Method for calculating trafficability of train in entrance and exit areas of urban rail transit vehicle base

Abstract

The invention provides a method for calculating the trafficability of trains at the entrance and exit areas of an urban rail transit vehicle base. The method comprises the following steps: S1, file processing; s2, parameter configuration; s3, throat area operation route identification; s4, train receiving and dispatching sequence optimization and trafficability analysis; s5, generating a trafficability analysis report; according to the method, the functions of automatic design file processing and analysis, intelligent detection and correction of drawing errors, accurate evaluation of the throat area passing ability and comprehensive passing ability analysis report generation are achieved, the automation degree of design file processing is remarkably improved, the requirement for manual operation is reduced, the processing and analysis efficiency is also improved, and the method is suitable for popularization and application. The limitation of the prior art in the aspects of route conflict processing and train receiving and dispatching sequence optimization is effectively overcome, the operation capacity of the throat area of the vehicle base is remarkably improved, and powerful technical support is provided for continuous optimization and upgrading of a rail transit system.

Description

Technical Field

[0001] The present invention relates to the field of transportation technology, and in particular to a method for calculating the train throughput capacity of an entrance and exit area of ​​an urban rail transit vehicle base. Background Art

[0002] In the urban rail transit system, the vehicle base is not only a parking, maintenance and dispatching center for trains, but also the design and throughput capacity of its throat area are directly related to whether the trains can enter and exit the vehicle base smoothly and efficiently, thus affecting the operational efficiency and service quality of the entire rail transit network. However, the current design and throughput capacity assessment of the vehicle base throat area mostly rely on empirical estimation and simplified simulation analysis. Traditional methods usually lack sufficient accuracy when calculating the impact of complex track layout, signal layout and train reception and dispatching schemes on throughput capacity. These limitations not only reduce the efficiency of evaluation and design, but also lead to large errors between the evaluation results and the actual operating results, and fail to give full play to the role of the vehicle base in the urban rail transit system.

[0003] In addition, the existing technology has limitations in the recognition and processing of design files. For example, it is impossible to automatically identify key information in CAD design files and automatically correct common drawing errors. This further increases the difficulty and time cost of design and evaluation, and limits the room for improvement in the capacity of the vehicle base throat area. Especially in the rapidly developing field of urban rail transit, improving design and operational efficiency is crucial to meeting the growing demand for public transportation.

[0004] In view of this, developing an efficient and accurate method for calculating the vehicle base throat area throughput capacity, especially a method that can be seamlessly integrated with existing CAD software and automatically executed, is of great significance for improving the scientificity and rationality of vehicle base design and evaluation and ensuring the efficient operation of urban rail transit systems. Summary of the invention

[0005] In view of the above problems, the present invention proposes a method for calculating the vehicle base throat area through-capacity based on CAD secondary development, aiming to solve the limitations of the prior art in evaluating the vehicle base throat area through-capacity. The present invention uses the .Net framework to perform secondary development on commonly used CAD software, and realizes the automatic reading, parsing and analysis of the vehicle base throat area design files, thereby providing a method for calculating and analyzing the vehicle base throat area through-capacity that is both fast and accurate.

[0006] The present invention is achieved through the following technical solutions:

[0007] A method for calculating the train throughput capacity of an entrance and exit area of ​​an urban rail transit vehicle base comprises the following steps:

[0008] S1. File processing: parsing the file, using a keyword matching and drawing specification detection algorithm to screen the layers and graphics elements in the file, remove irrelevant information, and detect drawing errors;

[0009] S2, parameter configuration; the parameters include traction force calculation parameters, train speed limit, route handling time, access line information;

[0010] S3, throat area operation route identification; set the starting and ending points of the route for sending and receiving vehicles, configure the signal position and route detection, and calculate the estimated value of the access capacity;

[0011] S4, Optimization of the order of sending and receiving vehicles and analysis of throughput capacity; using simulated annealing algorithm and cutting plane algorithm, optimize the order of sending and receiving vehicles to maximize the throughput capacity of the throat area;

