WO2023035496A1 - Procédé et appareil d'exploitation de train toute la journée, dispositif électronique et support de stockage - Google Patents

Procédé et appareil d'exploitation de train toute la journée, dispositif électronique et support de stockage Download PDF

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WO2023035496A1
WO2023035496A1 PCT/CN2021/141720 CN2021141720W WO2023035496A1 WO 2023035496 A1 WO2023035496 A1 WO 2023035496A1 CN 2021141720 W CN2021141720 W CN 2021141720W WO 2023035496 A1 WO2023035496 A1 WO 2023035496A1
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train
route
time
stage
indicates
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PCT/CN2021/141720
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Chinese (zh)
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汪星华
张秋敏
冯轩
孙海荣
王艳荣
周涵
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中车唐山机车车辆有限公司
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B61—RAILWAYS
    • B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
    • 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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  • the present application relates to the technical field of train operation control, and in particular, relates to a method, device, electronic equipment and storage medium for all-weather train operation.
  • All-weather operation refers to the adaptability of work in any time and climate. In the field of rail transit, all-weather operation means that the train can keep running 24 hours a day. If there is no special reason, the train will run normally during the day, and the frequency of the train will be reduced at night to ensure the basic needs of passengers. Therefore, overnight operation is an important feature of the round-the-clock operation of the train.
  • the embodiment of the present application provides a method, device, electronic equipment and storage medium for running a train around the clock, which can effectively solve the problem that it is difficult to realize the round-the-clock running of the train.
  • a method for running a train around the clock which divides the running time of the whole day into multiple running stages; obtains the number of trains expected to depart in each running stage, and the progress used by each train road set; according to the number of trains in each operation stage and the route set, solve the objective function to obtain the target operation diagram of each operation stage, the objective function represents the minimum total running time of the train, and in the target operation diagram, There is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section; in each operation stage, the operation is carried out according to the target operation diagram of each operation stage.
  • an all-weather running device for trains which includes: a dividing module, used to divide the running time of the whole day into multiple running stages; an obtaining module, used to obtain The number of trains expected to depart in the stage, and the set of routes used by each train; the calculation module is used to solve the objective function according to the number of trains in each operation stage and the set of routes to obtain the target operation diagram of each operation stage,
  • the objective function represents the minimum total running time of the train, and in the target running diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section;
  • the target run graph of the run phase is run.
  • an electronic device includes one or more processors; memory; one or more application programs, wherein the one or more application programs are stored in In the memory and configured to be executed by the one or more processors, the one or more programs are configured to execute the above-mentioned method applied to an electronic device.
  • the embodiments of the present application provide a computer-readable storage medium, where program codes are stored in the computer-readable storage medium, wherein the above method is executed when the program codes run.
  • the all-day running time is divided into multiple operation stages, and the target operation diagram corresponding to each operation stage is solved according to the objective function, and the operation is performed according to the target operation diagram corresponding to each operation stage .
  • the target operation diagram there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance.
  • the objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.
  • Fig. 1 is the flowchart of the all-weather operation method of the train that one embodiment of the present application provides;
  • Fig. 2 is the schematic diagram of the railway road network structure that an embodiment of the present application provides;
  • Fig. 3 is a schematic diagram of the route in different operation stages provided by an embodiment of the present application.
  • Fig. 4 is the flowchart of the all-weather operation method of the train provided by another embodiment of the present application.
  • Fig. 5 is a functional block diagram of a train all-weather running device provided by an embodiment of the present application.
  • Fig. 6 is a structural block diagram of an electronic device for implementing the method for running a train around the clock according to the embodiment of the present application proposed by the embodiment of the present application.
  • All-weather operation is a term developed from the aviation industry. It refers to the work adaptability of unlimited time and climate. It mainly uses scientific and technological means to install various electronic equipment on the aircraft so that it can directly face various It not only greatly facilitates people's travel, but also effectively improves the safety of civil aviation.
  • the delay operation of the train can be realized through the delay operation mode.
  • the delayed operation mode is to extend the daily operating time of some rail transit lines on the premise of ensuring safe and normal operation.
  • the first train of the subway is issued in 2 hours to start daytime operation, thereby extending the running time throughout the day. It can meet the travel needs of passengers in some special time periods, and the mode organization method is relatively simple, with fewer requirements for the number of line facilities, equipment and vehicles, and less increase in operating costs for operating companies. This method of extending the running time to meet the travel needs of passengers is one of the most widely used organizational methods at present.
  • the periodical maintenance operation mode refers to a fixed period of time as the period, usually seven days a week, according to the changing rules of passenger flow and maintenance demand within a period, opening maintenance skylights corresponding to it every day, and implementing all-weather maintenance on weekends or special periods run.
