。模型的智能求解算法如图1所示。 In order to solve the above-mentioned optimization model of the spatio-temporal path for efficient operation of the virtual coupled train group in and out, this paper uses the branch and bound method to automatically determine the time t i, s and train operation sequence of each train in the virtual coupled train group.
Figure PCTCN2019105215-appb-000043
And the completion time of the inbound and outbound operations of the entire train group Y, X can be used to represent the decision variables
Figure PCTCN2019105215-appb-000044
The vector formed. The intelligent solution algorithm of the model is shown in Figure 1.
在分枝定界法中，首先输入基本参数取值(除决策变量以外的其他已知变量)，初始化列车群进站与出站高效作业时空路径优化模型中的目标函数值Z＝-M(M为一个极大正数，可取10 6)，决策变量X＝X 0(X 0中各变量取值为0)(图1中步骤S1)。 In the branch and bound method, first input basic parameter values (other known variables than decision variables), and initialize the objective function value Z = -M ( M is a very large positive number, which can be 10 6 ), and the decision variable X = X 0 (the value of each variable in X 0 is 0) (step S1 in FIG. 1).
然后，将模型中的整数型(含0-1型)决策变量
Figure PCTCN2019105215-appb-000045
放松整数约束，形成智能决策模型的松弛问题，放松约束的整数型变量称为松弛变量(图1中步骤S2)。以该松弛问题作为当前问题，利用传统的单纯形法求解当前问题最优解(图1中步骤S3)，获取当前最优解X *(所有决策变量的当前取值集合)及相应的当前目标函数值Z *(图1中步骤S4)，若当前最优解X *中，所有松弛变量取值皆为整数，则开始定界过程：判断当前解对应目标函数值Z *是否大于Z，如果大于则原始模型目标函数值Z＝Z *、原始模型最优解X＝X*(图1中步骤Y1-Y2)，如果不大于则判断待处理问题集合是否为空；如果有松弛变量取值不为整数则开始分枝过程(图1中步骤N1-N2)：利用分枝原理构建分枝问题，将分枝问题形成待处理分枝问题集合，从待处理分枝问题集合中拿出1个分枝问题，继续利用单纯形法求解问题。 Then, the integer (including 0-1) decision variables in the model
Figure PCTCN2019105215-appb-000045
Relax the integer constraints to form the relaxation problem of the intelligent decision model. The integer variables that relax the constraints are called relaxation variables (step S2 in Figure 1). Taking this relaxation problem as the current problem, the traditional simplex method is used to solve the optimal solution of the current problem (step S3 in Figure 1), and the current optimal solution X * (the current set of all decision variables) and the corresponding current goal are obtained Function value Z * (step S4 in FIG. 1), if the current optimal solution X * , all the relaxation variables are integers, then start the delimitation process: determine whether the current solution corresponds to the target function value Z * is greater than Z, if If it is greater, the original model objective function value Z = Z * , the original model optimal solution X = X * (steps Y1-Y2 in FIG. 1), if it is not greater, it is determined whether the set of questions to be processed is empty; if there are relaxation variables If it is not an integer, start the branching process (steps N1-N2 in Figure 1): use the branching principle to construct the branching problem, and form the branching problem into a set of branching problems to be processed Branch problem, continue to use the simplex method to solve the problem.
定界过程：在当前最优解中，若所有松弛变量皆为整数，对比当前目标函数值Z *与智能决策模型的目标函数值Z之间的大小关系，若Z *＞Z(图1中步骤Y1)，即智能决策模型的目标函数获得了优化，则将当前目标函数值和当前最优解作为智能决策模型的目标函数值和最优解(令Z＝Z *，X＝X *)(图1中步骤Y2)。 Delimitation process: In the current optimal solution, if all relaxation variables are integers, compare the size relationship between the current objective function value Z * and the intelligent decision model's objective function value Z, if Z * > Z (Figure 1 Step Y1), that is, the objective function of the intelligent decision model is optimized, then the current objective function value and the current optimal solution are used as the objective function value and optimal solution of the intelligent decision model (Let Z = Z * , X = X * ) (Step Y2 in Figure 1).
