WO2022147973A1 - 一种列车退出正线运营条件下的地铁行车调整方法及系统 - Google Patents

一种列车退出正线运营条件下的地铁行车调整方法及系统 Download PDF

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WO2022147973A1
WO2022147973A1 PCT/CN2021/102084 CN2021102084W WO2022147973A1 WO 2022147973 A1 WO2022147973 A1 WO 2022147973A1 CN 2021102084 W CN2021102084 W CN 2021102084W WO 2022147973 A1 WO2022147973 A1 WO 2022147973A1
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train
planned
trains
subsequent
time
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PCT/CN2021/102084
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English (en)
French (fr)
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宿帅
苏博艺
王志凯
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北京交通大学
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Priority to JP2023541604A priority Critical patent/JP2023552233A/ja
Priority to US17/641,373 priority patent/US11531942B2/en
Publication of WO2022147973A1 publication Critical patent/WO2022147973A1/zh

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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
    • B61L27/50—Trackside diagnosis or maintenance, e.g. software upgrades
    • B61L27/57—Trackside diagnosis or maintenance, e.g. software upgrades for vehicles or vehicle trains, e.g. trackside supervision of train conditions
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06Q—INFORMATION AND COMMUNICATION TECHNOLOGY [ICT] SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES; SYSTEMS OR METHODS SPECIALLY ADAPTED FOR ADMINISTRATIVE, COMMERCIAL, FINANCIAL, MANAGERIAL OR SUPERVISORY PURPOSES, NOT OTHERWISE PROVIDED FOR
    • G06Q10/00—Administration; Management
    • G06Q10/06—Resources, workflows, human or project management; Enterprise or organisation planning; Enterprise or organisation modelling
    • G06Q10/063—Operations research, analysis or management
    • G06Q10/0631—Resource planning, allocation, distributing or scheduling for enterprises or organisations
    • G06Q10/06312—Adjustment or analysis of established resource schedule, e.g. resource or task levelling, or dynamic rescheduling
    • 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
    • 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
    • G—PHYSICS
    • G06—COMPUTING; CALCULATING OR COUNTING
    • G06F—ELECTRIC DIGITAL DATA PROCESSING
    • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
    • G06F17/10—Complex mathematical operations
    • G06F17/11—Complex mathematical operations for solving equations, e.g. nonlinear equations, general mathematical optimization problems
    • G06Q50/40—

Definitions

  • the invention relates to the technical field of train operation control and dispatching command, in particular to a method and a system for adjusting subway operation under the condition that the train exits the main line.
  • the subway is a complex and huge technical system, which requires multi-professional cooperation and orderly linkage around the center of safe driving, including multiple subsystems such as traction power supply, signaling, environmental control, and vehicles. This also means that the failure of one of the subsystems will affect the train operation to a certain extent. Among the many fault handling categories, the number of times that the train does not meet the operating conditions due to vehicle failure occurs more frequently. According to statistics from the China Urban Rail Transit Association, in 2019, there were a total of 8,953 failure incidents of trains withdrawing from mainline operation. Once the train withdraws from the main line operation, the number of vehicles running on the line will be in short supply.
  • the dispatcher needs to consider the spare vehicle bottom resources in the system as a whole, and adjust the train running timetable and the vehicle bottom turnover plan as soon as possible according to the line topology structure.
  • the dispatcher's ability to respond and deal with high requirements is put forward. Therefore, under the condition that the train exits the main line operation, it has become one of the key research directions of the current subway system to carry out intelligent traffic organization and formulate a reasonable traffic adjustment strategy.
  • the train operation adjustment technology under the condition that the train exits the main line in the subway system is still dominated by manual processing.
  • the dispatcher collects the train failure information, according to the work experience, the dispatching orders such as detaining the train and the standby train going online are issued. And the whole process is communicated by dispatching telephone, and the automation and intelligence of this disposal process have not yet been realized.
  • the line resources are limited and the resources of the trains running on the line are short, the factors that need to be considered in the adjustment of the train operation are complicated, including the number of spare trains, the time of going online, the time of the train turning back, etc., which is mainly handled manually.
  • the method requires dispatchers to make decisions quickly in the process of disposal, so the rationality of the results cannot be guaranteed, and there are individual differences in the processing results of different dispatchers, which are prone to a large number of passengers being stranded and the insufficient cash flow rate of the operation map. Finally, the information transmission method through telephone communication is inefficient, and cannot ensure the accuracy of the order. Once the driver accepts and executes the order, it will bring about a larger area of failure.
  • the purpose of the present invention is to provide a method and system for adjusting the operation of the subway under the condition that the train exits the main line, which can realize the automatic adjustment of the operation according to the operation information of the train exiting the main line, reasonably change the train schedule and the bottom turnover plan, and reduce the number of trains.
  • the impact of exiting the main line operation on passengers should be improved, and the automation degree of the subway system should be improved to adapt to refined management.
  • the present invention provides the following scheme:
  • a subway running adjustment method under the condition that the train exits the main line comprises:
  • the basic parameters of the subway system when the train fails the information of the trains withdrawing from the main line and the information of the normal running trains on the line;
  • the basic parameters of the subway system include the topology information of the subway line and the planned operation diagram;
  • the planned operation diagram includes the train operation.
  • the information of the trains withdrawing from the main line operation includes the number of faulty trains, the time when the train failure occurs, the estimated time of exiting the main line operation and the location of the failure;
  • the information of the normal running trains on the line includes the online The number of trains in normal operation, the speed of the train when the fault occurs, and the location when the fault occurs;
  • the number of faulty trains of the trains exiting the main line operation, and the planned operation map determine the set of subsequent trains of the faulty train and the current train of each subsequent train in the set of subsequent trains
  • the running timetable; the subsequent trains include the tracked trains of the faulty trains running on the line and the subsequent planned trains that have not yet departed;
  • the train failure time of the train that exits the main line operation determine the earliest on-line time of the backup car bottom in the subway system
  • the vehicle bottom turnover plan is to cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation diagram, obtain a set of canceled planned trains, and determine the vehicle bottom of the planned trains that are not canceled in the planned operation diagram, and obtain adjustment Subsequent vehicle turnover plan;
  • the adjusted undercarriage turnover plan and the final adjusted train operation schedule generate an adjusted operation map.
  • the number of the faulty trains of the trains that exit the main line operation, and the information of the normal running trains on the line determine the set of subsequent trains of the faulty train and the set of subsequent trains.
  • j' is the storage location closest to the train exiting the main line operation
  • S fault is the fault location of the train exiting the main line operation
  • ⁇ j is the occupation mark of the j-th parking line.
  • the estimated time of exiting the main line operation of the train exiting the main line operation with the minimum operation tracking interval of the train as the constraint condition, and with the goal of minimizing the deviation from the planned operation map, adjust each subsequent train in the set of subsequent trains.
  • the current train operation schedule of the train number, and the train operation adjustment schedule of each subsequent train in the subsequent train set is obtained, specifically including:
  • the formula Determine the interval running time between two adjacent subsequent stations after the position of each subsequent train in the set of subsequent trains after the fault occurs;
  • the interval running time of each subsequent train between subsequent stations, the stopping time of each subsequent train at each subsequent station, and the failure of each subsequent train is constrained by the minimum train operation tracking interval, and the goal is to minimize the deviation from the planned operation diagram, adjust the current train operation schedule of each subsequent train in the subsequent train set, and obtain each subsequent train set.
  • Train operation adjustment schedule for subsequent trains
  • r k,n is the interval running time of the subsequent train k between the subsequent station n-1 and the subsequent station n; Indicates whether the following train k runs at the level l in the interval between the subsequent station n-1 and the subsequent station n.
  • d k,n is the stop time of the follow-up train k at the follow-up station n; is the number of passengers waiting on the platform when the subsequent train k arrives at the subsequent station n; is the remaining passenger capacity when the subsequent train k arrives at the subsequent station n; ⁇ is the passenger boarding rate.
  • the earliest online time of the backup vehicle bottom in the subway system which specifically includes:
  • T fault is the train failure time of the train exiting the main line
  • j m is the parking line where the backup car bottom m is located
  • It is the time for the spare vehicle bottom m to run from the parking line j m to the main line.