  • the implementation of the periodic maintenance operation mode requires more accurate statistics on the daily passenger travel volume and maintenance workload within a period, and further adjustments may be required in actual operation, which has higher requirements for transportation scheduling.
  • realizing all-weather operation on weekends and holidays means that there are higher requirements for maintenance efficiency during non-weekends and non-holiday nights. Maintenance cannot be performed normally on weekends and holidays, and related equipment systems will have a certain risk of failure.
  • an all-weather operation method of the train which divides the all-day running time into multiple operation stages, and solves the target operation graph corresponding to each operation stage according to the objective function, and according to each The target running graph corresponding to the running phase runs.
  • the target running diagram there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, that is, the running time of the train in the maintenance section and the maintenance time of the maintenance section are completely staggered, avoiding the running time and maintenance time Overlapping or crossing can ensure that the train will not be interrupted due to maintenance.
  • the objective function is to minimize the total running time of the train, which can improve the transportation capacity of the line and realize the round-the-clock operation of the train.
  • the solution in the embodiment of the present application can be realized by using various computer languages, for example, the object-oriented programming language Java, the literal translation scripting language JavaScript, and Python.
  • the embodiment of the present application provides a method for running a train around the clock. Specifically, the method may include the following steps.
  • Step 110 divide the running time of the whole day into multiple running phases.
  • the segmented single-track bidirectional operation mode is adopted, that is, the segmented single-track bidirectional operation mode based on the first-line traffic and first-line maintenance mode is used for train operation.
  • the all-weather operation is to realize that the train can run during the day and night.
  • the all-day operation time can be divided into multiple operation stages. Specifically, it can be divided according to the maintenance period. For example, it can be It is divided into pre-maintenance stage, uplink maintenance stage, downlink maintenance stage, and post-maintenance stage.
  • the all-day running time here may refer to 24 hours a day, or may refer to nighttime running time.
  • the running time can also be divided according to other methods.
  • the running time of the whole day can be divided into 2 stages, 4 stages, etc. according to 24 hours a day. It can be set according to actual needs, which will not be done here. Specific limits.
  • the embodiment of the present application only takes the pre-maintenance stage, the uplink maintenance stage, the downlink maintenance stage and the post-maintenance stage as examples to describe in detail.
  • Step 120 obtaining the number of trains expected to depart in each operation phase, and the set of routes used by each train.
  • Routes can generally be divided into arrival routes, departure routes and passing routes.
  • FIG. 2 shows the railway network structure adopted in the embodiment of the present application.
  • the road network is composed of tracks, nodes, and signals, which can clearly reflect the occupancy of trains on each track.
  • the tracks in Figure 2 are arranged into routes in sequence, the arrival route is the train path from the incoming signal to the exit signal in the same station, and the departure route is the train path from the exit signal to the boundary point of the station in the same station , the passing route is the train path from the station boundary point to the adjacent passing signal machine or between two adjacent signal machines.
  • a train route is taken as the smallest unit occupied by a train, that is, a route can only be occupied by one train at most.
  • the biggest difference between the trains that have passed the maintenance task and the trains that have not passed the maintenance task is that the set of routes that the train passes through is different, that is, the train that has not passed the maintenance task
  • the road set only includes possible routes in the original direction
  • the train route set that has passed the maintenance task only includes possible routes in the opposite direction in the interval where the maintenance task is located.
  • Fig. 3 shows a schematic diagram of routes in different operation stages, where (a) is the pre-maintenance stage, (b) is the uplink maintenance stage, (c) is the downlink maintenance stage, and (d) is the post-maintenance stage.
  • the solid line in the figure indicates that the route has not been repaired and can pass through normally, and the dotted line indicates that the route is under maintenance and cannot pass through.
  • the number of trains that are expected to depart and the set of routes that the trains pass can be set for each operation stage.
  • Step 130 according to the number of trains in each operation stage and the set of routes, solve the objective function to obtain the target operation graph of each operation stage, the objective function indicates that the total running time of the train is the smallest, and in the target operation graph, The running time of the train in the maintenance section does not conflict with the maintenance time of the maintenance section.
  • the objective function can be solved according to the number of trains and the set of routes to obtain the target operation diagram of each operation stage.
  • the objective function is pre-established and represents the minimum value of the total running time of the train. Solving the objective function according to the number of trains and route set in each operation stage, we can obtain the minimum value of the total running time of the train under the number of trains and route set, and obtain the operation diagram of the operation stage, that is, Get the arrival and departure times of each train at each station.
  • the running time of the train in the maintenance section in the target operation diagram does not conflict with the maintenance time of the maintenance section. It can be understood that the train is not allowed to run during the maintenance time of the maintenance section. Therefore, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure the safe operation of the train.