分枝过程：利用分枝原理构建分枝问题(图1中步骤N1)；在当前最优解中，若存在松弛变量为非整数，从取值为非整数的变量中选取某个取值为非整数的松弛变量x＝b(x取任意
Figure PCTCN2019105215-appb-000046
)，令[b]和[b]+1分别为最靠近b的左侧和右侧整数，在当前问题基础上，分别加入约束x≤[b]和x≥[b]+1，分别构建两个分枝问题(图1中步骤N2)。 Branching process: using the branching principle to construct a branching problem (step N1 in Figure 1); in the current optimal solution, if there are relaxation variables that are non-integers, select a value from those that are non-integer Non-integer relaxation variable x = b (x is arbitrary
Figure PCTCN2019105215-appb-000046
), Let [b] and [b] +1 be the left and right integers closest to b, respectively, based on the current problem, add constraints x≤ [b] and x≥ [b] +1, respectively, to construct Two branching problems (step N2 in Figure 1).
在定界过程完成后，判断待处理的分枝问题集合是否为空，若为空，则完成计算，输出智能决策模型的智能决策模型的目标函数值Z和最优解X(图1中步骤Y3)；否则，从待处理的分枝问题集合中选择一个分枝问题作为当前问题，重新利用单纯形法求解其最优解，重复上述判断和分枝或定界过程，直至待处理的分枝问题集合为空，输出求解结果(图1中步骤N3)。After the delimitation process is completed, determine whether the set of branching problems to be processed is empty, if it is empty, then complete the calculation and output the objective function value Z and optimal solution X of the intelligent decision model of the intelligent decision model (steps in Figure 1) Y3); otherwise, select a branching problem from the set of branching problems to be processed as the current problem, re-use the simplex method to solve its optimal solution, and repeat the above judgment and branching or delimiting process until the branch to be processed The branch problem set is empty, and the solution result is output (step N3 in FIG. 1).
在分枝完成后，将两个分枝问题加入待处理的分枝问题集合，从待处理的分枝问题集合中选择一个分枝问题，重新利用单纯形法求解其最优解，重复上述判断和分枝或定界过程，直至进入定界过程且待处理的分枝问题集合为空，输出求解结果。After the branching is completed, add the two branching problems to the branching problem set to be processed, select a branching problem from the branching problem set to be processed, re-use the simplex method to solve its optimal solution, and repeat the above judgment And the branching or delimiting process, until the delimiting process is entered and the set of branching problems to be processed is empty, the solution result is output.
适应性地，本公开实施例的上述列车群出站时空路径规划方法可以通过一种装置实现，该装置可以包括进出站参数确定单元、出站规划设定单元等模块单元。Suitably, the above train group outbound spatio-temporal path planning method of the embodiment of the present disclosure may be implemented by an apparatus, and the apparatus may include a module unit such as an inbound and outbound parameter determination unit, an outbound planning setting unit, and the like.
参数确定单元，用于确定以下参数：进站或出站拓扑网络中的区段、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、区段中连续锁闭或非连续锁闭列车之间所要求的列车运行间隔、列车长度；The parameter determination unit is used to determine the following parameters: the section in the topological network of inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of two adjacent sections, The switching time of the entrance turnout in each section, the required train running interval and train length between the trains with continuous lock or discontinuous lock in the section;
规划计算单元，用于基于所述参数确定单元确定的所述参数计算每个 列车要进入的区段和进入的时间。The planning calculation unit is configured to calculate the section to be entered by each train and the time of entry based on the parameters determined by the parameter determination unit.