[0012] S5, generate a capacity analysis, including route conflict detection results, turnout utilization, vehicle receiving and dispatching sequence, vehicle base throat area and access line capacity analysis results. Further preferably, the step S1 specifically includes the following steps:

[0013] S11, layer screening, using the layer screening function to analyze the layer structure of the design file, marking the layers according to the preset keywords and rules, screening out the layers directly related to the throat area capacity calculation, the directly related layers include track layout, signal machine, turnout, excluding non-critical layers, the non-critical layers include decoration, annotation, buildings, etc.;

[0014] S12, drawing error identification and correction, using a graphic recognition algorithm to identify drawing errors, including unclosed, overlapping or broken line segments, and marking, correcting or prompting the user to manually correct the drawing errors after identification;

[0015] S13, data reading and parsing, using the deep integration of Net framework and drawing software, using data reading and parsing functions to read and parse the design structure, including the geometric properties and relevance of graphic elements. Further preferably, in step S11,

[0016] It also includes detection of layer naming defects and missing layers;

[0017] It also includes signal error detection, which detects whether there are errors in the minimum spacing, design quantity, and associated logic of the signal arrangement;

[0018] Also included is turnout error detection, identifying improperly connected turns or incorrect straight and curve configurations.

[0019] Further preferably, the step S2 specifically comprises the following steps:

[0020] S21, parameter customization interface, providing default parameter options, or custom setting of key operating parameters, the key operating parameters including traction calculation parameters, operation time parameters, running speed parameters, route handling time and access line information, using a data input module, the data input module is used to input and view basic train parameters, and perform data verification;

[0021] S22, setting traction and braking force parameters, setting traction and braking force parameters for different vehicle models and different operating conditions, wherein the traction and braking force parameters include maximum acceleration, maximum braking deceleration, and traction-braking curve, wherein a traction and braking force parameter plug-in is used to provide parameter templates and historical data to assist parameter setting;

[0022] S23, parameter verification and real-time feedback. After completing the parameter setting, the parameter verification and real-time feedback plug-in will perform verification and provide real-time feedback and suggestions.

[0023] Further preferably, the step S3 specifically comprises the following steps:

[0024] S31, the definition of the starting and ending points of the route of the dispatching and receiving vehicles, through the interactive interface of the starting and ending points of the route of the dispatching and receiving vehicles function, define the running starting and ending points of the dispatching and receiving vehicles of the train;

[0025] S32, signal configuration and route optimization. According to the actual signal system configuration of the vehicle base, set the specific position and attributes of the signal in the signal configuration and route optimization function interface, or use the signal configuration and route optimization function to automatically complete the signal according to the signal configuration method and track circuit segmentation principle:

[0026] S33, access line capacity matching and adjustment, use the access line capacity matching and adjustment function to estimate the capacity of the throat area access line, combine the traction calculation parameters and operation parameter settings, and evaluate the access line sending and receiving vehicle capacity.

[0027] Further preferably, the optimization of the order of sending and receiving vehicles and the analysis of the throughput capacity in step S4 specifically include the following steps:

[0028] S41, the dispatching and receiving sequence optimization, combined with all feasible routes and related parameters, the dispatching and receiving sequence optimization function uses the simulated annealing algorithm and the cutting plane algorithm to determine the optimal dispatching and receiving sequence, optimize and minimize the overall route connection time, balance the frequency of turnout use and optimize the utilization rate of the signal machine. The related parameters are length and train running time.

[0029] S42, turnout utilization and conflict point analysis. The turnout utilization and conflict point analysis function combines the usage of each route at the turnout and signal, identifies the conflict points and bottleneck turnouts, performs statistical analysis, calculates the usage frequency of each turnout in a certain period of time, and obtains the train departure and reception sequence that maximizes the throat area's traffic capacity.

[0030] Further preferably, the step S4 also includes classification and labeling of drawing elements: according to the object attributes in the file, different drawing elements are classified and identified, and the drawing elements are labeled; the object attributes include line type, color and layer, the drawing elements include tracks, signals, and switches, and the labeled information includes element type, position, and related parameters.