  • the operation diagram obtained by solving the objective function can be used as the initial operation diagram, and then the feasibility verification of the initial operation diagram can be carried out , when the initial operation graph passes the feasibility verification, it is used as the target operation graph of this operation stage.
  • constraints When solving the objective function, multiple constraints are usually set, and these constraints can be divided into train operation constraints, running route constraints, and train route sequence constraints.
  • the target operation stage can be determined from the multiple operation stages, and according to the number of trains and the route set in the target operation stage, the target is solved under the train operation constraint, the train route constraint and the train route order constraint. function to obtain the initial operation diagram of the target operation stage; according to the number of trains and the route set in the target operation stage, the objective function is solved under the train operation constraint, the train route constraint and the train route sequence constraint, and the obtained The initial operation diagram of the target operation stage; the feasibility verification of the initial operation diagram is carried out to obtain the verification result, and the target operation diagram of the target operation stage is determined according to the verification result; after obtaining the target of the target operation stage After the graph is run, return to the step of determining the target running phase from the multiple running phases, so as to obtain the target running graph corresponding to each running phase.
  • Step 140 run the train in each operation stage according to the target operation diagram of each operation stage.
  • the target operation diagram of each operation stage is correct and feasible, thus, in each In the operation stage, the operation can be carried out according to the corresponding target operation diagram, so that the train can run around the clock.
  • the operation diagram is a technical document indicating the train's operation in the railway section and the arrival, departure or passing time at the station. Time and other information control the operation of the train to realize the all-weather operation of the train.
  • the all-weather operation method of the train provided in the embodiment of the present application divides the running time of the whole day into multiple operation stages, solves the target operation diagram corresponding to each operation stage according to the objective function, and runs according to the target operation diagram corresponding to each operation stage.
  • the target operation diagram there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance.
  • the objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.
  • FIG. 4 another embodiment of the present application provides a kind of train all-weather running method, on the basis of foregoing embodiment, emphatically describes the process of solving the objective function, obtains the operation diagram of each operation phase, and concrete this method can be Include the following steps.
  • Step 210 divide the running time of the whole day into multiple running phases.
  • step 220 the number of trains expected to depart in each operation phase and the set of routes used by each train are obtained.
  • step 210 and step 220 reference may be made to corresponding parts of the foregoing embodiments, and details are not repeated here.
  • Step 230 determining a target operating phase from the plurality of operating phases, where the target operating phase has no corresponding target operating graph and has the earliest time sequence.
  • the target running phase can be determined from the multiple running phases.
  • the target stage is an operation stage that has no corresponding target operation diagram and has the earliest time sequence. There is no corresponding phase of the target operation diagram, therefore, phase 1 can be confirmed as the target operation phase from the four phases. If the target operation diagram of stage 1 is obtained through calculation, stage 2 is determined as the target stage from stage 2, stage 3, and stage 4.
  • Step 240 according to the number of trains in the target operation stage and the set of routes, solve the objective function under the constraints of train operation, train passing routes and sequence of train routes to obtain the initial operation graph of the target operation stage.
  • the objective function can be solved to obtain the initial operation diagram of the target operation stage under multiple constraint conditions.
  • the objective function is:
  • Z represents the total running time of the train; Indicates the end time of train r using route b; Indicates the start time of train r using route b.
  • the multiple constraint conditions include train operation constraints, train route constraints, and train sequence constraints. Each constraint is detailed below.
  • Train operation constraints are mainly constraints on the start time of the train on the route, the end time on the route, and the stop time of the train at the station. Including the relationship constraints between the start time of the train on the route and whether the train uses the route; the relationship constraints between the end time of the train on the route and whether the train uses the route; The relationship constraint of the start time of the route; the stop time constraint of the train at the station.
  • the relationship constraints between the end time of the train on the route and the start time of the train on the route include constraints (3) to (10).
  • Constraint (3) indicates that the traveling time of train r on route b should be the traveling time t r,l of track l included in the route. It should be noted that when the train r leaves the station at the starting station, it needs to have a certain stop time, so the situation is excluded. At the same time, the line where the maintenance task is set may run at reduced speed, which needs to be considered separately.
  • Constraint (4) is similar to constraint (3), it is the relationship constraint between the end time and start time of route b affected by the set maintenance task of train r, if it is in the maintenance phase (including up maintenance phase or downlink maintenance stage), the running time needs to be multiplied by a given coefficient to reduce the running speed to ensure the safety of adjacent line maintenance.