所述规划计算单元，还用于：基于确定的参数，形成以下约束：前后列车运行时间间隔约束、前后列车进入区段的先后关系约束、列车区段的运行时间约束、列车群队形中各列车位置唯一约束、列车群队形中各位置列车唯一约束、列车群进站或出站作业完成时间约束、每列车的出发时间约束；基于形成的上述约束规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。The planning calculation unit is also used to form the following constraints based on the determined parameters: constraints on the running time interval of the front and back trains, constraints on the sequence of the trains entering the section, constraints on the running time of the train section, and the formation of each train group Unique constraint on train position, unique constraint on trains in each position in train formation, constraint on completion time of train group inbound or outbound operations, and constraint on departure time of each train; plan the section to be entered by each train based on the above constraints formed and The time of entry and the sequence of train operations.
所述参数确定单元，确定进站或出站拓扑网络中的区段具体为，确定进站或出站拓扑网络中的节点位置、区段数量、区段起终点编号。The parameter determination unit determines that the section in the inbound or outbound topology network specifically determines the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
所述规划计算单元，还用于基于确定的所述参数构建进站或出站时空路径规划模型。The planning calculation unit is further used to construct an inbound or outbound space-time path planning model based on the determined parameters.
尽管参照前述实施例对本公开进行了详细的说明，本领域的普通技术人员应当理解：其依然可以对前述各实施例所记载的技术方案进行修改，或者对其中部分技术特征进行等同替换；而这些修改或者替换，并不使相应技术方案的本质脱离本公开各实施例技术方案的精神和范围。Although the present disclosure has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand that they can still modify the technical solutions described in the foregoing embodiments, or equivalently replace some of the technical features therein; and these Modifications or substitutions do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present disclosure.

Claims (9)

  1. 一种列车时空路径规划方法，所述方法包括：A train space-time path planning method, the method includes:
    确定以下参数：进站或出站拓扑网络中的区段、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、区段中连续锁闭或非连续锁闭列车之间所要求的列车运行间隔、列车长度；Determine the following parameters: the section in the topological network of the inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of the two adjacent sections, the conversion of the inlet switch at each section Time, train running interval and train length required between continuously locked or discontinuously locked trains in the section;
    基于确定的上述参数规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the determined above-mentioned parameters, plan the section and time of each train to enter, as well as the train operation sequence of the train group.
  2. 根据权利要求1所述的列车时空路径规划方法，其中，The train space-time path planning method according to claim 1, wherein,
    基于确定的参数，形成以下约束：前后列车运行时间间隔约束、前后列车进入区段的先后关系约束、列车区段的运行时间约束、列车群队形中各列车位置唯一约束、列车群队形中各位置列车唯一约束、列车群进站或出站作业完成时间约束、每列车的出发时间约束；Based on the determined parameters, the following constraints are formed: the constraints of the running time interval of the front and rear trains, the constraints of the sequence relationship between the front and back trains entering the section, the running time constraints of the train section, the unique constraint on the position of each train in the train formation, and the train formation Unique constraints on trains at various locations, constraints on completion time of train group inbound or outbound operations, and constraints on departure time of each train;
    基于形成的上述约束规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the above-mentioned constraints, plan the section and time of each train to enter, and the train operation sequence of the train group.
  3. 根据权利要求1所述的列车时空路径规划方法，其中，The train space-time path planning method according to claim 1, wherein,
    确定进站或出站拓扑网络中的区段具体为，确定进站或出站拓扑网络中的节点位置、区段数量、区段起终点编号。Determining the segment in the inbound or outbound topology network is specifically to determine the node position, the number of segments, and the segment start and end numbers in the inbound or outbound topology network.