[0031] Compared with the prior art, the present invention has the following beneficial effects:

[0032] The present invention uses the .Net framework to perform secondary development on commonly used CAD software, thereby realizing the automatic reading, parsing and analysis of the vehicle base throat area design files. Compared with the prior art, the present invention has the following obvious advantages:

[0033] Automated design file processing and analysis: By automatically loading CAD plug-ins to parse design files, the present invention significantly improves the automation of design file processing, reduces the need for manual operations, and improves the efficiency of processing and analysis. Intelligent detection and correction of drawing errors: The present invention can identify and correct drawing errors in CAD files, such as unconnected, overlapping or broken line segments, etc., improves the accuracy of design files, and provides a reliable basis for subsequent throat area passability analysis.

[0034] Accurate evaluation of throat area capacity: The present invention can intelligently identify feasible train dispatching and receiving routes based on the track layout and signal layout of the vehicle base, and distinguish the parallel and conflicting relationships between routes. Combining heuristic and precise algorithms, it optimizes the dispatching and receiving sequence and calculates the throat area capacity, effectively overcoming the limitations of the existing technology in route conflict processing and dispatching and receiving sequence optimization, and significantly improving the vehicle base operation capacity.

[0035] Comprehensive capacity analysis report generation: The present invention can automatically generate detailed capacity analysis reports, including route quantity and length assessment, turnout utilization analysis and capacity indicators, etc., providing comprehensive decision support information for vehicle base design and operation, and solving the shortcomings of existing technologies in vehicle base throat area capacity assessment.

[0036] After actual application and testing in a first-tier city subway vehicle base, the present invention has shown significant performance advantages in the vehicle base capacity calculation process. Compared with traditional methods, the present invention can complete the accurate evaluation of the design solution's capacity within a user-satisfactory time, which fully proves its significant benefits in improving design accuracy, reducing design time, and accurately evaluating the vehicle base capacity. At the same time, the four types of vehicle base throat area design error detection supported by the present invention can save manual review time and speed up the design decision-making process.

[0037] In the future, with the further development of intelligent algorithms and data processing technologies, this invention has the potential to integrate more advanced analytical functions, such as automatic design optimization based on artificial intelligence, and real-time data analysis, to further improve the design and operation efficiency of vehicle base throat areas. In addition, the flexibility and scalability of this plug-in enable it to adapt to the development trend and changing needs of future rail transit networks, providing strong technical support for the continuous optimization and upgrading of urban rail transit systems. BRIEF DESCRIPTION OF THE DRAWINGS

[0038] Figure 1 is a flow chart of the method of the present invention;

[0039] Figure 2 It is a drawing model problem checking operation interface in an embodiment of the present invention;

[0040] Figure 3 It is the signal machine parameter addition, deletion, query and modification operation interface in the embodiment of the present invention;

[0041] Figure 4 Schematic diagram of the tree data structure of the route for sending and receiving vehicles and the shortest route identification method in an embodiment of the present invention;

[0042] Figure 5 Schematic diagram of a method for determining parallel and conflicting relations between routes for sending and receiving vehicles in an embodiment of the present invention;

[0043] Figure 6 It is a schematic diagram of a method for optimizing the sequence of sending and receiving vehicles in the throat area of ​​a vehicle base in an embodiment of the present invention. DETAILED DESCRIPTION

[0044] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0045] Embodiment 1:

[0046] A method for calculating the train throughput capacity of an entrance and exit area of ​​an urban rail transit vehicle base comprises the following steps:

[0047] S1, file processing; parsing the file, using the algorithm of keyword matching and drawing specification detection to screen the layers and primitives in the file, remove irrelevant information, and detect drawing errors; the step S1 specifically includes the following steps:

[0048] S11, layer screening, using the layer screening plug-in to analyze the layer structure of the design file, preset keywords and rules, mark the layers, screen out the layers directly related to the throat area capacity calculation, the directly related layers include track layout, signal machine, turnout, exclude non-critical layers, the non-critical layers include decoration, annotation, building;

[0049] In the step S11,

[0050] It also includes detection of layer naming defects and missing layers;

[0051] It also includes signal error detection, which detects whether there are errors in the minimum spacing, design quantity, and associated logic of the signal arrangement;

[0052] Also included is turnout error detection, identifying improperly connected turns or incorrect straight and curve configurations.