  • B r represents the route set used by train r; Indicates the end time of train r using route b; Indicates the start time of train r using route b;
  • x r, b is expressed as a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;
  • t r, l means train r is on track
  • the running time obtained with the maximum running speed on l, the running time is an integer; stop r, s represents the actual stop time of train r at station s; Indicates the starting point of train r;
  • N boundary indicates the set of dividing points.
  • Constraint (5) is the travel time constraint of train r leaving the station, and the actual stop time of train r at the station where station n is located, and the calculation of the running time of the train starting at the demarcation point is excluded.
  • Constraint (6) means that the travel time of train r route b is the travel time of the track included in the route, excluding the last track (on the arrival and departure line) travel time. This case also includes the case where the starting node of the train is the demarcation point and enters the station.
  • B r represents the set of routes used by train r; Indicates the start time of train r using route b; Indicates that the train r is at the starting point The latest possible departure time.
  • Constraint (7) means that train r is at the starting node Earliest possible departure time.
  • B r represents the set of routes used by train r; Indicates the start time of train r using route b; Indicates that the train r is at the starting point earliest possible departure time.
  • Constraint (8) means that train r is at the starting node Latest possible departure time.
  • N r indicates the set of nodes that train r may pass through, except the starting point and end point of the train, N siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes, N main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes, Indicates the set of special nodes that train r may pass through, Indicates the starting point of train r; Indicates the end point of train r.
  • Constraint (9) only analyzes the time continuation relationship between the route that does not need to be unlocked in advance and the next route. That is to say, between the adjacent routes of train r on its possible path node n, the start time of the next route b ⁇ is equal to the end time of the previous route b.
  • N s represents the node combination of station s
  • N siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes
  • N main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes
  • B r represents the set of routes used by train r
  • stop r, s indicates the actual stop time of train r at station s
  • x r, b' is expressed as a 0-1 variable, 1 indicates that train r uses route b', 0 means train r does not use route b′
  • c b' represents the set of track groups contained in route b'
  • the end time of the route will be advanced.
  • the route will be unlocked in advance, so the running time of the last track of the route and the stop time at the station where the connection point is located need to be added to the time continuation relationship between the route and its next route.
  • the stop time constraints of the train at the station include constraint (11) and constraint (12).
  • stop r s represents the actual stop time of train r at station s
  • dwell r s represents the planned stop time of train r at station s
  • S r represents the set of stations that train r may pass through, except the start and end stations ;
  • S represents the set of stations, indexed by s, that is, s ⁇ S.
  • Constraint (11) is the basic stop time requirement of train r at station s.
  • stop r, s represents the actual stop time of train r at station s;
  • x r, b represents a 0-1 variable, 1 represents that train r uses route b, 0 represents that train r does not use route b;
  • M represents A very large constant;
  • N main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes;
  • B r represents the set of routes used by train r; Indicates the set of incoming routes at node n;
  • s n indicates the station s where node n is located;
  • S r indicates the set of stations that train r may pass through, except for the start and end stations; represents the starting station of train r, Indicates the terminal station of train r.
  • the stop time is 0; when the train r passes the station on the side line, there is a stop time.
  • the train-passing route constraints include constraints on the number of train-traveling routes, so as to ensure that the train selects a unique route. Specifically, constraints (13)-(16) are included.
  • B r represents the route set used by train r
  • x r, b is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b
  • R indicates the set of trains.
  • B r represents the set of routes used by train r;
  • x r, b is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b;
  • R indicates the set of trains.
  • B r represents the route set used by train r
  • x r, b is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b
  • Indicates the set of incoming routes at node n Indicates the starting point of the train r; Indicates the end point of train r; R indicates the set of trains.
  • N s represents the node combination of station s
  • N siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes
  • N main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes
  • B r represents the route set used by train r
  • x r, b' is expressed as a 0-1 variable, 1 means that train r uses route b ⁇ , and 0 means that train r does not use Route b ⁇
  • S r represents the set of stations that train r may pass through, except the start and end stations
  • R represents the set of trains.
  • constraint (13) means that the train r is at the initial node There is and only one route is selected; constraint (14) means that train r arrives at node There is and only one route is selected; constraint (15) means that when train r passes through node n, the number of inflow routes is equal to the number of outflow routes; constraint (16) means that when train r passes through station s, the total number of inbound routes is only Can be 1.
  • the sequence constraints of the route include the sequence constraints of the trains passing through and out of the station, the sequence constraints of the trains entering the station, and the sequence constraints of the different initial positions of the trains at the station.
  • the sequence constraints of trains passing through and out of the station include constraints (17)-(21); the sequence constraints of trains entering the station include (22)-(23); the trains at different initial positions at the station Order constraints include constraints (24)-(27).