  4. 根据权利要求1-3任一所述的列车时空路径规划方法，其中，The train space-time path planning method according to any one of claims 1-3, wherein,
    基于确定的所述参数构建进站或出站时空路径规划模型如下：The inbound or outbound space-time path planning model based on the determined parameters is as follows:
    min Z＝Y      (1)min Z = Y (1)
    Figure PCTCN2019105215-appb-100001
    Figure PCTCN2019105215-appb-100001
    Figure PCTCN2019105215-appb-100002
    Figure PCTCN2019105215-appb-100002
    Figure PCTCN2019105215-appb-100003
    Figure PCTCN2019105215-appb-100003
    Figure PCTCN2019105215-appb-100004
    Figure PCTCN2019105215-appb-100004
    Figure PCTCN2019105215-appb-100005
    Figure PCTCN2019105215-appb-100005
    Figure PCTCN2019105215-appb-100006
    Figure PCTCN2019105215-appb-100006
    Figure PCTCN2019105215-appb-100007
    Figure PCTCN2019105215-appb-100007
    其中，式(1)表示进站或出站时空路径规划模型的目标为进站或出站作业时间最短；式(2)-式(8)为模型约束，式(2)为前后列车运行时间间隔约束，式(3)为前后列车进入区段的先后关系约束，式(4)为列车区段的运行时间约束，式(5)为列车群队形中各列车位置唯一约束，式(6)为列车群队形中各位置列车唯一约束，式(7)为列车群进站或出站作业完成时间约束，式(8)为每列车的出发时间约束；Among them, formula (1) indicates that the goal of the inbound or outbound space-time path planning model is that the inbound or outbound operation time is the shortest; formula (2) -formula (8) is the model constraint, and formula (2) is the front and rear train running time Interval constraint, equation (3) is the sequence constraint of the train entering the section, equation (4) is the running time constraint of the train section, equation (5) is the only constraint on the position of each train in the train formation, equation (6) ) Is the only constraint on the trains at each position in the train formation. Equation (7) is the constraint on the completion time of the train group's inbound or outbound operations, and Equation (8) is the constraint on the departure time of each train;
    t i,s——以作业列车群头车开始作业的时间为0点，列车i车头进入进站或出站作业网络中的s区段起始节点的时间(单位s)；对任意列车i及任意区段s存在该变量； t i, s ——The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
    Figure PCTCN2019105215-appb-100008
    ——在列车出站作业场景中，该变量为决策变量，用于表示列车i在作业完成后，在列车群中的位置编号是否为q；0-1型参数，0表示否，1表示是，对任意列车i及位置编号k存在该变量，在列车进站作业场景中，该变量为输入参数，表示进站前列车i在列车群中的位置编号是否为q；
    Figure PCTCN2019105215-appb-100008
    ——In the train outbound operation scenario, this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
    Figure PCTCN2019105215-appb-100009
    ——列车j是否在列车i之前进入区段s的标记；
    Figure PCTCN2019105215-appb-100010
    取值为1表示列车j先于列车i进入区段s起始道岔，
    Figure PCTCN2019105215-appb-100011
    取值为0则表示列车j后于列车i进入区段s起始道岔；对任意列车j与任意列车i(i≠j)存在该变量；
    Figure PCTCN2019105215-appb-100009
    -Whether train j enters section s before train i;
    Figure PCTCN2019105215-appb-100010
    A value of 1 means that train j enters the starting turnout of section s before train i,
    Figure PCTCN2019105215-appb-100011
    A value of 0 means that train j enters section s starting turnout after train i; this variable exists for any train j and any train i (i ≠ j);
    Y——整个列车群进站或出站作业完成时间；Y——the completion time of the entire train group entering or leaving the station;
    其中：among them:
    N——计划进行进站或出站作业的列车群集合，N＝{1,2,…,n}；N——the collection of train groups planning to enter or exit the station, N = {1,2, ..., n};
    Q——列车群进站或出站作业完成后，列车在列车群中位置编号集合，Q＝{1,2,…,n}；Q——After the train group enters or departs from the station, the train position numbers in the train group are set, Q = {1,2, ..., n};
