WO2022088375A1 - 一种晚点条件下地铁列车的运行调整方法及系统 - Google Patents
一种晚点条件下地铁列车的运行调整方法及系统 Download PDFInfo
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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
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/16—Trackside optimisation of vehicle or train operation
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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
- B61L27/10—Operations, e.g. scheduling or time tables
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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
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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
- B61L27/10—Operations, e.g. scheduling or time tables
- B61L27/14—Following schedules
Definitions
- the invention relates to the field of train operation organization and control, in particular to a method and system for adjusting the operation of subway trains under the condition of delay.
- the subway is a transportation mode with large capacity, low energy consumption and high punctuality rate. It can relieve the pressure of ground traffic, improve the urban transportation capacity, and play an important role in urban economic and social development.
- train delays in the operation process of the subway system, it will inevitably be interfered by various factors, failures or emergencies will cause train delays, deviations from the planned operation map, etc., especially during peak operating hours, train delays will spread rapidly. As a result, many trains in the system are delayed, disrupting the normal operation order and reducing service quality.
- subway train dispatchers need to make comprehensive use of the system line topology and available vehicle bottom resources, and use the operation diagram as the main means to adjust the train operation to reduce the impact of train delays on passenger travel.
- the frequency of subway trains has become higher and higher, which also means that the tracking interval between trains is getting smaller and smaller, and the delay of multiple trains during peak hours has caused subway dispatchers to face
- the great pressure of driving organization and management requires high experience and adaptability. Therefore, it has become one of the key research directions of the current subway system to carry out intelligent traffic organization under fault or emergency conditions, formulate reasonable traffic adjustment strategies as soon as possible, and reduce the impact of train delays.
- the train dispatcher needs to make dispatching and command decisions based on the collection of delay information, and then issue the deduction of each train, the departure of the reserved car, and the return of the train by telephone.
- the dispatching order has not yet realized the automation and intelligence of this process.
- the density of subway traffic increases.
- the train dispatcher needs to operate multiple trains one by one in a short period of time, which greatly increases the labor intensity and work pressure.
- taking into account both decision-making and order issuance is very likely to result in untimely operations, further amplifying the negative impact of failures or emergency conditions.
- the dispatcher needs to manually adjust the train operation diagram according to the work experience and on-site conditions, and issue the adjustment results through the dispatcher telephone, which results in high work pressure and cumbersome disposal process;
- the purpose of the present invention is to provide a method and system for adjusting the operation of subway trains under the condition of delay, which can realize automatic adjustment of the operation diagram according to the delay information, reasonably change the operation plan under the train, reduce the impact of the train delay on the travel of passengers, and improve the actual operation.
- Figure redemption rate is to provide a method and system for adjusting the operation of subway trains under the condition of delay, which can realize automatic adjustment of the operation diagram according to the delay information, reasonably change the operation plan under the train, reduce the impact of the train delay on the travel of passengers, and improve the actual operation. Figure redemption rate.
- the present invention provides the following scheme:
- a method for adjusting the operation of subway trains under the condition of late comprising:
- the basic parameters include: line topology and operation data;
- the line topology includes: line speed limit, slope, various Station location and wiring pattern, depot location and transfer rail wiring pattern;
- the operation data includes: planned operation diagram, minimum tracking interval, location and quantity of spare vehicles, time required for the backup vehicle to go online, and shortest return time;
- the delay information includes: delay time, location and duration of the train delay;
- the online running train information includes: the number, speed and position of all running trains when the delay occurs;
- the delay information at the current moment, and the online running train information at the current moment determine the parking position of the sent train and the driving strategy of the undelivered train;
- the driving strategy is that the undelivered train starts normally. operation or cancellation of the departure operation by said undispatched train;
- the driving strategy of the unsent train determines the next time of the running train.
- the available under-vehicle resources of the subway system are optimally configured.