[0053] S12, drawing error identification and correction, using a graphic recognition algorithm to identify drawing errors, including unclosed, overlapping or broken line segments, and marking, correcting or prompting the user to manually correct the drawing errors after identification;

[0054] S13, data reading and parsing, using the deep integration of Net framework and mapping software, using data reading and parsing plug-ins to read and parse the design structure, including the geometric properties and associations of graphic elements.

[0055] S2, parameter configuration; the parameters include traction force calculation parameters, train speed limit, route handling time, access line information; the step S2 specifically includes the following steps:

[0056] S21, parameter customization interface, providing default parameter options, or customizable key operating parameters, the key operating parameters including traction calculation parameters, operation time parameters, running speed parameters, route handling time and access line information, using a data input module, the data input module is used to input and view basic train parameters, and perform data verification;

[0057] S22, setting traction and braking force parameters, setting traction and braking force parameters for different vehicle models and different operating conditions, i.e., any vehicle model and its operating conditions, wherein the traction and braking force parameters include maximum acceleration, maximum braking deceleration, and traction braking curve, wherein a traction and braking force parameter plug-in is used to provide parameter templates and historical data to assist parameter setting;

[0058] S23, parameter verification and real-time feedback. After completing the parameter setting, the plug-in will perform parameter verification and provide real-time feedback and suggestions.

[0059] S3, throat area operation route identification; setting the starting and ending points of the route for sending and receiving vehicles, configuring the signal position and route detection, and calculating the estimated value of the access capacity; the step S3 specifically includes the following steps:

[0060] S31, the definition of the starting and ending points of the route of the dispatching and receiving vehicles, through the interactive interface of the starting and ending points of the route of the dispatching and receiving vehicles plug-in, define the running starting and ending points of the dispatching and receiving vehicles of the train;

[0061] S32, signal configuration and route optimization. According to the actual signal system configuration of the vehicle base, the specific location and attributes of the signal can be set in the signal configuration and route optimization plug-in interface, or the signal configuration and route optimization function can be used to automatically complete the signal according to the signal configuration method and track circuit segmentation principle:

[0062] S33, access line capacity matching and adjustment, use the access line capacity matching and adjustment function to estimate the capacity of the throat area access line, combine the traction calculation parameters and operation parameter settings, and evaluate the access line sending and receiving vehicle capacity.

[0063] S4, train dispatching and receiving sequence optimization and throughput capacity analysis; using simulated annealing algorithm and cutting plane algorithm to optimize the train dispatching and receiving sequence in the throat area; the step S4 also includes classification and labeling of drawing elements, using the classification and labeling function of drawing elements, classifying and identifying different drawing elements according to the object attributes in the file, and labeling the drawing elements, wherein the object attributes include line type, color and layer, the drawing elements include tracks, signals, and switches, and the labeled information includes element type, position, and related parameters.

[0064] The step S4 in which the order optimization of sending and receiving vehicles and the analysis of throughput capacity specifically includes the following steps:

[0065] S41. Optimization of the sequence of sending and receiving trains; combining all feasible routes and related parameters, using simulated annealing algorithm and cutting plane algorithm to determine the optimal sequence of sending and receiving trains, minimize the overall route connection time, balance the frequency of turnout use and optimize the utilization rate of signal machines, the related parameters being the length of the train route and the train running time.

[0066] S42, turnout utilization and conflict point analysis: Combine the usage of each route at the turnouts and signals to identify conflict points and bottleneck turnouts, calculate the usage frequency of each turnout through statistical methods, and optimize the train receiving and sending sequence in the throat area to improve traffic capacity.