  • x r', b' is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; M is a very large constant; x r, b means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r' using route b'; Indicates the end time of train r using route b; ⁇ r, b, r', b' represent 0-1 variables, and 1 means that the time when train r uses route b is before the time when train r' uses route b' , that is, it indicates the order of the trains on the conflicting route, otherwise it is 0; N siding indicates the set of side line nodes with signals in the station, that is, the nodes connected between the routes, N main represents the set of main line nodes with signal machines in the station, that is, the nodes connected
  • Constraint (17) means that when train r and r' use conflicting routes b and b', the start time of train r' route is later than the end time of train r route.
  • the relationship between routes b and b′ is as follows: (1) they are both inbound routes, but their final nodes are different; (2) they are both outbound routes, but their starting nodes are different; (3) ) One route is an outbound route, and the other route is an inbound route. The start node of the outbound route is different from the end node of the inbound route.
  • x r', b' is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; M is a very large constant; x r, b means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r using route b; Indicates the end time of train r' using route b'; ⁇ r, b, r', b' represent 0-1 variables, and 1 means that the time when train r uses route b is the time when train r' uses route b' Before the time, that is to say, it indicates the order of the trains on the conflicting route, and it is 0, otherwise; N siding indicates the set of side line nodes with signal machines in the station, which is the node connected between the routes, N main represents the set of main line nodes with signal machines in the station, that is, the
  • Constraint (18) means that when trains r and r' use conflicting outbound routes b and b', the start time of train r's route is later than the end time of train r' route.
  • the relationship between routes b and b′ is as follows: (1) they are both inbound routes, but their final nodes are different; (2) they are both outbound routes, but their starting nodes are different; (3) ) One route is an outbound route, and the other route is an inbound route. The start node of the outbound route is different from the end node of the inbound route.
  • x r', b is expressed as a 0-1 variable, 1 means that train r' uses route b, 0 means that train r' does not use route b; x r, b is expressed as a 0-1 variable, 1 means that train r Use route b, 0 means train r does not use route b; Indicates the start time of train r′ using route b; Indicates the end time of train r using route b; M represents a very large constant; ⁇ r, b, r', b' represent 0-1 variables, and 1 means that the time when train r uses route b is used in train r' Before the time of route b′, that is to say, it indicates the order of the trains on the conflicting route, if it is 0, otherwise; B r represents the route set used by train r; B r′ represents the route set used by train r’.
  • Constraint (19) means that when train r and r' use the same route, the start time of train r' route is later than the end time of train r route.
  • x r', b is expressed as a 0-1 variable, 1 means that train r' uses route b, and 0 means that train r' does not use route b; x r, b is expressed as a 0-1 variable, 1 means that train r Use route b, 0 means train r does not use route b; Indicates the start time of train r using route b; Indicates the end time of train r' using route b; M represents a very large constant; ⁇ r, b, r', b' represent 0-1 variables, and 1 means that the time when train r uses route b is within train r' Before the time when route b' is used, that is, it indicates the sequence of the trains on the conflicting route, and it is 0, otherwise; B r represents the route set used by train r; B r' represents the route set used by train r'.
  • Constraint (20) means that when train r and r' use the same route, the start time of train r' route is later than the end time of train r' route.
  • ⁇ r, b, r′, b′ represent 0-1 variables, and 1 means that the time when train r uses route b is before the time when train r uses route b′, which means that the train is on the conflicting route If it is 0, otherwise; ⁇ r,b',r',b' represent 0-1 variables, and if it is 1, it means that the time when train r uses route b' is before the time when train r' uses route b', That is to say, it indicates the sequence of the trains on the conflicting route, if it is 0, otherwise.
  • Constraint (21) means that when trains r and r' use conflicting outbound routes b and b', the route will be changed to an interval route, and the sequence of trains will not change.
  • M is a very large constant; x r', b' is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x r, b means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r' using route b'; Indicates the end time of train r using route b; stop r, s indicates the actual stop time of train r at station s; Indicates the running time of train r at the maximum running speed on route b; c b represents the set of track groups contained in route b; ⁇ r, b, r', b' represent 0-1 variables, and 1 means The time when train r uses route b is before the time when train r' uses route b', that is to say, it indicates the sequence of trains on the conflicting route, and vice
  • Constraint (22) means that when trains r and r' use conflicting routes b and b', and the end nodes of routes b and b' are the same, the start time of train r' route is later than the end time of train r route Add the train stop time and the last track running time.
  • M is a very large constant; x r', b' is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x r, b means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r using route b; Indicates the end time of train r' using route b'; stop r', s indicates the actual stop time of train r' at station s; Indicates the running time of train r' at the maximum running speed on route b'; c b' represents the set of track groups contained in route b'; ⁇ r, b, r', b' represent 0-1 variables , is 1, which means that the time when train r uses route b is before the time when train r' uses route b', that is, it indicates the sequence of trains on
  • Constraint (23) means that when trains r and r' use conflicting routes b and b', and the end nodes of routes b and b' are the same, the start time of train r's route is later than the end time of train r' route Add the train stop time and the last track running time.