- the obtaining of basic parameters in the subway system, delay information at the current moment, and information of trains running on the line at the current moment further include:
- the delay information at the current time, and the online running train information at the current time determining the detaining position of the sent train and the driving strategy of the unsent train, specifically including:
- the set of affected trains includes: a set of sent trains and a set of unscheduled trains;
- the current train will be detained and parked at the idle parking spot closest to the position where the delay occurs; otherwise, the current train will be detained and parked at the current position;
- the decision-making combination is a combination of starting operation and canceling starting operation
- the current decision-making combination is used as the driving strategy of the unsent train; and it is judged whether to traverse all decision-making combinations, and if so, output the driving strategy;
- the current decision-making combination is replaced with the next untraversed decision-making combination, and the step of traversing all the decision-making combinations in the untraversed set is returned, and calculating the target value under the current decision-making combination;
- the target value under the current decision combination is not the current minimum target value, then judge whether to traverse all decision combinations, and if so, output the current decision combination; otherwise, replace the current decision combination with the next untraversed decision combination, and returning to the step of traversing all decision combinations in the non-starting set and calculating the target value under the current decision combination.
- the running status of the train at the next moment including:
- the time to arrive at the terminal is determined according to the planned operation map
- the time when the train k resumes operation is calculated according to the minimum tracking interval
- the time to arrive at the terminal is determined according to the time when the train k resumes operation.
- the optimal configuration of the available undercarriage resources of the subway system according to the running state of the running train at the next moment and the operation data specifically includes:
- the planned operation map determine the set of turnaround times of all affected trains in the planned operation map
- the remaining vehicle bottom resources are allocated to a preset parking location in the subway system.
- a system for adjusting the operation of subway trains under late conditions comprising:
- a data acquisition module is used to acquire basic parameters in the subway system, delay information at the current moment and information of trains running on the line at the current moment;
- the basic parameters include: line topology and operation data;
- the line topology includes: lines Speed limit, gradient, location and wiring pattern of each station, location of depot and wiring pattern of transfer rail;
- the operation data include: planned operation map, minimum tracking interval, location and quantity of spare cars, and the need for spare cars to go online time and the shortest return time;
- the delay information includes: the delay time, location and the length of the train delay;
- the online running train information includes: the number, speed and position of all running trains when the delay occurs;
- a strategy determination module configured to determine the detaining position of the sent train and the driving strategy of the unsent train according to the basic parameter, the delay information at the current time and the online running train information at the current time; the driving strategy is all the normal departure operation of the unissued train or the cancellation of the departure operation of the unissued train;
- the running state prediction module is used to determine the running status according to the detained position of the sent train, the driving strategy of the unsent train, the basic parameters, the delay information at the current time, and the online running train information at the current time. The running state of the train at the next moment;
- An available vehicle bottom resource configuration module of the subway system is configured to optimally configure the available vehicle bottom resources of the subway system according to the running state of the running train at the next moment and the operation data.
- the basic parameter configuration module is used to configure basic parameters according to the actual route and actual operation conditions.
- the present invention discloses the following technical effects:
- the deduction and stop positions of the dispatched trains and The running strategy of the unsent train according to the detained position of the sent train, the running strategy of the unsent train, the basic parameters, the delay information at the current moment, and the information of the online running train at the current moment, determine that the train is running.
- the running state of the running train at the next moment and optimally configure the available undercarriage resources of the subway system according to the running state of the running train at the next moment and the operation data.
- the invention replaces the manual adjustment of the operation diagram by the dispatcher under the condition of late, simplifies the disposal process, and reduces the work pressure of the dispatcher.
- FIG. 1 is a schematic flowchart of a method for adjusting the operation of a subway train under a late condition provided by the present invention
- FIG. 2 is a schematic structural diagram of a system for adjusting the operation of a subway train under a late condition provided by the present invention.
- the purpose of the present invention is to provide a method and system for adjusting the operation of subway trains under the condition of delay, which can realize automatic adjustment of the operation diagram according to the delay information, reasonably change the operation plan under the train, reduce the impact of the train delay on the travel of passengers, and improve the actual operation.
- Figure redemption rate is to provide a method and system for adjusting the operation of subway trains under the condition of delay, which can realize automatic adjustment of the operation diagram according to the delay information, reasonably change the operation plan under the train, reduce the impact of the train delay on the travel of passengers, and improve the actual operation. Figure redemption rate.