  • the timetable is adjusted according to the train operation of each subsequent train in the set of subsequent trains, the earliest on-line time of the backup train bottom, all planned trains and numbers that need to be executed after the train that exits the main line operation after the train failure time.
  • the vehicle bottom turnover plan of the planned operation diagram cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation diagram, obtain a set of canceled planned trains, and determine to execute the planned trains that have not been cancelled in the planned operation diagram
  • the bottom of the vehicle is obtained, and the adjusted bottom turnover plan is obtained, which includes:
  • the planned return trains of each subsequent train in the set of subsequent trains and all the planned trains that need to be executed after the train failure time of the exiting the main line operation train constitutes the set of planned trains to be cancelled;
  • adjust the vehicle bottom turnover plan of the planned operation map, and the idle timetable can be executed according to the planned train operation schedule of the e-th planned train to be cancelled in the set of planned trains to be cancelled. Execute the e-th planned train to be cancelled at the bottom of the vehicle, and obtain the adjusted vehicle bottom turnover plan;
  • the first judgment result indicates no, then according to the earliest online time of the spare vehicle bottom, it is judged whether there is a plan for the e-th planned train to be canceled in the set of planned trains to be canceled in the set of spare vehicle bottoms
  • the second judgment result is obtained for the spare vehicle bottom executed by the train running timetable
  • the first set of canceled planned trains and the second set of canceled planned trains constitute a set of canceled planned trains.
  • the train operation adjustment schedule of each subsequent train in the set of subsequent trains the earliest on-line time of the backup train, all planned trains that need to be executed after the train failure time of the train exiting the main line operation, and the The vehicle bottom turnover plan of the planned operation chart, cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation chart, obtain a set of canceled planned trains, and determine the execution of the planned trains in the planned operation chart. bottom, get an adjusted undercarriage turnaround plan, after which it also includes:
  • an adjustment operation diagram is generated from the adjusted under-vehicle turnover plan and the final adjusted train operation timetable, and further includes:
  • the vehicle bottom turnover plan for the planned trains during the peak period is re-determined by means of the online running train turning back and the backup vehicle bottom going online.
  • the vehicle bottom of the planned train number during the peak period is re-determined by adopting the method of running the train back on the line and the backup vehicle bottom going online.
  • a turnaround plan including:
  • a subway running adjustment system under the condition that the train exits the main line, the system includes:
  • the information acquisition module is used to acquire the basic parameters of the subway system when the train fails, the information of the trains leaving the main line and the information of the normal running trains on the line;
  • the basic parameters of the subway system include the topology structure information of the subway line and the planned operation diagram;
  • the The planned operation diagram includes the train operation timetable and the under-vehicle turnover plan;
  • the information of the trains withdrawing from the main line operation includes the number of the faulty trains, the time when the train failure occurs, the estimated time of exiting the main line operation and the location of the failure;
  • the information of the train includes the number of normal running trains on the line, the speed of the train when the fault occurs, and the location when the fault occurs;
  • Subsequent train times and current train running schedule determination module configured to determine the set of subsequent train times of the faulty train according to the basic parameters of the subway system, the number of faulty trains of the trains exiting the main line operation, and the planned operation map, and The current train running schedule of each subsequent train in the set of subsequent trains; the subsequent trains include the tracked trains of the faulty trains running on the line and the planned trains that have not yet departed;
  • the train operation adjustment timetable obtaining module of the subsequent trains is used to obtain the train operation timetable according to the estimated exit time of the train exiting the mainline operation, with the minimum operation tracking interval of the train as the constraint condition, and the goal of minimizing the deviation from the planned operation diagram , adjust the current train running timetable of each subsequent train in the subsequent train set, obtain the train running adjustment timetable of each subsequent train in the subsequent train set, and determine the initially adjusted train running timetable;
  • a module for determining the earliest on-line time of the backup car bottom which is used for determining the earliest on-line time of the backup car bottom in the subway system according to the basic parameters of the subway system and the train failure time of the train that exits the main line operation;
  • the adjusted vehicle bottom turnover plan acquisition module is used to adjust the timetable according to the train operation of each subsequent train in the subsequent train set, the earliest online time of the standby vehicle bottom, and the need for the exiting main line operation train after the train failure time. All planned trains to be executed and the vehicle bottom turnover plan of the planned operation chart, cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation chart, obtain a set of canceled planned trains, and determine to execute the planned operation chart For the vehicle bottom of the planned trains that have not been canceled in 2019, the adjusted vehicle bottom turnover plan will be obtained;
  • a planned operation adjustment map information obtaining module configured to adjust the initially adjusted train operation timetable according to the planned train operation timetable of each planned train in the set of canceled planned trains to obtain a final adjusted train operation timetable ;
  • An adjustment operation diagram generating module is used for generating an adjustment operation diagram from the adjusted vehicle bottom turnover plan and the final adjusted train operation timetable.
  • system further includes:
  • the available vehicle base number acquisition module during peak hours is used to obtain the vehicle base number M normal during the off-peak period in the planned operation adjustment map information in the peak period after the train fails. and the number of available vehicle bases M peak -1 during peak hours;
  • the vehicle bottom turnover plan determination module during peak hours is used to re-determine the execution of peak hours according to the number of vehicle bottoms M normal required during off-peak hours and the number of available vehicle bottoms M peak -1 during peak hours.
  • the present invention discloses the following technical effects:
  • the invention provides a subway running adjustment method and system under the condition that the train exits the main line operation.
  • the basic parameters of the subway system when the train fails, the information of the train exiting the main line operation and the information of the normal running train on the line are obtained.
  • the set of subsequent trains of the faulty train and the current train running timetable of each subsequent train in the set of subsequent trains according to the estimated time of departure of the train that exits the main line operation, adjust the current train operation of each subsequent train in the set of subsequent trains Timetable, and then according to the train operation timetable of the train that exits the main line operation and the operation adjustment timetable of each subsequent train, obtain the train operation timetable after preliminary adjustment, obtain the set of canceled planned trains, and determine the train after the preliminary adjustment.
  • the bottom of the trains of the planned trains that have not been canceled in the running schedule obtain the adjusted bottom turnover plan, and finally adjust the initially adjusted train running schedule according to the planned train running schedule of each planned train in the set of canceled planned trains , to generate an adjustment run graph.
  • the invention can realize the automatic adjustment of the train according to the operation information of the train exiting the main line, reasonably change the train timetable and the bottom turnover plan, reduce the impact of the train exiting the main line operation on passengers, and improve the automation degree of the subway system to adapt to the refinement manage.
  • FIG. 1 is a flowchart of a method for adjusting subway traffic under the operating conditions of a train exiting the main line provided by the present invention
  • Fig. 2 is a brief flow chart of a subway running adjustment method provided by the present invention under the operating condition of a train exiting the main line;
  • FIG. 3 is a schematic diagram of obtaining the initially adjusted train running timetable and determining the earliest on-line time of the reserve vehicle bottom in the subway system provided by the present invention
  • FIG. 4 is a schematic diagram of obtaining an adjusted bottom turnover plan provided by the present invention.
  • FIG. 5 is a schematic diagram of reformulating a transition strategy from a flat peak to a peak provided by the present invention.
  • the purpose of the present invention is to provide a method and system for adjusting the operation of the subway under the condition that the train exits the main line, which can realize the automatic adjustment of the operation according to the operation information of the train exiting the main line, reasonably change the train schedule and the bottom turnover plan, and reduce the number of trains.
  • the impact of exiting the main line operation on passengers should be improved, and the automation degree of the subway system should be improved to adapt to refined management.