  • M is a very large constant; x r', b' are expressed as 0-1 variables, 1 means that train r' uses route b', and 0 means that train r' does not use route b'; Indicates the start time of train r' using route b'; Indicates the end time of train r using route b; Indicates the outflow route set at node n; B r represents the route set used by train r; stop r, s represents the actual stop time of train r at station s; Indicates the starting station of train r; B r'indicates the set of routes used by train r'; Indicates the set of incoming routes at node n; Indicates the starting point of the train r; Indicates the set of special nodes that train r may pass through, Indicates the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters
  • Constraint (24) means that when the train r is at the initial node And this node departs from the place where the exit signal is located, train r uses the exit route b, and train r′ uses the inbound route b’ that conflicts with b, the start time of the train r’ route is later than that of the train r route Start time plus train stop time.
  • M is a very large constant; x r', b' are expressed as 0-1 variables, 1 means that train r' uses route b', and 0 means that train r' does not use route b'; Indicates the start time of train r' using route b'; Indicates the set of outgoing routes at node n; B r represents the set of routes used by train r; Indicates the end time of train r using route b; Indicates the starting station of train r; B r'indicates the set of routes used by train r'; Indicates the set of incoming routes at node n; Indicates the starting point of the train r; Indicates the set of special nodes that train r may pass through, Indicates the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary.
  • Constraint (25) means that when the train r is at the initial node And this node is not where the outbound signal is located, but the node behind the outbound signal departs, train r uses the outbound route b, and train r' uses the inbound route b' that conflicts with b, train r'
  • the route start time is later than the train r route end time.
  • M is a very large constant; x r', b' is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x r, b means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r' using route b'; Indicates the end time of train r using route b; s n indicates the station s where node n is located; Represents the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary; B r represents the route set used by train r ; Indicates the set of outgoing routes at node n; B r' represents the set of routes used by train r'; Indicates the starting point of the train r.
  • Constraint (26) means that when the train r is at the initial node And when the node is the boundary point between the station and the section, train r uses the approach b, and train r' uses the approach b that conflicts with b, the start time of the train r' is later than the end of the train r time.
  • M is a very large constant; x r', b is expressed as a 0-1 variable, 1 means that train r' uses route b, and 0 means that train r' does not use route b; x r, b is expressed as 0- 1 variable, 1 means train r uses route b, 0 means train r does not use route b; Indicates the start time of train r′ using route b; Indicates the end time of train r using route b; stop r, s indicates the actual stop time of train r at station s; s n indicates the station s where node n is located; Represents the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary; B r represents the route set used by train r ; B r' represents the route set used by train r'; Indicates the set of outgoing routes at node
  • Constraint (27) means that when the train r is at the initial node, and the node is the boundary point between the station and the section, the train r uses the inbound route b, and when the train r' also uses the inbound route b', the train r' route The start time is later than the end time of the train r route plus the stop time.
  • Step 250 Perform feasibility verification on the initial operation diagram, obtain a verification result, and determine a target operation diagram for the target operation phase according to the verification result.
  • an initial operation diagram of the target operation phase can be obtained.
  • the feasibility verification of the initial operation diagram can be performed to obtain a verification result.
  • FIG. 5 shows a schematic diagram of possible situations in the initial operation diagram. Since the objective function does not limit the arrival time of the train, there will be a situation where the train operation line spans two stages, resulting in the possibility of errors in the operation diagram.
  • the operation diagram is divided into the pre-maintenance stage and the uplink maintenance stage by dotted lines. An uplink train starts at the pre-maintenance stage. If there is no conflict, the operation diagram is correct and feasible; but in 5(b), the operation time of the train in the maintenance section conflicts with the maintenance time, and the operation diagram is infeasible.
  • the verification result includes conflict or non-conflict. If the verification result is a conflict, it indicates that there is an error in the initial operation diagram, then re-solve the objective function to obtain the initial operation diagram of the target operation phase, until the verification result of the initial operation diagram is no conflict, the described The target operation graph of the target operation phase; if the verification result is no conflict, it can be determined that the initial operation graph is the target operation graph of the target operation phase.
  • Step 260 after obtaining the target operation graph of the target operation stage, return to the step of determining the target operation stage from the plurality of operation stages, so as to obtain the target operation graph corresponding to each operation stage.
  • the execution may return to step 230, that is, continue to determine the target operation stage from multiple operation stages, and solve the target operation graph for the determined target operation stage.