- FIG. 1 is a schematic flowchart of a method for adjusting the operation of a subway train under a late condition provided by the present invention.
- a method for adjusting the operation of a subway train under a late condition proposed by the present invention includes:
- S101 Acquire basic parameters in the subway system, delay information at the current moment, and information of trains running on the line at the current moment;
- the basic parameters include: line topology and operation data;
- the line topology includes: line speed limit, gradient , the location and wiring pattern of each station, the location of the depot and the wiring pattern of the transfer rail;
- the operation data includes: planned operation map, minimum tracking interval, location and quantity of spare cars, time required for the backup car to go online, and the shortest return time;
- the delay information includes: delay time, location and duration of train delay;
- the online running train information includes: train number, speed and position of all running trains when the delay occurs.
- Planned run diagram including planned train set Departure time at station n and arrival time and the running direction D k .
- the delay information at the current time, and the online running train information at the current time determine the parking position of the sent train and the driving strategy of the unsent train; the driving strategy is the unsent train The normal departure operation or the cancellation of the departure operation of the unsent train.
- S102 specifically includes:
- a set of affected trains is determined according to the basic parameters, the delay information at the current time, and the information of trains running online at the current time; the set of affected trains includes: a set of sent trains and unscheduled collection
- the set of sent trains is traversed in order, and it is determined whether there is an idle parking spot between the current train in the set of sent trains and the location where the delay occurs.
- the current train will be detained and parked at the idle parking point closest to the location where the delay occurs; otherwise, the current train will be detained and parked at the current position.
- the decision-making combination is a combination of starting operation and canceling starting operation.
- the target value is Among them, Z 1,k is the delay time of the bus k under the current decision, and Z 2,k is the cancellation of the bus k under the current decision.
- t delay represents the delay time of train k arriving at the terminal after the normal departure.
- the current decision-making combination is used as the driving strategy of the unsent train; and it is judged whether to traverse all decision-making combinations, and if so, output the driving strategy;
- the current decision combination is replaced with the next decision combination that has not been traversed, and the step of traversing all decision combinations in the non-starting set and calculating the target value under the current decision combination is returned.
- the target value under the current decision combination is not the current minimum target value, then judge whether to traverse all decision combinations, and if so, output the current decision combination; otherwise, replace the current decision combination with the next untraversed decision combination, and returning to the step of traversing all decision combinations in the non-starting set and calculating the target value under the current decision combination.
- S103 specifically includes:
- the set of all running trains on the line is determined according to the wiring pattern, the parking position of the dispatched train and the driving strategy of the un dispatched train and the location of all running trains collection of all trains and running status
- the time to arrive at the terminal is determined according to the planned operation map.
- the time when the train k resumes operation is calculated according to the minimum tracking interval
- T * T fault +t repair .
- q k,n represents the inter-station running time of the train arriving at station n, which can be obtained by the difference between the planned time of train k arriving at station n and the planned time of train k leaving the previous station, expressed as:
- the stopping time of the train at station n is represented by sk,n , and the number of people waiting at the station And the passenger boarding rate ⁇ is determined, which is written as:
- the time to arrive at the terminal is determined according to the time when the train k resumes operation.
- the planned number of trains will be launched by means of train turn-back and backup trains, so as to ensure the redemption rate of the operation map as much as possible.
- the available vehicle bottom resources include two types of vehicle bottoms that are running on the main line and backed up in the depot.
- the planned trains can return normally through the train at the terminal station, and in the middle. There are three ways to turn around in the middle of the station and to drive by a spare car.
- S104 specifically includes:
- the set of vehicle bottoms available on the line is determined
- the planned trip will be executed by the idle vehicle bottom, otherwise, continue to judge the set or Whether there is a reverse idle vehicle bottom that satisfies the planned departure time of the scheduled trains after the temporary passenger transportation is added and the departure time of the scheduled trains is met, the judgment result is expressed by ⁇ , and the judgment formula is expressed as
- the remaining vehicle bottom resources are allocated to a preset parking location in the subway system.