  • a subway running adjustment method under the condition that the train exits the main line, as shown in Figure 1-2, the method includes:
  • S101 Acquire the basic parameters of the subway system when the train fails, the information of the trains withdrawing from the main line operation and the information of the normal running trains on the line;
  • the basic parameters of the subway system include the topology structure information of the subway line and the planned operation diagram;
  • the planned operation diagram includes the train operation Timetable and bottom turnover plan;
  • the information of trains withdrawing from main line operation includes the number of trains in failure, the time of train failure, the estimated time of exiting main line operation and the location of failure;
  • the information of trains in normal operation on the line includes the number of trains in normal operation on the line , the speed of the train at the time of the failure and the location of the failure;
  • the subsequent trains include the line The tracked number of the faulty trains that are running on the train and the planned number of subsequent trains that have not departed;
  • S103 Adjust the current train of each subsequent train in the set of subsequent trains according to the estimated time of the train leaving the main line operation, taking the minimum operation tracking interval of the train as the constraint condition and minimizing the deviation from the planned operation map as the goal Operation timetable, obtain the train operation adjustment timetable of each subsequent train in the subsequent trains set, and determine the initially adjusted train operation timetable;
  • S105 Adjust the timetable according to the train operation of each subsequent train in the subsequent train set, the earliest on-line time of the backup train, all planned trains that need to be executed after the train exiting the main line operation after the train failure time, and the train bottom turnover plan of the planned operation chart , cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation chart, obtain the set of canceled planned trains, and determine the vehicle bottom of the un-cancelled planned trains in the execution planned operation chart, and obtain the adjusted vehicle bottom turnover plan;
  • the stored basic parameters in the subway system include line topology and operation data.
  • the line topology is the station location and wiring pattern, the number and location of the parking lines in the depot and the station, and the operation data includes the planned operation diagram, the minimum tracking interval, the location and number of spare cars, the on-line time of the spare car, and the shortest turnaround time.
  • the operation information of the train exiting the main line includes the train number, the time and location of the failure, and the time when the train exits the main line operation.
  • the information of the train running on the line includes the train number, speed and position of all the normal running trains.
  • the letter representation of the parameter is:
  • the line topology information the number of stations N and their locations Number of parking lines at depots and stations J, location and the occupancy flag ⁇ j (indicating whether there is a car in the parking line), the running direction from station 1 to station N is defined as upward, the running direction from station N to station 1 is defined as downward, and the wiring pattern of station n is defined as which is
  • the planned operation map information includes the planned train set K and the departure time of the train number k at station n and arrival time and the running direction D k
  • the minimum operation tracking interval h min the time required for the train to run at level l in the interval between stations n-1 and n
  • the shortest turnaround time t turn the time for the spare car to run from the parking line j to the main line
  • A.3. Obtain the information of the trains leaving the main line operation and the train running normally on the line: the train number k * of the train leaving the main line operation, the fault time of the train T fault , the position S fault , the estimated time of leaving the main line operation T drop , the train failure occurs The speed and position of all normally operating trains on the time line.
  • Step S102 when the train fails, that is, at the time point T fault , according to the information of the train running on the line and the information of the planned operation map in step A, obtain the set of affected trains, including the number k * of the train that exits the main line operation and its subsequent trains. Train collection K follow .
  • step S102 it also includes:
  • j' is the storage location closest to the train exiting the main line operation
  • S fault is the fault location of the train exiting the main line operation
  • ⁇ j is the occupation mark of the j-th parking line.
  • Stops are performed at the stations that have been running in this intersection, that is, the arrival time is equal to the departure time.
  • Step S103 adjusting the current train schedule of the normal running train refers to adjusting the arrival and departure time of the subsequent station under the condition of ensuring the minimum operation tracking interval, so as to prevent the expansion of the influence of the train exiting the main line operation. Specifically include:
  • the formula Determine the interval running time between two adjacent subsequent stations after the position of each subsequent train in the set of subsequent trains after the fault occurs;
  • the interval running time of each subsequent train between subsequent stations, the stopping time of each subsequent train at each subsequent station, and the failure occurrence of each subsequent train With the minimum train operation tracking interval as the constraint condition and the goal of minimizing the deviation from the planned operation diagram, adjust the current train running schedule of each subsequent train in the subsequent train set, and obtain each subsequent train in the subsequent train set.
  • the train operation timetable is adjusted for the number of trains.
  • r k,n is the interval running time of the subsequent train k between the subsequent station n-1 and the subsequent station n; Indicates whether the following train k runs at the level l in the interval between the subsequent station n-1 and the subsequent station n.
  • d k,n is the stop time of the follow-up train k at the follow-up station n; is the number of passengers waiting on the platform when the subsequent train k arrives at the subsequent station n; is the remaining passenger capacity when the subsequent train k arrives at the subsequent station n; ⁇ is the passenger boarding rate.
  • step S104 The principle of step S104 is shown in FIG. 3 .
  • Step S104 specifically includes:
  • T fault is the train failure time of the train exiting the main line
  • j m is the parking line where the backup car bottom m is located
  • It is the time for the spare vehicle bottom m to run from the parking line j m to the main line.
  • Step S105 based on the adjusted timetable of the online running train and the earliest online time of the standby train, obtain the planned trains that may be canceled, and adjust the bottom turnover plan to minimize the number of canceled trains.
  • the planned trains that may be canceled mainly include the plan to adjust the trains.
  • the first set of canceled scheduled trains is obtained; the starting station of the up train is station 1, and the starting station of the down train is station N,
  • the judgment result is represented by ⁇ , and whether the late delivery time is greater than the preset maximum late delivery time is calculated by the following formula:
  • the set of planned trains to be cancelled is composed of the planned return trains of each subsequent train in the follow-up train set K follow and all the planned trains that need to be executed after the train exiting the main line operation after the train failure time;
  • the first judgment result indicates no, then according to the earliest online time of the backup vehicle bottom, it is determined whether there is a backup vehicle in the set of backup vehicle bottoms that can be executed according to the planned train operation schedule of the e-th planned train to be cancelled in the set of planned trains to be cancelled. bottom, obtain the second judgment result;
  • the first set of canceled planned trains and the second set of canceled planned trains constitute the set of canceled planned trains K cancel .
  • step S105 the arrival and departure times of adjacent trains are appropriately adjusted to avoid excessively large travel intervals, resulting in a large number of passengers waiting on the platform to stay, so as to ensure that the tracking interval between each train is even, including:
  • step S107 under the circumstance that the under-vehicle resources are limited and the train exiting the main line operation cannot be repaired for a long time, the transition and peak driving strategies are re-formulated.
  • the limited resources of the vehicle bottom means that there is no spare vehicle bottom to replace the train that exits the main line operation, and the train that exits the main line operation cannot be repaired for a long time.
  • the advantages of the present invention (1) realize the intelligence of the subway system when the train exits the main line operating condition, and reduce the work intensity of dispatchers; (2) overall consider the available vehicle bottom and line resources of the subway system, and utilize more An operation adjustment means to automatically make decisions to ensure the rationality of the results; (3) The use of automatic methods to replace the command delivery method through telephone communication improves the efficiency and accuracy of information transmission.
  • the invention also provides a subway running adjustment system under the condition that the train exits the main line, the system includes:
  • the information acquisition module is used to acquire the basic parameters of the subway system when the train fails, the information of the trains leaving the main line and the information of the normal running trains on the line;
  • the basic parameters of the subway system include the topology information of the subway line and the planned operation diagram;
  • the planned operation The figure includes the train running timetable and the bottom turnover plan;
  • the information of the trains withdrawing from the main line operation includes the number of faulty trains, the time of the train failure, the estimated time of exiting the main line operation and the location of the failure;
  • the information of the normal running trains on the line includes The number of trains in normal operation, the speed of the train when the fault occurs, and the location when the fault occurs;
  • the module for determining the subsequent trains and the current train running timetable is used to determine the set of subsequent trains of the faulty train and each subsequent train in the set of subsequent trains according to the basic parameters of the subway system, the number of failed trains and the planned operation diagram of the trains leaving the main line.
  • the current train running timetable; the follow-up trains include the tracked trains of the faulty trains running on the line and the planned trains that have not yet departed;
  • the train operation adjustment timetable acquisition module for subsequent trains is used to adjust the train's minimum operation tracking interval as the constraint condition and the goal of minimizing the deviation from the planned operation diagram according to the estimated exit time of the train exiting the main line operation. obtaining the current train running timetable of each subsequent train in the subsequent train set, obtaining the train running adjustment timetable of each subsequent train in the subsequent train set, and determining the initially adjusted train running timetable;
  • the module for determining the earliest on-line time of the backup car bottom is used to determine the earliest on-line time of the backup car bottom in the subway system according to the basic parameters of the subway system and the train failure time of the trains exiting the main line;
  • the adjusted vehicle bottom turnover plan acquisition module is used to adjust the timetable according to the train operation of each subsequent train in the subsequent train set, the earliest online time of the backup vehicle bottom, and the time that the train that exits the main line operation needs to be executed after the train failure time. All the planned trains and the vehicle bottom turnover plan of the planned operation chart, cancel the planned trains that cannot be executed according to the planned train operation schedule in the planned operation chart, obtain a set of canceled planned trains, and determine to execute the unplanned trains in the planned operation chart. For the vehicle bottom of the canceled planned trains, the adjusted vehicle bottom turnover plan will be obtained;
  • the planned operation adjustment map information obtaining module is used to adjust the initially adjusted train operation timetable according to the planned train operation timetable of each planned train in the canceled planned trains set to obtain the final adjusted train operation timetable;
  • the adjustment operation diagram generation module is used to generate an adjustment operation diagram for the adjusted bottom turnover plan and the final adjusted train operation timetable.