  • the four operating stages are sequenced according to the time sequence: stage 1, stage 2, stage 3, and stage 4.
  • the first determined target operating stage is stage 1.
  • stage 1 After obtaining the target operation diagram of stage 1, it is determined that there is no The corresponding target operation diagram, and the earliest operation stage of the time sequence is the target operation stage, that is, stage 2 is the new target operation stage.
  • stage 3 is the target operation stage.
  • Step 270 run the train in each operation stage according to the target operation diagram of each operation stage.
  • step 270 reference may be made to corresponding parts of the foregoing embodiments, and details are not repeated here.
  • the all-weather train operation method solves the objective function under the constraints of train operation constraints, train route constraints and train route sequence constraints, and can obtain the initial operation diagram of the target operation stage, ensuring that the obtained initial operation diagram does not There will be train operation and sequence conflicts, and the feasibility verification of the initial operation diagram is carried out to ensure that in the target operation diagram of each operation stage, there will be no conflict between the operation time and maintenance time in the maintenance section, and it can be guaranteed that each operation
  • the target operation chart of the stage can realize the all-weather operation of the train.
  • the all-weather operation method of the train will be described below with a specific example.
  • the subway line is R1, and there are 7 stations on the whole line.
  • the 7 stations there are 4 stations with double-crossing lines and cross-crossing lines, which are respectively station 1, station 2, and station 3. and station 7.
  • the train goes from the maintenance section to the non-maintenance section, and enters the maintenance section from the maintenance section. If the original line belongs to the planned maintenance line, then it needs to be transferred via a crossover. , so the division of the maintenance section requires that the stations at both ends must be stations equipped with crossovers. Therefore, the whole line can be divided into three maintenance sections, which are station 1-station 7, station 1-station 2, and station 2-station 3.
  • trains can be guaranteed to run normally during the day.
  • the nighttime running time is used as the all-day running time, and the all-day running time is divided into two running periods, which are the early stage and the late stage. There are 10 night trains in the early stage and 20 night trains in the late stage.
  • the early stage is taken as the target operation stage, and the route set passed by the 10 trains in the early stage is obtained.
  • the objective function is to obtain an initial operation diagram in the early stage, and obtain a target operation diagram when it is determined that the operation time of the maintenance section in the initial operation diagram does not conflict with the maintenance time.
  • the train operation can be performed according to the target operation diagram. Since the all-day running time here is nighttime running time, normal running at night can be realized, and the driving plan during the day remains unchanged, that is, round-the-clock running of the train can be realized.
  • the embodiment of the present application provides an all-weather train operation device 300 , the train all-weather operation device 300 includes a division module 310 , an acquisition module 320 , a calculation module 330 and an operation module 340 .
  • the division module 310 is used to divide the running time of the whole day into multiple operation stages; the acquisition module 320 is used to obtain the number of trains expected to depart in each operation stage, and the set of routes used by each train; The calculation module 330 is used to solve the objective function according to the number of trains in each operation stage and the set of routes to obtain the target operation diagram of each operation stage.
  • the objective function indicates that the total running time of the train is the minimum, and the In the operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section; the operation module 340 is used to operate in each operation stage according to the target operation diagram of each operation stage.
  • the calculation module 320 is also used to determine the target operation stage from the plurality of operation stages, the target operation stage is the operation stage that has no corresponding target operation diagram and has the earliest time sequence; Quantity and route set, solving the objective function under the constraints of train operation constraints, train route constraints and train route sequence constraints, to obtain the initial operation diagram of the target operation stage; and verify the feasibility of the initial operation diagram , obtain the verification result, and determine the target operation diagram of the target operation phase according to the verification result; after obtaining the target operation diagram of the target operation phase, return to the execution of determining the target operation phase from the multiple operation phases Steps to obtain the target operation diagram corresponding to each operation stage.
  • the calculation module 320 is also used to determine whether there is a conflict between the running time of the maintenance section and the maintenance time in the initial operation diagram; if the verification result is a conflict, re-solve the objective function to obtain the initial operation diagram , until the verification result is no conflict, the target operation graph of the target operation phase is obtained; when the verification result is no conflict, the initial operation graph is determined to be the target operation graph of the target operation phase.
  • Z represents the total running time of the train; Indicates the end time of train r using route b; Indicates the start time of train r using route b.
  • the train operation constraints include: the relationship constraint between the start time of the train on the route and whether the train uses the route; the relationship constraint between the end time of the train on the route and whether the train uses the route; The relationship constraint between the end time of the route and the start time of the train on the route; the stop time constraint of the train at the station.
  • the train route constraint includes: a constraint on the number of train route routes.
  • route sequence constraints include: sequence constraints of trains passing through routes and outbound routes; sequence constraints of trains on incoming routes; sequence constraints of trains at different initial positions at the station.