- FIG. 2 is a schematic structural diagram of the operation adjustment system of a subway train under a late condition provided by the present invention. As shown in FIG. 2 , the operation adjustment system of a subway train under a late condition provided by the present invention includes:
- the data acquisition module 201 is used to acquire basic parameters in the subway system, delay information at the current moment, and online train information at the current moment;
- the basic parameters include: line topology and operation data;
- the line topology includes: Line speed limit, gradient, location of each station and wiring pattern, location of depot and wiring pattern of transfer rail;
- the operation data include: planned operation map, minimum tracking interval, location and quantity of spare vehicles, and location where the spare vehicles will go online.
- the delay information includes: delay time, location and duration of the train delay;
- the online running train information includes: the number, speed and position of all running trains when the delay occurs.
- the strategy determination module 202 is configured to determine the parking position of the dispatched train and the driving strategy of the un dispatched train according to the basic parameter, the delay information of the current moment and the online running train information of the present moment; the driving strategy is: The unsent train starts normally or the unsent train cancels the starting operation.
- the running state prediction module 203 is configured to determine according to the detained position of the sent train, the driving strategy of the unsent train, the basic parameters, the delay information at the current time, and the online running train information at the current time The running status of the running train at the next moment.
- the subway system available vehicle bottom resource configuration module 204 is configured to optimally configure the subway system available vehicle bottom resources according to the running state of the running train at the next moment and the operation data.
- a system for adjusting the operation of subway trains under a late condition provided by the present invention also includes:
- the basic parameter configuration module is used to configure basic parameters according to the actual route and actual operation conditions.
- the intelligent method is used to replace the manual adjustment of the operation diagram by the dispatcher under the condition of delay, which simplifies the disposal process and reduces the work pressure of the dispatcher;