    H——进站或出站作业拓扑网络中区段的集合，H＝{1,2,…,h}；H——the set of segments in the topology network of inbound or outbound operations, H = {1,2, ..., h};
    n——计划进行进站或出站作业列车群中的列车数量，n∈N；n——the number of trains in the train group planned to enter or leave the station, n∈N;
    h——进站或出站作业拓扑网络中的区段数量，区段s的起点处为道岔 后安全停车点，终点为下一个道岔后安全停车点，h∈H；h——the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h∈H;
    i、j——计划进行进站或出站作业列车群中的列车编号，i∈N，j∈N；i, j-the train number in the train group planning to enter or leave the station, i ∈ N, j ∈ N;
    s、r——进站或出站作业拓扑网络中的区段起点编号，s∈H，r∈H；s, r——The starting point of the segment in the topology network of inbound or outbound operations, s∈H, r∈H;
    q——列车群进站作业开始前，或出站作业完成后，列车在列车群中位置编号；此处约定，从列车运行方向上位置最靠前的列车开始，沿列车运行反方向编号，最靠前列车编号为1，次靠前列车编号为2，以此类推，最后一列车编号为n，q∈Q；q——Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation, starting from the train with the most forward position The first train number is 1, the next train number is 2, and so on, the last train number is n, q ∈ Q;
    ω——前后列车之间运行时间间隔，单位s；ω——the running time interval between front and rear trains, unit s;
    v j,s——列车j运行至s起点道岔处的实际行驶速度，单位m/s； v j, s ——The actual traveling speed of the train j running to the starting point of s, unit m / s;
    T s——任意列车从区段s起点道岔(后安全停车点)开始，运行至下一个区段r起点道岔(之后安全停车点)，所需要的最快行程时间，单位s； T s -the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
    π s——区段进口道岔转换时间，单位s； π s ——The transition time of the turnout at the entrance of the section, unit s;
    l i——列车i长度，单位m； l i —— length of train i in m;
    η——车尾出清的安全放大系数；η——Safety amplification factor for clearing the rear of the vehicle;
    o i,s——区段s是否是列车i的出发区段，0-1型参数； o i, s —— Whether section s is the departure section of train i, type 0-1 parameter;
    d i,s——区段s是否是列车i的目标区段，0-1型参数； d i, s —— Whether section s is the target section of train i, type 0-1 parameter;
    λ i——列车i由于空间位置差异，从其当前位置运行到始发区段起始节点的时间，或由于作业需要，从当前时刻至预计到达始发区段起始节点的时间； λ i —— due to the difference in spatial position, train i runs from its current position to the starting node of the starting section, or due to operational needs, from the current time to the estimated time of reaching the starting node of the starting section;
    Figure PCTCN2019105215-appb-100012
    ——区段s是否属于列车i的路径，0-1型参数；
    Figure PCTCN2019105215-appb-100012
    —— Whether the section s belongs to the path of train i, 0-1 type parameters;
    Figure PCTCN2019105215-appb-100013
    ——在列车i的路径中，区段s后续是否为区段r，0-1型参数，0表示否，1表示是；
    Figure PCTCN2019105215-appb-100013
    ——In the path of train i, whether section s will follow section r, type 0-1 parameter, 0 means no, 1 means yes;
    Figure PCTCN2019105215-appb-100014
    ——在列车i的路径中，区段k后续是否为区段s，0-1型参数，0表示否，1表示是；
    Figure PCTCN2019105215-appb-100014
    ——In the path of train i, whether section k will follow section s, type 0-1 parameter, 0 means no, 1 means yes;
    m——表示一个极大的正数，作为变量约束项；m——represents a very large positive number, as a variable constraint;
    根据上述时空路径规划模型，确定每个列车要进入的区段和进入的时间。According to the above space-time path planning model, determine the section and time of each train to enter.
  5. 根据权利要求4所述的列车时空路径规划方法，其中，The train space-time path planning method according to claim 4, wherein,
    根据单纯形法求解所述时空路径规划模型以获得每个列车要进入的区段和进入的时间。The space-time path planning model is solved according to the simplex method to obtain the section and time of each train to enter.