  • the system also includes:
  • the available vehicle base number acquisition module during peak hours is used to obtain the vehicle base number M normal during the off-peak period in the planned operation adjustment map information in the peak period after the train fails. and the number of available vehicle bases M peak -1 during peak hours;
  • the vehicle bottom turnover plan determination module during peak hours is used to re-determine the execution of peak hours according to the number of vehicle bottoms M normal required during off-peak hours and the number of available vehicle bottoms M peak -1 during peak hours.

Abstract

一种列车退出正线运营条件下的地铁行车调整方法，包括：获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息（101），确定退出正线运营列车的后续车次及其当前列车运行时刻表，根据退出正线运营列车的预计退出正线运营时刻，调整当前列车运行时刻表，进而获得初步调整后的列车运行时刻表，确定取消计划车次以及执行未取消的计划车次的车底，根据取消计划车次的计划列车运行时刻表对初步调整后的列车运行时刻表进行调整（103）。根据列车退出正线运营信息实现行车的自动调整，合理改变车次时刻表和车底周转计划（105），降低列车退出正线运营对乘客带来的影响，提高地铁系统的自动化程度以适应精细化管理。还提供一种列车退出正线运营条件下的地铁行车调整系统。

Description

一种列车退出正线运营条件下的地铁行车调整方法及系统
本申请要求于2021年01月07日提交中国专利局、申请号为202110018469.8、发明名称为“一种列车退出正线运营条件下的地铁行车调整方法及系统”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。
技术领域
本发明涉及列车运行控制与调度指挥技术领域，特别是涉及一种列车退出正线运营条件下的地铁行车调整方法及系统。
背景技术
近年来，城市地铁因其大运力、高准点率和低能耗成为城市公共交通系统的支柱。由于基础设施受限，乘客数量不断增长，列车之间的发车间隔越来越短，因此地铁系统正面临着高负荷运行。在这种情况下，如果地铁系统出现故障或应急条件，列车延误会迅速传播，造成线路服务能力下降以及大面积的乘客滞留，站台也会出现潜在的安全隐患。
地铁是一个复杂且庞大的技术系统，要求多专业配合工作，围绕安全行车这一中心有序联动，包括牵引供电、信号、环控、车辆等多个子系统。这也意味着其中一个子系统出现故障，都会在一定范围内对列车运行带来影响。而在众多故障处置类别中，列车因出现车辆故障而不满足运营条件的情况出现的次数较为频繁。据中国城市轨道交通协会统计，2019年列车退出正线运营的故障事件共计8953次。一旦列车退出正线运营，线上运行车底数量出现短缺，调度人员需要统筹考虑系统中备用的车底资源，根据线路拓扑结构，尽快对列车运行时刻表及车底周转计划进行调整，这对调度人员的应变及处置能力提出了很高的要求，因此在列车退出正线运营条件下进行智能行车组织，制定合理的行车调整策略成为目前地铁系统的重点研究方向之一。
目前，地铁系统中列车退出正线运营条件下的列车运行调整技术仍然以人工处理为主，调度人员在收集列车故障信息后，根据工作经验对各列车下达扣停、备车上线等调度命令，并且整个过程通过调度电话进行沟通，尚未实现这一处置过程的自动化及智能化。另一方面，在线路资源受限及线上运行车底资源短缺的情况下，列车运行调整需要考虑的因素复杂，包括备用车底数量及上线时间、列车折返时间等，以人工处理为主的方式要求调度人员在处置过程中迅速做出决策，因此无法保证结果的合理性，并且不同的调度人员处理结果存在个体差异，容易出现乘客大量滞留、运行图兑现率不足等情况。最后，通过电话沟通的信息传递方式效率低下，并且无法确保命令下达的准确性，一旦司机接受、执行命令出现差错，将会带来更大面积的故障影响。
综上所述，现有列车退出正线运营条件下的运行调整方法存在如下缺陷：
1、列车退出正线运营条件下的运行调整方法仍以人工处理为主，未实现这一处置过程的自动化及智能化；
2、列车退出正线运行的情况下，地铁行车调整需要全面统筹各种影响因素，要求调度人员在处置过程中迅速做出决策，无法保证结果的合理性；
3、通过电话沟通的信息传递方式效率低下，并且无法确保命令下达的准确性。
发明内容
本发明的目的是提供一种列车退出正线运营条件下的地铁行车调整方法及系统，能够根据列车退出正线运营信息实现行车的自动调整，合理改变车次时刻表和车底周转计划，降低列车退出正线运营对乘客带来的影响，提高地铁系统的自动化程度以适应精细化管理。
为实现上述目的，本发明提供了如下方案：
一种列车退出正线运营条件下的地铁行车调整方法，所述方法包括：
获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；所述计划运行图包括列车运行时刻表和车底周转计划；所述退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；所述线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述计划运行图，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表；所述后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划；
根据所述取消计划车次集合中每个计划车次的计划列车运行时刻表对所述初步调整后的列车运行时刻表进行调整，获得最终调整后的列车运行时刻表；
所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图。
可选的，根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述线上正常运行列车的信息，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表，之后还包括：
根据所述退出正线运营列车的故障发生位置，利用公式
Figure PCTCN2021102084-appb-000001
确定距离所述退出正线运营列车最近的存车地点；
将所述退出正线运营列车存入所述最近的存车地点；
其中，j′为距离退出正线运营列车最近的存车地点，S fault为退出正线运营列车的故障发生位置，
Figure PCTCN2021102084-appb-000002
为第j条存车线的位置，η j为第j条存车线的占用标志。
可选的，根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，具体包括：
基于车载ATO运行等级模式曲线，利用公式
Figure PCTCN2021102084-appb-000003
确定后续车次集合中每个后续车次在故障发生时的位置之后的相邻两个后续车站之间的区间运行时间；
利用公式
Figure PCTCN2021102084-appb-000004
确定后续车次集合中每个后续车次在故障发生时的位置之后的每个后续车站的停站时间；
根据所述退出正线运营列车的预计退出正线运营时刻、每个后续车次在后续车站之间的区间运行时间、每个后续车次在每个后续车站的停站时间和每个后续车次在故障发生时的列车速度，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表；
其中，r k,n为后续车次k在后续车站n-1和后续车站n之间的区间运行时间；
Figure PCTCN2021102084-appb-000005
为后续车次k在后续车站n-1和后续车站n的区间内是否选择等级l的标识，若后续车次k在该区间内以等级l运行，那么
Figure PCTCN2021102084-appb-000006
否则
Figure PCTCN2021102084-appb-000007
Figure PCTCN2021102084-appb-000008
为后续车次k在后续车站n-1和后续车站n的区间内以等级l运行需要的时间；d k,n为后续车次k在后续车站n的停站时间；
Figure PCTCN2021102084-appb-000009
为后续车次k到达后续车站n时的站台等待乘客数量；
Figure PCTCN2021102084-appb-000010
为后续车次k到达后续车站n时的剩余载客容量；λ为乘客上车速率。
可选的，根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻，具体包括：
获取所述地铁系统基础参数的地铁线路拓扑结构信息中所有存车线内的备用车底集合；
根据所述退出正线运营列车的列车故障时刻，利用公式
Figure PCTCN2021102084-appb-000011
确定所述备用车底集合中每个备用车底最早运行至正线的时刻，作为备用车底最早上线时刻；
其中，
Figure PCTCN2021102084-appb-000012
为备用车底m最早运行至正线的时刻，T fault为退出正线运营列车的列车故障时刻，j m为备用车底m所处的存车线，
Figure PCTCN2021102084-appb-000013
为备用车底m从存车线j m运行至正线的时间。
可选的，所述根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划，具体包括：
将后续车次集合中每个后续车次的列车运行调整时刻表与所述计划运行图进行对比， 获得所述计划运行图中需要在始发站晚点发车的计划车次以及晚点发车的计划车次的晚发时间；
取消晚发时间大于预设最大晚发时间所对应的晚点发车的计划车次，获得第一取消计划车次集合；
将后续车次集合中每个后续车次的计划折返车次和所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次构成待取消计划车次集合；
获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果；
若所述第一判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底执行第e个待取消计划车次，获得调整后的车底周转计划；
若所述第一判断结果表示否，则根据所述备用车底最早上线时刻，判断所述备用车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底，获得第二判断结果；
若所述第二判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底执行第e个待取消计划车次，获得调整后的车底周转计划；