- the overall planning system can use the vehicle bottom and line resources to reasonably adjust the operation of subway trains by means of train turnaround, additional temporary passenger cars, and backup trains, so as to maintain the service level of the subway system under the condition of delay, and reduce the impact of train delay;
- the proposed operation adjustment method is suitable for single or multiple train delays and all failure or emergency scenarios that cause train delays and will not affect the line space-time resources and vehicle resources, including signal failures, vehicle failures, and human factors.
- the train is late.
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Abstract
本发明涉及一种晚点条件下地铁列车的运行调整方法及系统。该方法包括:获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;根据基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;根据已发出列车的扣停位置、未发出列车的行车策略、基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;根据正在运行列车的下一时刻的运行状态以及运营数据优化配置地铁系统可用车底资源。本发明能够根据晚点信息实现运行图的自动调整,合理改变车底运行计划,降低列车晚点对乘客出行的影响,提高实际运行图兑现率。
Description
本申请要求于2020年10月27日提交中国专利局、申请号为2020111597558、发明名称为“一种晚点条件下地铁列车的运行调整方法及系统”的中国专利申请的优先权,其全部内容通过引用结合在本申请中。
本发明涉及列车运行组织及控制领域,特别是涉及一种晚点条件下地铁列车的运行调整方法及系统。
地铁是一种容量大、能耗低且准点率高的交通方式,可以缓解地面交通压力、改善城市交通运输能力,在城市经济和社会发展中发挥着重要作用。然而地铁系统在运营过程中,不可避免地会受到各种因素的干扰,出现故障或应急情况,造成列车延误、偏离计划运行图等影响,尤其是在高峰运行时段,列车的延误会迅速传播,致使系统内多列车晚点,扰乱正常运营秩序,降低服务质量。
在运营过程中发生故障或应急情况,地铁行车调度人员需要综合利用系统线路拓扑结构和可用车底资源,以运行图为主要手段,对列车运行进行调整,减少列车晚点对于乘客出行造成的影响。近年来,随着乘客需求的逐渐增大,地铁列车的开行频率越来越高,也意味着列车之间的追踪间隔越来越小,高峰时段的多列车晚点导致地铁行车调度人员面对着极大的行车组织管理压力,对其经验及应变能力都有很高的要求。因此在故障或应急条件下进行智能行车组织,尽快制定合理的行车调整策略,减小列车延误造成的影响成为目前地铁系统的重点研究方向之一。
目前,列车运行调整技术仍然以人工处理为主,行车调度员需要在收集晚点信息的基础上做出调度指挥决策,然后通过电话对各车次列车下达扣车、备车出库、列车回段等调度命令,尚未实现这一过程的自动化、智能化,尤其在高峰时段,地铁行车密度提升,行车调度员需要在短时间内对多辆列车进行逐一操作,大大增加了劳动强度和工作压力。另外,兼顾 决策和命令下达的工作极有可能造成操作的不及时,进一步扩大故障或应急条件的负面影响。
在列车运行调整过程中,调度人员不仅要综合利用地铁系统中可用的线路及车辆资源,而且要考虑折返时间、备车上线时间等列车运行时间约束。传统的调整方法要求调度人员在故障或应急情况发生后迅速做出反应,并且运行图调整涉及决策的数量较大,无法保证结果的合理性和最优性。
现有人工调整的方式存在个体差异,不同的调度人员处理同一故障情况的效率和结果会有所不同。此外,导致列车晚点的故障或应急条件种类多样,实际现场状况复杂,对调度员的工作经验和应变能力都有很高的要求。尤其对于新手,无法对地铁系统运营进行整体把握,在指标统计阶段,会出现运行图兑现率不足、车次延误严重等情况。
综上所述,现有的调整方法存在如下缺陷:
1、调度人员需要根据工作经验及现场状况人工对列车运行图进行调整,并将调整结果通过调度电话进行下达,工作压力大,处置过程繁琐;
2、运行图调整过程中需要全面统筹各种影响因素,并且涉及的决策数量大,尤其是在高峰时段,无法保证结果的合理性和最优性;
3、人工对运行图调整存在个体差异,运行图调整的结果及效率不相同。
4、导致列车晚点的故障或应急条件种类多样,实际现场状况复杂,对调度员的工作经验和应变能力有很高的要求。
发明内容
本发明的目的是提供一种晚点条件下地铁列车的运行调整方法及系统,能够根据晚点信息实现运行图的自动调整,合理改变车底运行计划,降低列车晚点对乘客出行的影响,提高实际运行图兑现率。
为实现上述目的,本发明提供了如下方案:
一种晚点条件下地铁列车的运行调整方法,包括:
获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线 上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置;
根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未发出列车取消发车操作;
根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;