  6. 一种列车进站或出站时空路径规划装置，所述装置包括：A space-time path planning device for train entry or exit, the device includes:
    参数确定单元，用于确定以下参数：进站或出站拓扑网络中的区段、各区段起点道岔处允许的行驶速度、列车在两个相邻区段起点道岔之间的最快行程时间、各区段进口道岔的转换时间、区段中连续锁闭或非连续锁闭列车之间所要求的列车运行间隔、列车长度；The parameter determination unit is used to determine the following parameters: the section in the topological network of inbound or outbound, the allowed travel speed at the starting point of each section, the fastest travel time of the train between the starting points of two adjacent sections, The switching time of the entrance turnout in each section, the required train running interval and train length between the trains with continuous lock or discontinuous lock in the section;
    规划计算单元，用于基于所述参数确定单元确定的所述参数计算每个列车要进入的区段和进入的时间。The planning calculation unit is configured to calculate the section to be entered by each train and the time of entry based on the parameters determined by the parameter determination unit.
  7. 根据权利要求6所述的列车进站或出站时空路径规划装置，其中，The time-space path planning device for train inbound or outbound according to claim 6, wherein,
    所述规划计算单元，还用于：The planning calculation unit is also used for:
    基于确定的参数，形成以下约束：前后列车运行时间间隔约束、前后列车进入区段的先后关系约束、列车区段的运行时间约束、列车群队形中各列车位置唯一约束、列车群队形中各位置列车唯一约束、列车群进站或出站作业完成时间约束、每列车的出发时间约束；Based on the determined parameters, the following constraints are formed: the constraints of the running time interval of the front and rear trains, the constraints of the sequence relationship between the front and back trains entering the section, the running time constraints of the train section, the unique constraint on the position of each train in the train formation, and the train formation Unique constraints on trains at various locations, constraints on completion time of train group inbound or outbound operations, and constraints on departure time of each train;
    基于形成的上述约束规划每个列车要进入的区段和进入的时间，以及列车群作业顺序。Based on the above-mentioned constraints, plan the section and time of each train to enter, and the train operation sequence of the train group.
  8. 根据权利要求6所述的列车进站或出站时空路径规划装置，其中，The time-space path planning device for train inbound or outbound according to claim 6, wherein,
    所述参数确定单元，确定进站或出站拓扑网络中的区段包括：确定进站或出站拓扑网络中的节点位置、区段数量、区段起终点编号。The parameter determination unit determining the section in the inbound or outbound topology network includes determining the node position, the number of sections, and the section start and end numbers in the inbound or outbound topology network.
  9. 根据权利要求6-8任一所述的列车进站或出站时空路径规划装置，其中，The space-time path planning device for train inbound or outbound according to any one of claims 6-8, wherein,
    所述规划计算单元，还用于基于确定的所述参数构建进站或出站时空路径规划模型如下：The planning calculation unit is also used to construct an inbound or outbound space-time path planning model based on the determined parameters as follows:
    min Z＝Y      (1)min Z = Y (1)
    Figure PCTCN2019105215-appb-100015
    Figure PCTCN2019105215-appb-100015
    Figure PCTCN2019105215-appb-100016
    Figure PCTCN2019105215-appb-100016
    Figure PCTCN2019105215-appb-100017
    Figure PCTCN2019105215-appb-100017
    Figure PCTCN2019105215-appb-100018
    Figure PCTCN2019105215-appb-100018
    Figure PCTCN2019105215-appb-100019
    Figure PCTCN2019105215-appb-100019
    Figure PCTCN2019105215-appb-100020
    Figure PCTCN2019105215-appb-100020
    Figure PCTCN2019105215-appb-100021
    Figure PCTCN2019105215-appb-100021