若所述第一判断结果表示否，则取消第e个待取消计划车次；
更新待取消计划车次e的数值，返回步骤“获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果”，直到遍历所述待取消计划车次集合中的所有待取消计划车次，获得第二取消计划车次集合；
所述第一取消计划车次集合和所述第二取消计划车次集合构成取消计划车次集合。
可选的，根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划，之后还包括：
获取所述取消计划车次集合中第f个取消计划车次在所述初步调整后的列车运行时刻表中的前一个车次和后一个车次；
确定第f个取消计划车次与前一个车次的第一计划运行间隔，以及第f个取消计划车次与后一个车次的第二计划运行间隔；
根据所述第一计划运行间隔，利用公式
Figure PCTCN2021102084-appb-000014
延后前一个车次的计划到发时刻；
根据所述第二计划运行间隔，利用公式
Figure PCTCN2021102084-appb-000015
提前后一个车次的计划到发时刻；
其中，
Figure PCTCN2021102084-appb-000016
和
Figure PCTCN2021102084-appb-000017
为前一个车次k front和后一个车次k back在车站n的调整后的到达时刻，
Figure PCTCN2021102084-appb-000018
和
Figure PCTCN2021102084-appb-000019
为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
Figure PCTCN2021102084-appb-000020
和
Figure PCTCN2021102084-appb-000021
为前一个车次k front和后一个车次k back在车站n的调整后的发车时刻，，
Figure PCTCN2021102084-appb-000022
和
Figure PCTCN2021102084-appb-000023
为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
Figure PCTCN2021102084-appb-000024
为前一个车次k front和取消车次f的第一计划运行间隔，
Figure PCTCN2021102084-appb-000025
D f＝2表示取消车次f在上行，
Figure PCTCN2021102084-appb-000026
为取消车次f在车站1的发车时刻，
Figure PCTCN2021102084-appb-000027
为前一个车次k front在车站1的发车时刻；D f＝1表示取消车次f在下行，
Figure PCTCN2021102084-appb-000028
为取消车次f在车站N的发车时刻，
Figure PCTCN2021102084-appb-000029
为前一个车次k front在车站N的发车时刻；将车站1到车站N的运行方向定义为上行，车站N到车站1的运行方向定义为下行；
Figure PCTCN2021102084-appb-000030
为取消车次f和后一个车次k back的第二计划运行间隔，
Figure PCTCN2021102084-appb-000031
Figure PCTCN2021102084-appb-000032
为后一个车次k back在车站1的发车时刻，
Figure PCTCN2021102084-appb-000033
为后一个车次k back在车站N的发车时刻。
可选的，所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图，之后还包括：
在列车发生故障之后的高峰时段，若车底资源受限且退出正线运营列车无法修复，则获取计划运行调整图信息中平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1；
根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划。
可选的，所述根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采 用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划，具体包括：
根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
Figure PCTCN2021102084-appb-000034
获得商值整数部分M int；
根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
Figure PCTCN2021102084-appb-000035
获得商值小数部分M dec；
初始化车次索引k′＝1，整型计数i＝0以及双精度型计数sum＝0；
令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果；
若所述第三判断结果表示是，则确定当前车次索引为k′,k′+1,...,k′+M int的车次由线上运行列车折返执行，当前车次索引为k′+M int+1的车次由备用车底上线执行，并令k′+＝M int+2,sum-＝1；
若所述第三判断结果表示否，则确定当前车次索引为k′,k′+1,...,k′+M int-1的车次由线上运行列车折返执行，当前车次索引为k′+M int的车次由备用车底上线执行，并令k′+＝M int+2；
判断所述整型计数i是否小于或等于商值整数部分M int，获得第四判断结果；
若所述第四判断结果表示是，则令整型计数i增加1，返回步骤“令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果”；
若所述第四判断结果表示否，则输出执行高峰时段的计划车次的车底周转计划。
一种列车退出正线运营条件下的地铁行车调整系统，所述系统包括：
信息获取模块，用于获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；所述计划运行图包括列车运行时刻表和车底周转计划；所述退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；所述线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
后续车次和当前列车运行时刻表确定模块，用于根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述计划运行图，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表；所述后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
后续车次的列车运行调整时刻表获得模块，用于根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
备用车底最早上线时刻确定模块，用于根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
调整后的车底周转计划获得模块，用于根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划；
计划运行调整图信息获得模块，用于根据所述取消计划车次集合中每个计划车次的计划列车运行时刻表对所述初步调整后的列车运行时刻表进行调整获得最终调整后的列车运行时刻表；
调整运行图生成模块，用于所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图。
可选的，所述系统还包括：
高峰时段可用车底数获取模块，用于在列车发生故障之后的高峰时段，若车底资源受限且退出正线运营列车无法修复，则获取计划运行调整图信息中平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1；
高峰时段的车底周转计划确定模块，用于根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划。
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：
本发明提供了一种列车退出正线运营条件下的地铁行车调整方法及系统，获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息，首先确定故障列车车次的后续车次集合以及后续车次集合中每个后续车次的当前列车运行时刻表，根据退出正线运营列车的预计退出正线运营时刻，调整后续车次集合中每个后续车次的当前列车运行时刻表，然后根据退出正线运营列车的列车运行时刻表和每个后续车次的行车调整时刻表，获得初步调整后的列车运行时刻表，获得取消计划车次集合，并确定执行初步调整后的列车运行时刻表中未取消的计划车次的车底，获得调整后的车底周转计划，最后根据取消计划车次集合中每个计划车次的计划列车运行时刻表对初步调整后的列车运行时刻表进行调整，生成调整运行图。本发明能够根据列车退出正线运营信息实现行车的自动调整，合理改变车次时刻表和车底周转计划，降低列车退出正线运营对乘客带来的影响，提高地铁系统的自动化程度以适应精细化管理。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案，下面将对实施例中所需要使用的附图作简单地介绍，显而易见地，下面描述中的附图仅仅是本发明的一些实施例，对于本领域普通技术人员来讲，在不付出创造性劳动性的前提下，还可以根据这些附图获 得其他的附图。
图1为本发明提供的一种列车退出正线运营条件下的地铁行车调整方法的流程图；
图2为本发明提供的一种列车退出正线运营条件下的地铁行车调整方法的简要流程图；
图3为本发明提供的获取初步调整后的列车运行时刻表以及确定地铁系统中备用车底最早上线时刻的原理图；
图4为本发明提供的获得调整后的车底周转计划的原理图；
图5为本发明提供的重新制定平峰至高峰的过渡策略的原理图。
具体实施方式
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列车退出正线运营条件下的地铁行车调整方法及系统，能够根据列车退出正线运营信息实现行车的自动调整，合理改变车次时刻表和车底周转计划，降低列车退出正线运营对乘客带来的影响，提高地铁系统的自动化程度以适应精细化管理。
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。
一种列车退出正线运营条件下的地铁行车调整方法，如图1-2所示，方法包括：
S101，获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；计划运行图包括列车运行时刻表和车底周转计划；退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
S102，根据地铁系统基础参数、退出正线运营列车的故障列车车次和计划运行图，确定故障列车车次的后续车次集合以及后续车次集合中每个后续车次的当前列车运行时刻表；后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