[0067] S5. Generate capacity analysis, including route conflict detection results, turnout utilization, vehicle receiving and dispatching sequence, vehicle base throat area and access line capacity analysis results.

[0068] Embodiment 2:

[0069] The present invention provides a method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base. The method flow chart is as follows: Figure 1 As shown, the following steps are included:

[0070] S1. File processing: parsing the file, using a keyword matching algorithm to filter the layers in the file, removing irrelevant information, and detecting drawing errors;

[0071] S2, parameter configuration; the parameters include traction force calculation parameters, train speed limit, route handling time, access line information;

[0072] S3, throat area operation route identification; set the starting and ending points of the route for sending and receiving vehicles, configure the signal position and route detection, and calculate the estimated capacity of the entry and exit lines;

[0073] S4, train dispatching and receiving sequence optimization and capacity analysis; using simulated annealing algorithm and cutting plane algorithm, obtain the train dispatching and receiving sequence plan that maximizes the throat area capacity;

[0074] S5. Generate capacity analysis, including route conflict detection results, turnout utilization, vehicle receiving and dispatching sequence, vehicle base throat area and access line capacity analysis results.

[0075] In the file processing step of this embodiment, the plug-in will be automatically loaded when the AutoCAD software is started, and a toolbar (Ribbon interface) will be generated in the AutoCAD software interface to provide a user interaction interface. Users can set parameters, perform calculations and output results through this interface. By reading the configuration file, the plug-in initialization includes train data loading, default parameter settings and CAD layer preparation. When the user opens the vehicle base CAD design drawing in AutoCAD, the plug-in will read the CAD layer information and filter out the layers related to the throat area design. The specific process of screening is as follows: S11, layer screening, use the layer screening function to analyze the layer structure of the design file, identify the layers according to preset keywords and rules, and filter out the layers directly related to the throat area passing capacity calculation. The directly related layers include track layout, signal machines, and switches. Non-critical layers are excluded. The non-critical layers include decorations, annotations, buildings, etc.;

[0076] The layer screening step also includes detecting layer naming defects and layer missing; it also includes signal error detection, detecting whether there are minimum spacing, design quantity, and associated logic errors in the signal layout; it also includes turnout error detection, identifying improper turnout connections or incorrect straight and curve configurations.

[0077] The plug-in identifies the location of track lines, signals and switches and their relationships based on the basic parameters of the elements in the CAD layer (coordinates, angles, lengths). Using built-in drawing design rules and corresponding recognition algorithms, the plug-in can detect potential design errors or non-standard layouts, such as improper track crossing angles, unreasonable signal positions, etc., and make corrections or propose correction suggestions to ensure the accuracy of subsequent analysis and the reliability of design. Figure 2 As shown, the drawing model problem checking operation interface in the embodiment of the present invention provides drawing problem prompts for user reference.

[0078] S12, drawing error identification and correction, identifying drawing errors through a graphic error recognition algorithm, including unclosed, overlapping or broken line segments, and correcting the drawing errors after identification or prompting the user to manually correct them;

[0079] S13, data reading and parsing, using the deep integration of Net framework and mapping software, using data reading and parsing plug-ins to read and parse the design structure, including the geometric properties and associations of graphic elements.

[0080] The location and relationship of track lines, signals and switches are identified through the application of design rules and algorithms, as well as correction and suggestion generation mechanisms. The design rules are: The plug-in configures the vehicle base layout design rules according to the urban rail transit vehicle base design specifications. Such rules include but are not limited to the legal range of track crossing angles, the minimum safe distance between the signal and the nearest switch, and the logical consistency of the switch layout.

[0081] The algorithm is described as follows: Using a rule-based logic verification algorithm, the plug-in automatically scans each primitive in the CAD design to match the above design rules. The algorithm uses geometric and topological analysis to identify design elements that do not meet the design specifications, such as illegal track crossing angles or signals and switches that are too close together.