    其中，式(1)表示进站或出站时空路径规划模型的目标为进站或出站作业时间最短；式(2)-式(8)为模型约束，式(2)为前后列车运行时间间隔约束，式(3)为前后列车进入区段的先后关系约束，式(4)为列车区段的运行时间约束，式(5)为列车群队形中各列车位置唯一约束，式(6)为列车群队形中各位置列车唯一约束，式(7)为列车群进站或出站作业完成时间约束，式(8)为每列车的出发时间约束；Among them, formula (1) indicates that the goal of the inbound or outbound space-time path planning model is that the inbound or outbound operation time is the shortest; formula (2) -formula (8) is the model constraint, and formula (2) is the front and rear train running time Interval constraint, equation (3) is the sequence constraint of the train entering the section, equation (4) is the running time constraint of the train section, equation (5) is the only constraint on the position of each train in the train formation, equation (6) ) Is the only constraint on the trains at each position in the train formation. Equation (7) is the constraint on the completion time of the train group's inbound or outbound operations, and Equation (8) is the constraint on the departure time of each train;
    t i,s——以作业列车群头车开始作业的时间为0点，列车i车头进入进站或出站作业网络中的s区段起始节点的时间(单位s)；对任意列车i及任意区段s存在该变量； t i, s ——The time when the head train of the operating train group starts to operate is 0 o'clock, the time (unit s) of the head of train i entering the starting node of the s section in the inbound or outbound operation network; for any train i And the variable exists in any segment s;
    Figure PCTCN2019105215-appb-100022
    ——在列车出站作业场景中，该变量为决策变量，用于表示列车i在作业完成后，在列车群中的位置编号是否为q；0-1型参数，0表示否，1表示是，对任意列车i及位置编号k存在该变量，在列车进站作业场景中，该变量为输入参数，表示进站前列车i在列车群中的位置编号是否为q；
    Figure PCTCN2019105215-appb-100022
    ——In the train outbound operation scenario, this variable is a decision variable, used to indicate whether the position number of train i in the train group is q after the operation is completed; 0-1 type parameter, 0 means no, 1 means yes This variable exists for any train i and position number k. In the train entry operation scenario, this variable is an input parameter that indicates whether the position number of train i in the train group before entry is q;
    Figure PCTCN2019105215-appb-100023
    ——列车j是否在列车i之前进入区段s的标记；
    Figure PCTCN2019105215-appb-100024
    取值为1表示列车j先于列车i进入区段s起始道岔，
    Figure PCTCN2019105215-appb-100025
    取值为0则表示列车j后于列车i进入区段s起始道岔；对任意列车j与任意列车i(i≠j)存在该变量；
    Figure PCTCN2019105215-appb-100023
    -Whether train j enters section s before train i;
    Figure PCTCN2019105215-appb-100024
    A value of 1 means that train j enters the starting turnout of section s before train i,
    Figure PCTCN2019105215-appb-100025
    A value of 0 means that train j enters section s starting turnout after train i; this variable exists for any train j and any train i (i ≠ j);
    Y——整个列车群进站或出站作业完成时间；Y——the completion time of the entire train group entering or leaving the station;
    其中：among them:
    N——计划进行进站或出站作业的列车群集合，N＝{1,2,…,n}；N——the collection of train groups planning to enter or exit the station, N = {1,2, ..., n};
    Q——列车群进站或出站作业完成后，列车在列车群中位置编号集合，Q＝{1,2,…,n}；Q——After the train group enters or departs from the station, the train position numbers in the train group are set, Q = {1,2, ..., n};
    H——进站或出站作业拓扑网络中区段的集合，H＝{1,2,…,h}；H——the set of segments in the topology network of inbound or outbound operations, H = {1,2, ..., h};
    n——计划进行进站或出站作业列车群中的列车数量，n∈N；n——the number of trains in the train group planned to enter or leave the station, n∈N;