S103，根据退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
S104，根据地铁系统基础参数和退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
S105，根据后续车次集合中每个后续车次的列车运行调整时刻表、备用车底最早上线时刻、退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和计划运行图的车底周转计划，取消计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行计划运行图中未取消的计划车次的车底，获得调整后的车底周 转计划；
S106，根据取消计划车次集合中每个计划车次的计划列车运行时刻表对初步调整后的列车运行时刻表进行调整，获得最终调整后的列车运行时刻表；
S107，调整后的车底周转计划和最终调整后的列车运行时刻表生成调整运行图。
具体过程如下：
步骤S101，储存的地铁系统中的基础参数包括线路拓扑结构和运营数据。线路拓扑结构为车站位置及配线线型、车辆段与车站的存车线数量及位置，运营数据包括计划运行图、最小追踪间隔、备车位置及数量、备车上线时间以及最短折返时间。列车退出正线运营信息包括列车发生故障时的车次号、故障发生时刻、位置以及退出正线运营的时刻，线上运行列车信息包括所有正常运行列车的车次号、速度及位置。参数的字母表示为：
A.1、根据地铁系统实际线路情况，配置线路拓扑结构信息：车站数量N及位置
Figure PCTCN2021102084-appb-000036
车辆段与车站的存车线数量J、位置
Figure PCTCN2021102084-appb-000037
及占用标志η j(表示存车线内是否已经有车)，将车站1到车站N的运行方向定义为上行，车站N到车站1的运行方向定义为下行，车站n的配线线型
Figure PCTCN2021102084-appb-000038
即
Figure PCTCN2021102084-appb-000039
A.2、根据运营情况，配置计划运营参数：计划运行图信息包括计划列车集合K、车次k在车站n的发车时刻
Figure PCTCN2021102084-appb-000040
与到达时刻
Figure PCTCN2021102084-appb-000041
以及运行方向D k
Figure PCTCN2021102084-appb-000042
最小运营追踪间隔h min、列车在车站n-1和n的区间内以等级l运行需要的时间
Figure PCTCN2021102084-appb-000043
最短折返时间t turn、备车从存车线j运行至正线的时间
Figure PCTCN2021102084-appb-000044
A.3、获取退出正线运营及线上正常运行列车信息：退出正线运营列车车次号k *、该列车故障时刻T fault、位置S fault、预计退出正线运营时刻T drop，列车故障发生时线上所有正常运行列车的速度及位置。
步骤S102，在列车发生故障时，即在时间点T fault，根据步骤A中的线上运行列车信息以及计划运行图信息，获取受影响列车集合，包括退出正线运营列车车次k *以及其后续车次集合K follow。
步骤S102之后还包括：
根据退出正线运营列车的故障发生位置，利用公式
Figure PCTCN2021102084-appb-000045
确定距离退出正线运营列车最近的存车地点；
将退出正线运营列车存入最近的存车地点；
其中，j′为距离退出正线运营列车最近的存车地点，S fault为退出正线运营列车的故障发生位置，
Figure PCTCN2021102084-appb-000046
为第j条存车线的位置，η j为第j条存车线的占用标志。
将退出正线运营列车由当前位置运行至存车地点的交路作为其新的运行交路，并且调整退出正线运营列车的当前车次时刻表，退出正线运营列车在后续车站不停车，在此交路中运行过的车站执行跳停，即到达时刻等于发车时刻。
步骤S103，调整正常运行列车的当前车次时刻表是指在保证最小运营追踪间隔的条件下，调整后续车站的到发时刻，防止列车退出正线运营的影响扩大。具体包括：
基于车载ATO运行等级模式曲线，利用公式
Figure PCTCN2021102084-appb-000047
确定后续车次集合中每个后续车次在故障发生时的位置之后的相邻两个后续车站之间的区间运行时间；
利用公式
Figure PCTCN2021102084-appb-000048
确定后续车次集合中每个后续车次在故障发生时的位置之后的每个后续车站的停站时间；
根据退出正线运营列车的预计退出正线运营时刻、每个后续车次在后续车站之间的区间运行时间、每个后续车次在每个后续车站的停站时间和每个后续车次在故障发生时的列车速度，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表。
其中，r k,n为后续车次k在后续车站n-1和后续车站n之间的区间运行时间；
Figure PCTCN2021102084-appb-000049
为后续车次k在后续车站n-1和后续车站n的区间内是否选择等级l的标识，若后续车次k在该区间内以等级l运行，那么
Figure PCTCN2021102084-appb-000050
否则
Figure PCTCN2021102084-appb-000051
Figure PCTCN2021102084-appb-000052
为后续车次k在后续车站n-1和后续车站n的区间内以等级l运行需要的时间；d k,n为后续车次k在后续车站n的停站时间；
Figure PCTCN2021102084-appb-000053
为后续车次k到达后续车站n时的站台等待乘客数量；
Figure PCTCN2021102084-appb-000054
为后续车次k到达后续车站n时的剩余载客容量；λ为乘客上车速率。
步骤S104的原理如图3所示。
步骤S104，具体包括：
获取地铁线路拓扑结构信息中所有存车线内的备用车底集合；
根据退出正线运营列车的列车故障时刻，利用公式
Figure PCTCN2021102084-appb-000055
确定备用车底集合中每个备用车底最早运行至正线的时刻，作为备用车底最早上线时刻；
其中，
Figure PCTCN2021102084-appb-000056
为备用车底m最早运行至正线的时刻，T fault为退出正线运营列车的列车故障时刻，j m为备用车底m所处的存车线，
Figure PCTCN2021102084-appb-000057
为备用车底m从存车线j m运行至正线的时间。
步骤S105，基于线上运行列车的调整时刻表和备车最早上线时刻，获取可能取消的计划车次，并且调整车底周转计划以最小化取消车次数量，可能取消的计划车次主要包括调整车次的计划折返车次、需要在始发站晚点发车的车次以及退出正线运营列车后续执行的车次三种。如图4所示，具体包括：
将后续车次集合中每个后续车次的列车运行调整时刻表与计划运行图进行对比，获得计划运行图中需要在始发站晚点发车的计划车次以及晚点发车的计划车次的晚发时间；
取消晚发时间大于预设最大晚发时间所对应的晚点发车的计划车次，获得第一取消计划车次集合；上行车次的始发车站为车站1，下行车次的始发车站为车站N，判断结果使用γ表示，由下式计算晚发时间是否大于预设最大晚发时间：
Figure PCTCN2021102084-appb-000058
式中，
Figure PCTCN2021102084-appb-000059
表示预先设定的最大晚发时间，如果γ＝1，该车次可以发车，否则该车次取消。
将后续车次集合K follow中每个后续车次的计划折返车次和退出正线运营列车在列车故障时刻之后需要执行的所有计划车次构成待取消计划车次集合；
获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果；
若第一判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底执行第e个待取消计划车次，获得调整后的车底周转计划；
若第一判断结果表示否，则根据备用车底最早上线时刻，判断备用车底集合中是否有可以按照待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底，获得第二判断结果；
若第二判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底执行第e个待取消计划车次，获得调整后的车底周转计划；
若第一判断结果表示否，则取消第e个待取消计划车次；
更新待取消计划车次e的数值，返回步骤“获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果”，直到遍历待取消计划车次集合中的所有待取消计划车次，获得第二取消计划车次集合；
第一取消计划车次集合和第二取消计划车次集合构成取消计划车次集合K cancel。
步骤S105之后，根据取消的计划车次，适当调整其相邻车次的到发时刻，避免行车间隔过大，导致站台等待乘客大量滞留，以保证各个车次之间的追踪间隔均匀，包括：
获取取消计划车次集合中第f个取消计划车次在初步调整后的列车运行时刻表中的前一个车次和后一个车次；
确定第f个取消计划车次与前一个车次的第一计划运行间隔，以及第f个取消计划车次与后一个车次的第二计划运行间隔；
根据第一计划运行间隔，利用公式
Figure PCTCN2021102084-appb-000060
延后前一 个车次的计划到发时刻；
根据第二计划运行间隔，利用公式
Figure PCTCN2021102084-appb-000061
提前后一个车次的计划到发时刻；
其中，
Figure PCTCN2021102084-appb-000062
和
Figure PCTCN2021102084-appb-000063
为前一个车次k front和后一个车次k back在车站n的调整后的到达时刻，
Figure PCTCN2021102084-appb-000064
和
Figure PCTCN2021102084-appb-000065
为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
Figure PCTCN2021102084-appb-000066
和
Figure PCTCN2021102084-appb-000067
为前一个车次k front和后一个车次k back在车站n的调整后的发车时刻，，
Figure PCTCN2021102084-appb-000068
和
Figure PCTCN2021102084-appb-000069
为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
Figure PCTCN2021102084-appb-000070
为前一个车次k front和取消车次f的第一计划运行间隔，
Figure PCTCN2021102084-appb-000071
D f＝2表示取消车次f在上行，
Figure PCTCN2021102084-appb-000072
为取消车次f在车站1的发车时刻，
Figure PCTCN2021102084-appb-000073
为前一个车次k front在车站1的发车时刻；D f＝1表示取消车次f在下行，