  • the all-weather train operation device provided by the embodiment of the present application divides the all-day running time into multiple operation stages, solves the target operation diagram corresponding to each operation stage according to the objective function, and operates according to the target operation diagram corresponding to each operation stage.
  • the target operation diagram there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance.
  • the objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.
  • the embodiment of the present application provides a structural block diagram of an electronic device
  • the electronic device 400 includes a processor 410, a memory 420 and one or more application programs, wherein the one or more application programs are stored in
  • the memory 420 is configured to be executed by the one or more processors 410, and the one or more programs are configured to execute the above-mentioned all-weather train operation method.
  • the electronic device 400 may be a terminal device capable of running application programs, such as a smart phone and a tablet computer, or may be a server.
  • the electronic device 400 in this application may include one or more of the following components: a processor 410, a memory 420, and one or more application programs, wherein one or more application programs may be stored in the memory 420 and configured to be used by One or more processors 410 are executed, and one or more programs are configured to execute the methods described in the foregoing method embodiments.
  • Processor 410 may include one or more processing cores.
  • the processor 410 uses various interfaces and lines to connect various parts in the entire electronic device 400, and executes or executes by running or executing instructions, programs, code sets or instruction sets stored in the memory 420, and calling data stored in the memory 420.
  • the processor 410 may adopt at least one of Digital Signal Processing (Digital Signal Processing, DSP), Field-Programmable Gate Array (Field-Programmable Gate Array, FPGA), and Programmable Logic Array (Programmable Logic Array, PLA). implemented in the form of hardware.
  • DSP Digital Signal Processing
  • FPGA Field-Programmable Gate Array
  • PLA Programmable Logic Array
  • the processor 410 may integrate one or a combination of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), a modem, and the like.
  • CPU Central Processing Unit
  • GPU Graphics Processing Unit
  • the CPU mainly handles the operating system, user interface and application programs, etc.
  • the GPU is used to render and draw the displayed content
  • the modem is used to handle wireless communication. It can be understood that, the above-mentioned modem may not be integrated into the processor 410, but may be realized by a communication chip alone.
  • the memory 420 may include random access memory (Random Access Memory, RAM), and may also include read-only memory (Read-Only Memory). Memory 420 may be used to store instructions, programs, codes, sets of codes, or sets of instructions.
  • the memory 420 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system and instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.) , instructions for implementing the following method embodiments, and the like.
  • the storage data area can also store data created by the electronic device 400 during use (such as phonebook, audio and video data, chat record data) and the like.
  • the electronic device provided in the embodiment of the present application divides the operating time of the whole day into multiple operating stages, solves the target operating graph corresponding to each operating stage according to the objective function, and operates according to the target operating graph corresponding to each operating stage.
  • the target operation diagram there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance.
  • the objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.
  • the embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.
  • computer-usable storage media including but not limited to disk storage, CD-ROM, optical storage, etc.
  • These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions
  • the device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Train Traffic Observation, Control, And Security (AREA)

Abstract

L'invention concerne un procédé d'exploitation de train toute la journée. Le procédé comprend les étapes consistant à : diviser un temps d'exploitation de toute une journée en une pluralité d'étapes d'exploitation (110, 210); acquérir le nombre de trains dont on s'attend à ce qu'ils partent dans chaque étape d'exploitation, et un ensemble de trajets de déplacement utilisés par chaque train (120, 220); résoudre une fonction d'objectif selon le nombre de trains dans chaque étape d'exploitation, et l'ensemble de trajets de déplacement, de manière à obtenir un diagramme d'exploitation cible de chaque étape d'exploitation, la fonction d'objectif représentant que le temps d'exploitation total du train est le minimum, et dans le diagramme d'exploitation cible, le temps d'exploitation du train dans une section d'entretien n'entrant pas en conflit avec le temps de maintenance dans la section de maintenance (130); et effectuer une exploitation dans chaque étape d'exploitation selon le diagramme d'exploitation cible de chaque étape d'exploitation (140, 270). Dans un schéma d'exploitation cible, le temps d'exploitation et le temps de maintenance d'un train dans une section de maintenance n'entrent pas en conflit l'un avec l'autre, de sorte qu'il est possible de garantir que le train n'est pas interrompu en raison de la maintenance; une fonction d'objectif représente que le temps d'exploitation total du train est le minimum; et la capacité de transport d'une ligne peut être améliorée, réalisant ainsi l'exploitation du train toute la journée.
PCT/CN2021/141720 2021-09-07 2021-12-27 Procédé et appareil d'exploitation de train toute la journée, dispositif électronique et support de stockage WO2023035496A1 (fr)

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