根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。
可选的,所述获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息,之前还包括:
根据实际路线和实际运营情况配置基础参数。
可选的,所述根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略,具体包括:
根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定受影响列车集合;所述受影响列车集合包括:已发出列车集合和未发车集合;
根据车次号由小到大依次遍历所述已发出列车集合,判断所述已发出列车集合中的当前列车与晚点发生位置之间是否存在空闲停车点;
若存在,则将所述当前列车扣停在距离所述晚点发生位置最近的空闲停车点;否则将所述当前列车扣停在当前位置;
遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值;所述决策组合为发车操作和取消发车操作的组合;
判断所述当前决策组合下的目标值是否当前最小目标值;
若所述当前决策组合下的目标值是当前最小目标值,则将当前决策组合作为未发出列车的行车策略;并判断是否遍历所有决策组合,如果是则输出所述行车策略;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤;
若所述当前决策组合下的目标值不是当前最小目标值,则判断是否遍历所有决策组合,如果是则输出所述当前决策组合;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤。
可选的,所述根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态,具体包括:
恢复正常运营时,根据所述配线线型、已发出列车的扣停位置以及未发出列车的行车策略,确定线上所有正在运行的列车集合以及所有正在运行的列车集合所有列车的位置和运行状态;
若恢复正常运营时,列车k正常运营,则根据所述计划运行图确定达终点站的时刻;
若恢复正常运营时,列车k被扣停,则根据所述最小追踪间隔计算所述列车k恢复运营的时刻;
根据所述列车k恢复运营的时刻确定达终点站的时刻。
可选的,所述根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源,具体包括:
根据所述计划运行图,确定所有受影响列车在所述计划运行图中的折返车次集合;
根据所述折返车次集合和所述运营数据获取车辆段可用的备用车底 集合;
根据运营数据以及所述正在运行列车的下一时刻的运行状态确定线上可用的车底集合;
判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次。
可选的,所述判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次,之后还包括:
在遍历折返车次集合中所有的车次并分配可执行的车底后,判断所述线上可用的车底集合中是否有剩余的车底资源;
若有,则将所述剩余的车底资源分配到地铁系统中预设的存车地点。
一种晚点条件下地铁列车的运行调整系统,包括:
数据获取模块,用于获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置;
策略确定模块,用于根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未 发出列车取消发车操作;
运行状态预测模块,用于根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;
地铁系统可用车底资源配置模块,用于根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。
可选的,还包括:
基础参数配置模块,用于根据实际路线和实际运营情况配置基础参数。
根据本发明提供的具体实施例,本发明公开了以下技术效果:
本发明所提供的一种晚点条件下地铁列车的运行调整方法及系统,根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;并根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。本发明取代了晚点条件下调度人员对运行图的人工调整,简化了处置过程,并减少了调度人员的工作压力,统筹规划系统可用车底及线路资源,通过列车折返、加开临时客车、备车上线等手段合理进行地铁列车运行调整,维持晚点条件下地铁系统的服务水平,降低列车晚点造成的影响,消除现有人工调整方式的个体差异,提升运行图调整效率,避免由于调度人员经验不足造成的运行图兑现率不足等问题。
说明书附图
下面结合附图对本发明作进一步说明:
图1为本发明所提供的一种晚点条件下地铁列车的运行调整方法流程示意图;
图2为本发明所提供的一种晚点条件下地铁列车的运行调整系统结构示意图。
下面将结合本发明实施例中的附图,对本发明实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例仅仅是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,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,都属于本发明保护的范围。
本发明的目的是提供一种晚点条件下地铁列车的运行调整方法及系统,能够根据晚点信息实现运行图的自动调整,合理改变车底运行计划,降低列车晚点对乘客出行的影响,提高实际运行图兑现率。
为使本发明的上述目的、特征和优点能够更加明显易懂,下面结合附图和具体实施方式对本发明作进一步详细的说明。
图1为本发明所提供的一种晚点条件下地铁列车的运行调整方法流程示意图,如图1所示,本发明所提的一种晚点条件下地铁列车的运行调整方法,包括:
S101,获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置。
S101之前还包括:
根据实际路线和实际运营情况配置基础参数。
S102,根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未发出列车取消发车操作。
S102具体包括:
根据车次号由小到大依次遍历所述已发出列车集合,判断所述已发出列车集合中的当前列车与晚点发生位置之间是否存在空闲停车点。
若存在,则将所述当前列车扣停在距离所述晚点发生位置最近的空闲停车点;否则将所述当前列车扣停在当前位置。
遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值;所述决策组合为发车操作和取消发车操作的组合。目标值为
其中,Z
1,k为当前决策下列车k的延误时间,Z
2,k为当前决策下列车k的取消情况。
其中,t
delay表示列车k正常发车后到达终点站的延误时间。通过对比找出对应最小目标值的决策组合,即可得到未发列车的正常或取消发车操作,最终形成晚点过程中行车策略。
判断所述当前决策组合下的目标值是否当前最小目标值。
若所述当前决策组合下的目标值是当前最小目标值,则将当前决策组合作为未发出列车的行车策略;并判断是否遍历所有决策组合,如果是则输出所述行车策略;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤。
若所述当前决策组合下的目标值不是当前最小目标值,则判断是否遍历所有决策组合,如果是则输出所述当前决策组合;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤。
S103,根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态。
S103具体包括:
其中k
*为第一辆受影响列车的车次,T
*为恢复正常运营的时刻,T
*=T
fault+t
repair。
当列车扣停在车站n
k时,其到达车站n的时刻等于恢复正常运营的时刻与后续站间运行与停站时分之和,表示为:
其中,q
k,n表示列车到达车站n的站间运行时间,可以由列车k到达车站n的计划时间与列车k离开上一车站的计划时间作差得到,表示为:
当列车扣停在前方车站为n
k的区间时,首先计算到达车站n
k需要的时间,此处应用最短运行时间计算模型求解步骤如下:
(1)从区间终点(入口速度为0)开始进行推算,对于每个限速区段从下一限速区段的入口速度开始绘制列车最大制动力对应的运行曲线后(简称最大制动曲线)
即可得到列车运行轨迹以及该限速区段的入口速度
若最大制动曲线与限制速度存在交点,那么
等于限制速度,若两者不存在交点,那么
等于最大制动曲线在入口处的速度,表示为:
(3)对比每个位置获得最小速度,连接列车运行曲线,即:
到达前方车站所需时间
列车k到达其到达车站n的时刻可以表示为:
根据所述列车k恢复运营的时刻确定达终点站的时刻。
根据所述列车k恢复运营的时刻,以及恢复正常运营时各列车所处的位置和速度信息,然后根据折返站配线线型、列车最小追踪间隔、剩余站间运行时分以及停站时分来进行确定。
S104,根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。通过列车折返、备车上线等手段开行计划车次,尽可能保证运行图兑现率。可用车底资源包括在正线运行和在车辆段后备的两类车底,在满足最短折返时间、备车数量及上线时间约束的基础上,计划车次可以通过列车在终点站正常折返、在中间站中途折返以及备车替开三种手段开行。
S104具体包括:
判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次。
所述判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次,之后还包括:
在遍历折返车次集合中所有的车次并分配可执行的车底后,判断所述线上可用的车底集合中是否有剩余的车底资源。
若有,则将所述剩余的车底资源分配到地铁系统中预设的存车地点。
图2为本发明所提供的一种晚点条件下地铁列车的运行调整系统结构示意图,如图2所示,本发明所提供的一种晚点条件下地铁列车的运行调整系统,包括:
数据获取模块201,用于获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置。
策略确定模块202,用于根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未发出列车取消发车操作。
运行状态预测模块203,用于根据所述已发出列车的扣停位置、所述 未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态。
地铁系统可用车底资源配置模块204,用于根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。
本发明所提供的一种晚点条件下地铁列车的运行调整系统,还包括:
基础参数配置模块,用于根据实际路线和实际运营情况配置基础参数。
提供的一种晚点条件下地铁列车的运行调整方法及系统具有如下优点:
1、使用智能方法取代了晚点条件下调度人员对运行图的人工调整,简化了处置过程,并减少了调度人员的工作压力;
2、统筹规划系统可用车底及线路资源,通过列车折返、加开临时客车、备车上线等手段合理进行地铁列车运行调整,维持晚点条件下地铁系统的服务水平,降低列车晚点造成的影响;
3、消除现有人工调整方式的个体差异,提升运行图调整效率,避免由于调度人员经验不足造成的运行图兑现率不足等问题;
4、提出的运行调整方法适用于单个或多个列车晚点及造成列车晚点且不会对线路时空资源和车辆资源造成影响的所有故障或应急场景,包括信号故障、车辆故障、人为因素等导致的列车晚点。
本说明书中各个实施例采用递进的方式描述,每个实施例重点说明的都是与其他实施例的不同之处,各个实施例之间相同相似部分互相参见即可。对于实施例公开的系统而言,由于其与实施例公开的方法相对应,所以描述的比较简单,相关之处参见方法部分说明即可。