Figure PCTCN2021102084-appb-000074
为取消车次f在车站N的发车时刻，
Figure PCTCN2021102084-appb-000075
为前一个车次k front在车站N的发车时刻；将车站1到车站N的运行方向定义为上行，车站N到车站1的运行方向定义为下行；
Figure PCTCN2021102084-appb-000076
为取消车次f和后一个车次k back的第二计划运行间隔，
Figure PCTCN2021102084-appb-000077
Figure PCTCN2021102084-appb-000078
为后一个车次k back在车站1的发车时刻，
Figure PCTCN2021102084-appb-000079
为后一个车次k back在车站N的发车时刻。
步骤S107之后，在车底资源受限且退出正线运营列车长时间无法修复的情况下，重新制定过渡及高峰行车策略。车底资源受限是指没有备用车底可以顶替退出正线运营的列车，退出正线运营列车长时间无法修复是指从平峰至高峰的过渡时期该列车仍无法正常上线运行。
E.1、首先根据计划运行图获取平峰时段需要的车底数M normal，高峰时段需要的车底数M peak以及全周转时间T；
E.2、平峰时段与计划运行图保持一致。
E.3、由于车底资源受限并且故障列车仍无法正常上线运行，高峰时段可用车底为M peak-1，那么该时段的追踪间隔h peak由下式重新计算：
Figure PCTCN2021102084-appb-000080
在高峰时段追踪间隔变化的情况下，重新制定平峰至高峰的过渡策略，如图5所示。
E.4、执行计划车次的方式有线上运行列车折返、备用车底上线两种，平峰至高峰的过 渡时段需要将执行的车次的方式均匀排列，具体实现流程为：
根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
Figure PCTCN2021102084-appb-000081
获得商值整数部分M int；
根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
Figure PCTCN2021102084-appb-000082
获得商值小数部分M dec；
初始化车次索引k′＝1，整型计数i＝0以及双精度型计数sum＝0；
令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果；
若第三判断结果表示是，则确定当前车次索引为k′,k′+1,...,k′+M int的车次由线上运行列车折返执行，当前车次索引为k′+M int+1的车次由备用车底上线执行，并令k′+＝M int+2,sum-＝1；
若第三判断结果表示否，则确定当前车次索引为k′,k′+1,...,k′+M int-1的车次由线上运行列车折返执行，当前车次索引为k′+M int的车次由备用车底上线执行，并令k′+＝M int+2；
判断整型计数i是否小于或等于商值整数部分M int，获得第四判断结果；
若第四判断结果表示是，则令整型计数i增加1，返回步骤“令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果”；
若第四判断结果表示否，则输出执行高峰时段的计划车次的车底周转计划。
本发明的优点：(1)实现了地铁系统在列车退出正线运营条件下行车调整的智能化，降低了调度人员的工作强度；(2)统筹考虑地铁系统可用车底及线路资源，利用多种运行调整手段自动做出决策，保证结果的合理性；(3)使用自动方法取代了通过电话沟通的命令下达方式，提升了信息传递的效率及准确性。
本发明还提供了一种列车退出正线运营条件下的地铁行车调整系统，系统包括：
信息获取模块，用于获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；计划运行图包括列车运行时刻表和车底周转计划；退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
后续车次和当前列车运行时刻表确定模块，用于根据地铁系统基础参数、退出正线运营列车的故障列车车次和计划运行图，确定故障列车车次的后续车次集合以及后续车次集合中每个后续车次的当前列车运行时刻表；后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
后续车次的列车运行调整时刻表获得模块，用于根据退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标， 调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
备用车底最早上线时刻确定模块，用于根据地铁系统基础参数和退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
调整后的车底周转计划获得模块，用于根据后续车次集合中每个后续车次的列车运行调整时刻表、备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划；
计划运行调整图信息获得模块，用于根据取消计划车次集合中每个计划车次的计划列车运行时刻表对初步调整后的列车运行时刻表进行调整获得最终调整后的列车运行时刻表；
调整运行图生成模块，用于调整后的车底周转计划和最终调整后的列车运行时刻表生成调整运行图。
系统还包括：
高峰时段可用车底数获取模块，用于在列车发生故障之后的高峰时段，若车底资源受限且退出正线运营列车无法修复，则获取计划运行调整图信息中平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1；
高峰时段的车底周转计划确定模块，用于根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划。
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 (10)

  1. 一种列车退出正线运营条件下的地铁行车调整方法，其特征在于，所述方法包括：
    获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；所述地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；所述计划运行图包括列车运行时刻表和车底周转计划；所述退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；所述线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
    根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述计划运行图，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表；所述后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
    根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
    根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
    根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划；
    根据所述取消计划车次集合中每个计划车次的计划列车运行时刻表对所述初步调整后的列车运行时刻表进行调整，获得最终调整后的列车运行时刻表；
    所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图。
  2. 根据权利要求1所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述线上正常运行列车的信息，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表，之后还包括：
    根据所述退出正线运营列车的故障发生位置，利用公式
    Figure PCTCN2021102084-appb-100001
    确定距离所述退出正线运营列车最近的存车地点；
    将所述退出正线运营列车存入所述最近的存车地点；
    其中，j′为距离退出正线运营列车最近的存车地点，S fault为退出正线运营列车的故障发生位置，
    Figure PCTCN2021102084-appb-100002
    为第j条存车线的位置，η j为第j条存车线的占用标志。
  3. 根据权利要求1所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，具体包括：
    基于车载ATO运行等级模式曲线，利用公式
    Figure PCTCN2021102084-appb-100003
    确定后续车次集合中每个后续车次在故障发生时的位置之后的相邻两个后续车站之间的区间运行时间；
    利用公式
    Figure PCTCN2021102084-appb-100004
    确定后续车次集合中每个后续车次在故障发生时的位置之后的每个后续车站的停站时间；
    根据所述退出正线运营列车的预计退出正线运营时刻、每个后续车次在后续车站之间的区间运行时间、每个后续车次在每个后续车站的停站时间和每个后续车次在故障发生时的列车速度，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表；
    其中，r k,n为后续车次k在后续车站n-1和后续车站n之间的区间运行时间；
    Figure PCTCN2021102084-appb-100005
    为后续车次k在后续车站n-1和后续车站n的区间内是否选择等级l的标识，若后续车次k在该区间内以等级l运行，那么
    Figure PCTCN2021102084-appb-100006
    否则
    Figure PCTCN2021102084-appb-100007
    为后续车次k在后续车站n-1和后续车站n的区间内以等级l运行需要的时间；d k,n为后续车次k在后续车站n的停站时间；
    Figure PCTCN2021102084-appb-100008
    为后续车次k到达后续车站n时的站台等待乘客数量；
    Figure PCTCN2021102084-appb-100009
    为后续车次k到达后续车站n时的剩余载客容量；λ为乘客上车速率。
  4. 根据权利要求1所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻，具体包括：
    获取所述地铁系统基础参数的地铁线路拓扑结构信息中所有存车线内的备用车底集合；
    根据所述退出正线运营列车的列车故障时刻，利用公式
    Figure PCTCN2021102084-appb-100010
    确定所述备用车底集合中每个备用车底最早运行至正线的时刻，作为备用车底最早上线时刻；
    其中，
    Figure PCTCN2021102084-appb-100011