[0082] The correction and suggestion generation mechanism includes automatic correction and correction suggestions. For some common and predefined error types, such as unclosed tracks or slight deviations in the intersection angle of tracks, the plug-in will automatically apply correction algorithms to adjust the position or properties of graphic elements. For example, if the intersection angle of two tracks slightly does not meet the specified angle, the plug-in will automatically rotate the tracks to meet the requirements.

[0083] For complex problems or problems that require designer review, such as unreasonable signal locations or switch configuration logic errors, the plug-in will mark the problem locations and generate detailed correction suggestions. These suggestions will be displayed in the user interface as pop-ups or reports, detailing the cause of the problem and possible solutions for designers to manually correct.

[0084] Figure 2 The GUI interface of drawing error detection is shown. There is an operation panel at the bottom of the interface, where users can choose to mark drawing errors or delete annotations. The sidebar lists all detected problems and the corrective actions or suggestions recommended by the plug-in. Error annotations and warnings are highlighted in different colors on the CAD drawing interface. For example, illegal track crossings are marked in red, and the signal positions to be confirmed are marked in yellow.

[0085] Users can set key operating parameters such as train operation parameters, operation processing time, and access information through the GUI interface provided by the plug-in. The plug-in supports user-defined parameter settings and provides default parameter recommendations to meet different vehicle base design requirements. The specific steps are as follows:

[0086] S2. Parameter configuration; the parameters include traction force calculation parameters, train speed limit, route processing time and entry and exit line information.

[0087] S21. Parameter customization interface, providing default parameter line selection, allowing users to customize key operating parameters, including but not limited to traction calculation parameters, operation time parameters, operating speed parameters, route handling time and access line information. Using the data input module, users can input or view basic parameters of the train, traction curve and braking force curve and other data through the graphical user interface (GUI), and perform data verification. The module is designed with a data verification function to ensure that the input data conforms to the preset format and range, and improve the accuracy and applicability of the data. S22. Traction and braking force parameter setting, setting traction and braking force parameters for different models and different operating conditions, the traction and braking force parameters include maximum acceleration, maximum braking deceleration, and traction braking curve. Among them, the traction and braking force parameter function is used to provide parameter templates and historical data to assist parameter setting; once the data is entered, the algorithm built into the plug-in will automatically calculate the relevant operating dynamics characteristics, support dynamic input, and when the user changes the parameters, the relevant results will be updated and feedback will be provided in real time. S23. Parameter verification and real-time feedback, after completing the parameter setting, the parameter verification and real-time feedback plug-in will perform verification and provide real-time feedback and suggestions. The plug-in implements the train data file reading function through a text reading algorithm. The specific implementation is as follows: the algorithm first performs a lexical analysis on the text data, and uses predefined keywords and format recognition algorithms (for example, traction calculation parameters are composed of multiple 3-digit numbers separated by commas) to identify and extract key train operation parameters in the file, such as speed limit, traction and braking force data.

[0088] In addition, the plug-in is also equipped with a parameter verification and error prevention mechanism, which uses an algorithm to verify the traction and braking parameters set by the user in real time. By comparing the consistency of parameter values ​​with theoretical models and actual operating data, the plug-in can detect numerical anomalies or configuration errors. If the parameter setting does not meet the operating standards or exceeds the preset range, the plug-in will warn the user through the graphical user interface and make specific corrective suggestions to ensure that all parameters meet the requirements of operational safety and efficiency. S3, identification of throat area operating routes; setting the starting and ending points of the sending and receiving vehicle routes, configuring the signal position and route detection, and calculating the capacity estimate of the entry line; the step S3 specifically includes the following steps:

[0089] S31, the definition of the starting and ending points of the route of the dispatching and receiving vehicles, through the interactive interface of the starting and ending points of the route of the dispatching and receiving vehicles function, define the running starting and ending points of the dispatching and receiving vehicles of the train;

[0090] S32, signal configuration and route optimization, according to the actual signal system configuration of the vehicle base, set the specific location and attributes of the signal in the signal configuration and route optimization plug-in interface. This function realizes the automatic completion of the signal according to the signal configuration method and the track circuit segmentation principle. Figure 3As shown, it is the signal machine parameter adding, deleting, checking and modifying operation interface in an embodiment of the present invention, which can be used to select the signal type and perform adding, deleting, checking and modifying configuration operations of the signal machine.