本文中应用了具体个例对本发明的原理及实施方式进行了阐述,以上实施例的说明只是用于帮助理解本发明的方法及其核心思想;同时,对于本领域的一般技术人员,依据本发明的思想,在具体实施方式及应用范围上均会有改变之处。综上所述,本说明书内容不应理解为对本发明的限制。
Claims (8)
- 一种晚点条件下地铁列车的运行调整方法,其特征在于,包括:获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置;根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未发出列车取消发车操作;根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整方法,其特征在于,所述获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息,之前还包括:根据实际路线和实际运营情况配置基础参数。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整方法,其特征在于,所述根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略,具体包括:根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定受影响列车集合;所述受影响列车集合包括:已发出列车集合和未发车集合;根据车次号由小到大依次遍历所述已发出列车集合,判断所述已发出列车集合中的当前列车与晚点发生位置之间是否存在空闲停车点;若存在,则将所述当前列车扣停在距离所述晚点发生位置最近的空闲停车点;否则将所述当前列车扣停在当前位置;遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值;所述决策组合为发车操作和取消发车操作的组合;判断所述当前决策组合下的目标值是否当前最小目标值;若所述当前决策组合下的目标值是当前最小目标值,则将当前决策组合作为未发出列车的行车策略;并判断是否遍历所有决策组合,如果是则输出所述行车策略;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤;若所述当前决策组合下的目标值不是当前最小目标值,则判断是否遍历所有决策组合,如果是则输出所述当前决策组合;反之则将所述当前决策组合替换为下一未遍历的决策组合,并返回所述遍历所述未发车集合中所有的决策组合,并计算当前决策组合下的目标值的步骤。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整方法,其特征在于,所述根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态,具体包括:恢复正常运营时,根据所述配线线型、已发出列车的扣停位置以及未发出列车的行车策略,确定线上所有正在运行的列车集合以及所有正在运行的列车集合所有列车的位置和运行状态;若恢复正常运营时,列车k正常运营,则根据所述计划运行图确定达终点站的时刻;若恢复正常运营时,列车k被扣停,则根据所述最小追踪间隔计算所述列车k恢复运营的时刻;根据所述列车k恢复运营的时刻确定达终点站的时刻。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整方法,其特征在于,所述根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源,具体包括:根据所述计划运行图,确定所有受影响列车在所述计划运行图中的折返车次集合;根据所述折返车次集合和所述运营数据获取车辆段可用的备用车底集合;根据运营数据以及所述正在运行列车的下一时刻的运行状态确定线上可用的车底集合;判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整方法,其特征在于,所述判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有同向空闲车底;若有,则执行计划车次;反之,判断所述车辆段可用的备用车底集合和所述线上可用的车底集合是否有反向空闲车底,所述反向空闲车底为加开临时客运并在折返站中途折返后满足计划车次发车时间的车底;若有,则加开临时客运后折返执行计划车次;反之,取消所述计划车次,之后还包括:在遍历折返车次集合中所有的车次并分配可执行的车底后,判断所述线上可用的车底集合中是否有剩余的车底资源;若有,则将所述剩余的车底资源分配到地铁系统中预设的存车地点。
- 一种晚点条件下地铁列车的运行调整系统,其特征在于,包括:数据获取模块,用于获取地铁系统中的基础参数、当前时刻的晚点信息以及当前时刻的线上运行列车信息;所述基础参数包括:线路拓扑结构和运营数据;所述线路拓扑结构包括:线路限速、坡度、各车站位置及配 线线型、车辆段位置及转换轨配线线型;所述运营数据包括:计划运行图、最小追踪间隔、备车位置及数量、备车上线所需时间以及最短折返时间;所述晚点信息包括:晚点时刻、位置及列车晚点的时长;所述线上运行列车信息包括:晚点发生时所有运行列车的车次、速度及位置;策略确定模块,用于根据所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定已发出列车的扣停位置以及未发出列车的行车策略;所述行车策略为所述未发出列车正常发车操作或所述未发出列车取消发车操作;运行状态预测模块,用于根据所述已发出列车的扣停位置、所述未发出列车的行车策略、所述基础参数、所述当前时刻的晚点信息以及当前时刻的线上运行列车信息确定正在运行列车的下一时刻的运行状态;地铁系统可用车底资源配置模块,用于根据所述正在运行列车的下一时刻的运行状态以及所述运营数据优化配置地铁系统可用车底资源。
- 根据权利要求1所述的一种晚点条件下地铁列车的运行调整系统,其特征在于,还包括:基础参数配置模块,用于根据实际路线和实际运营情况配置基础参数。
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