    h——进站或出站作业拓扑网络中的区段数量，区段s的起点处为道岔后安全停车点，终点为下一个道岔后安全停车点，h∈H；h——the number of sections in the topology network of inbound or outbound operations, the starting point of section s is the safe parking point after the turnout, and the end point is the safe parking point after the next turnout, h∈H;
    i、j——计划进行进站或出站作业列车群中的列车编号，i∈N，j∈N；i, j-the train number in the train group planning to enter or leave the station, i ∈ N, j ∈ N;
    s、r——进站或出站作业拓扑网络中的区段起点编号，s∈H，r∈H；s, r——The starting point of the segment in the topology network of inbound or outbound operations, s∈H, r∈H;
    q——列车群进站作业开始前，或出站作业完成后，列车在列车群中位置编号；此处约定，从列车运行方向上位置最靠前的列车开始，沿列车运行反方向编号，最靠前列车编号为1，次靠前列车编号为2，以此类推，最后一列车编号为n，q∈Q；q——Before the start of the train group's inbound operation, or after the outbound operation is completed, the train's position number in the train group; here, it is agreed that the train will be numbered in the opposite direction of the train's operation, starting from the train with the most forward position The first train number is 1, the next train number is 2, and so on, the last train number is n, q ∈ Q;
    ω——前后列车之间运行时间间隔，单位s；ω——the running time interval between front and rear trains, unit s;
    v j,s——列车j运行至s起点道岔处的实际行驶速度，单位m/s； v j, s ——The actual traveling speed of the train j running to the starting point of s, unit m / s;
    T s——任意列车从区段s起点道岔(后安全停车点)开始，运行至下一个区段r起点道岔(之后安全停车点)，所需要的最快行程时间，单位s； T s -the fastest travel time required for any train to start from the turnout at the beginning of section s (post-safe parking point) to the turnout at the beginning of next section r (post-safe parking point), in units of s;
    π s——区段进口道岔转换时间，单位s； π s ——The transition time of the turnout at the entrance of the section, unit s;
    l i——列车i长度，单位m； l i —— length of train i in m;
    η——车尾出清的安全放大系数；η——Safety amplification factor for clearing the rear of the vehicle;
    o i,s——区段s是否是列车i的出发区段，0-1型参数； o i, s —— Whether section s is the departure section of train i, type 0-1 parameter;
    d i,s——区段s是否是列车i的目标区段，0-1型参数； d i, s —— Whether section s is the target section of train i, type 0-1 parameter;
    λ i——列车i由于空间位置差异，从其当前位置运行到始发区段起始节点的时间，或由于作业需要，从当前时刻至预计到达始发区段起始节点的时间； λ i —— due to the difference in spatial position, train i runs from its current position to the starting node of the starting section, or due to operational needs, from the current time to the estimated time of reaching the starting node of the starting section;
    Figure PCTCN2019105215-appb-100026
    ——区段s是否属于列车i的路径，0-1型参数；
    Figure PCTCN2019105215-appb-100026
    —— Whether the section s belongs to the path of train i, 0-1 type parameters;
    Figure PCTCN2019105215-appb-100027
    ——在列车i的路径中，区段s后续是否为区段r，0-1型参数，0表示否，1表示是；
    Figure PCTCN2019105215-appb-100027
    ——In the path of train i, whether section s will follow section r, type 0-1 parameter, 0 means no, 1 means yes;
    Figure PCTCN2019105215-appb-100028
    ——在列车i的路径中，区段k后续是否为区段s，0-1型参数，0表 示否，1表示是；
    Figure PCTCN2019105215-appb-100028
    ——In the path of train i, whether section k will follow section s, type 0-1 parameter, 0 means no, 1 means yes;
    m——表示一个极大的正数，作为变量约束项；m——represents a very large positive number, as a variable constraint;
    根据上述时空路径规划模型，确定每个列车要进入的区段和进入的时间。According to the above space-time path planning model, determine the section and time of each train to enter.
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