    为备用车底m最早运行至正线的时刻，T fault为退出正线运营列车的列车故障时刻，j m为备用车底m所处的存车线，
    Figure PCTCN2021102084-appb-100012
    为备用车底m从存车线j m运行至正线的时间。
  5. 根据权利要求4所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，所述根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划，具体包括：
    将后续车次集合中每个后续车次的列车运行调整时刻表与所述计划运行图进行对比，获得所述计划运行图中需要在始发站晚点发车的计划车次以及晚点发车的计划车次的晚发时间；
    取消晚发时间大于预设最大晚发时间所对应的晚点发车的计划车次，获得第一取消计划车次集合；
    将后续车次集合中每个后续车次的计划折返车次和所述退出正线运营列车在列车故障时刻 之后需要执行的所有计划车次构成待取消计划车次集合；
    获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果；
    若所述第一判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底执行第e个待取消计划车次，获得调整后的车底周转计划；
    若所述第一判断结果表示否，则根据所述备用车底最早上线时刻，判断所述备用车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底，获得第二判断结果；
    若所述第二判断结果表示是，则调整所述计划运行图的车底周转计划，由可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的备用车底执行第e个待取消计划车次，获得调整后的车底周转计划；
    若所述第一判断结果表示否，则取消第e个待取消计划车次；
    更新待取消计划车次e的数值，返回步骤“获取存车线上的空闲车底集合，并在满足最小折返时间的前提下，判断存车线上的空闲车底集合中是否有可以按照所述待取消计划车次集合中第e个待取消计划车次的计划列车运行时刻表执行的空闲车底，获得第一判断结果”，直到遍历所述待取消计划车次集合中的所有待取消计划车次，获得第二取消计划车次集合；
    所述第一取消计划车次集合和所述第二取消计划车次集合构成取消计划车次集合。
  6. 根据权利要求1所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划，之后还包括：
    获取所述取消计划车次集合中第f个取消计划车次在所述初步调整后的列车运行时刻表中的前一个车次和后一个车次；
    确定第f个取消计划车次与前一个车次的第一计划运行间隔，以及第f个取消计划车次与后一个车次的第二计划运行间隔；
    根据所述第一计划运行间隔，利用公式
    Figure PCTCN2021102084-appb-100013
    延后前一个车次的计划到发时刻；
    根据所述第二计划运行间隔，利用公式
    Figure PCTCN2021102084-appb-100014
    提前后一个车次的计划到发时刻；
    其中，
    Figure PCTCN2021102084-appb-100015
    和
    Figure PCTCN2021102084-appb-100016
    为前一个车次k front和后一个车次k back在车站n的调整后的到达时刻，
    Figure PCTCN2021102084-appb-100017
    和
    Figure PCTCN2021102084-appb-100018
    为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
    Figure PCTCN2021102084-appb-100019
    和
    Figure PCTCN2021102084-appb-100020
    为前一个车次k front和后一个车次k back在车站n的调整后的发车时刻，，
    Figure PCTCN2021102084-appb-100021
    和
    Figure PCTCN2021102084-appb-100022
    为前一个车次k front和后一个车次k back在车站n的计划到达时刻，
    Figure PCTCN2021102084-appb-100023
    为前一个车次k front和取消车次f的第一计划运行间隔，
    Figure PCTCN2021102084-appb-100024
    D f＝2表示取消车次f在上行，
    Figure PCTCN2021102084-appb-100025
    为取消车次f在车站1的发车时刻，
    Figure PCTCN2021102084-appb-100026
    为前一个车次k front在车站1的发车时刻；D f＝1表示取消车次f在下行，
    Figure PCTCN2021102084-appb-100027
    为取消车次f在车站N的发车时刻，
    Figure PCTCN2021102084-appb-100028
    为前一个车次k front在车站N的发车时刻；将车站1到车站N的运行方向定义为上行，车站N到车站1的运行方向定义为下行；
    Figure PCTCN2021102084-appb-100029
    为取消车次f和后一个车次k back的第二计划运行间隔，
    Figure PCTCN2021102084-appb-100030
    为后一个车次k back在车站1的发车时刻，
    Figure PCTCN2021102084-appb-100031
    为后一个车次k back在车站N的发车时刻。
  7. 根据权利要求1所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图，之后还包括：
    在列车发生故障之后的高峰时段，若车底资源受限且退出正线运营列车无法修复，则获取计划运行调整图信息中平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1；
    根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划。
  8. 根据权利要求7所述的列车退出正线运营条件下的地铁行车调整方法，其特征在于，所述根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划，具体包括：
    根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
    Figure PCTCN2021102084-appb-100032
    获得商值整数部分M int；
    根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，利用公式
    Figure PCTCN2021102084-appb-100033
    获得商值小数部分M dec；
    初始化车次索引k′＝1，整型计数i＝0以及双精度型计数sum＝0；
    令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果；
    若所述第三判断结果表示是，则确定当前车次索引为k′,k′+1,...,k′+M int的车次由线上运行列车折返执行，当前车次索引为k′+M int+1的车次由备用车底上线执行，并令k′+＝M int+2,sum-＝1；
    若所述第三判断结果表示否，则确定当前车次索引为k′,k′+1,...,k′+M int-1的车次由线上运行列车折返执行，当前车次索引为k′+M int的车次由备用车底上线执行，并令k′+＝M int+2；
    判断所述整型计数i是否小于或等于商值整数部分M int，获得第四判断结果；
    若所述第四判断结果表示是，则令整型计数i增加1，返回步骤“令双精度型计数sum+＝M dec，判断双精度型计数sum是否大于1，获得第三判断结果”；
    若所述第四判断结果表示否，则输出执行高峰时段的计划车次的车底周转计划。
  9. 一种列车退出正线运营条件下的地铁行车调整系统，其特征在于，所述系统包括：
    信息获取模块，用于获取列车发生故障时的地铁系统基础参数、退出正线运营列车的信息和线上正常运行列车的信息；地铁系统基础参数包括地铁线路拓扑结构信息和计划运行图；所述计划运行图包括列车运行时刻表和车底周转计划；所述退出正线运营列车的信息包括故障列车车次、列车故障发生时刻、预计退出正线运营时刻和故障发生位置；所述线上正常运行列车的信息包括线上正常运行列车车次、故障发生时的列车速度和故障发生时的位置；
    后续车次和当前列车运行时刻表确定模块，用于根据所述地铁系统基础参数、所述退出正线运营列车的故障列车车次和所述计划运行图，确定所述故障列车车次的后续车次集合以及所述后续车次集合中每个后续车次的当前列车运行时刻表；所述后续车次包括线上正在运行的故障列车车次的追踪车次以及后续未发车的计划车次；
    后续车次的列车运行调整时刻表获得模块，用于根据所述退出正线运营列车的预计退出正线运营时刻，以列车最小运营追踪间隔为约束条件，并以与计划运行图偏差最小化为目标，调整后续车次集合中每个后续车次的当前列车运行时刻表，获得后续车次集合中每个后续车次的列车运行调整时刻表，确定初步调整后的列车运行时刻表；
    备用车底最早上线时刻确定模块，用于根据所述地铁系统基础参数和所述退出正线运营列车的列车故障时刻，确定地铁系统中备用车底最早上线时刻；
    调整后的车底周转计划获得模块，用于根据后续车次集合中每个后续车次的列车运行调整时刻表、所述备用车底最早上线时刻、所述退出正线运营列车在列车故障时刻之后需要执行的所有计划车次和所述计划运行图的车底周转计划，取消所述计划运行图中无法按照计划列车运行时刻表执行的计划车次，获得取消计划车次集合，并确定执行所述计划运行图中未取消的计划车次的车底，获得调整后的车底周转计划；
    计划运行调整图信息获得模块，用于根据所述取消计划车次集合中每个计划车次的计划列车运行时刻表对所述初步调整后的列车运行时刻表进行调整获得最终调整后的列车运行时刻 表；
    调整运行图生成模块，用于所述调整后的车底周转计划和所述最终调整后的列车运行时刻表生成调整运行图。
  10. 根据权利要求9所述的列车退出正线运营条件下的地铁行车调整系统，其特征在于，所述系统还包括：
    高峰时段可用车底数获取模块，用于在列车发生故障之后的高峰时段，若车底资源受限且退出正线运营列车无法修复，则获取计划运行调整图信息中平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1；
    高峰时段的车底周转计划确定模块，用于根据平峰时段需要的车底数M normal和高峰时段可用车底数M peak-1，采用线上运行列车折返和备用车底上线的方式重新确定执行高峰时段的计划车次的车底周转计划。
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