[0091] S33, access line capacity matching and adjustment, use the access line capacity matching and adjustment plug-in to estimate the capacity of the throat area access line, combine the traction calculation parameters and operation parameter settings, and evaluate the access line receiving and sending vehicle capacity. In the throat area operation route identification of this step S3, a route detection mechanism is implemented, which includes:

[0092] Route data storage submodule: This module uses a graphic recognition algorithm to parse CAD files. By real-time scanning of the layers and element labels in the CAD file, the track layout, turnout and signal configuration data related to the throat area are classified and identified based on the length, coordinates, angles and connection relationships of basic graphic elements such as lines, curves and blocks. The plug-in builds a graphic network model containing all potential routes based on the above data. The network model is stored in a binary tree structure, which optimizes the data retrieval and processing speed and ensures efficient management of information. Figure 4 As shown, the tree data structure of the sending and receiving vehicle route and the schematic diagram of the shortest route identification method in the embodiment of the present invention, by converting the CAD design concept diagram of the throat area of ​​the vehicle base into a tree structure, can clearly represent the train running path from the entry and exit line to the parking line, and clearly map the starting point and end point set by the user.

[0093] Shortest Path Identification Submodule: This module uses the Dijkstra shortest path algorithm to process the stored graph network data to determine the shortest operating path. The algorithm starts from the user-specified starting point and compares the total length of each path node by node until the specified end point is reached. The processing is not only based on physical distance, but also takes into account signal control and turnout restrictions to ensure the practicality and safety of the operating path. The results of the shortest path are updated in real time to the plug-in interface for designers to review and apply.

[0094] Parallel route identification submodule: In order to maximize the capacity of the vehicle base, this module analyzes the usage of signals and switches in the stored route data, and uses a conflict detection algorithm to identify parallel routes that can be started simultaneously. The algorithm first analyzes the stored route data, especially the usage of signals and switches shared by each route. The minimum cut algorithm is used to determine the route combination that will not conflict with each other, that is, the routes that do not share key resources (such as signals and switches). The algorithm checks the dependent elements between each route (such as shared signals or crossed tracks) and evaluates the overlap in their signal interlocking logic to determine conflict-free parallel sending and receiving vehicle operations. The results are used to optimize the overall vehicle scheduling, reduce waiting time, and improve the operating efficiency of the vehicle base. The principle of this algorithm is as follows Figure 5The schematic diagram of the method for determining the parallel and conflicting relationship between the sending and receiving vehicle routes in the embodiment of the present invention is demonstrated. Figure 5 In the vehicle base design scheme, there are three feasible train operation routes for stop lines a, c, and d. Route 1 (blue solid line) is protected by signal 1, and routes 2 and 3 (red dotted lines) are both protected by signals 2 and 3. Therefore, route 1 is parallel to routes 2 and 3, and route 2 is in conflict with route 3. Step S33 involves the calculation of access line capacity, which evaluates the matching degree between the vehicle base access line (i.e., the connecting line between the vehicle base and the section) and the throat area capacity. The access line capacity estimation function comprehensively considers multiple key factors, including the actual length of the access line set by the user and the slope of each section, as well as the operation time parameters and traction calculation parameters set by the user. It enables users to calculate the running time of the train through the vehicle base access line. In addition, the access line capacity estimation function will also take into account the time parameters involved when the train is performing entry and exit operations, such as signal processing time, switch rotation time, etc., so that this function can not only calculate the running time of the train on the access line, but also calculate the number of trains that the access line can handle within a specific time period, and estimate the access line capacity accordingly.

[0095] The access line capacity calculation involves evaluating the access line capacity of the vehicle base and matching it with the capacity of the throat area. This calculation function integrates several key factors, such as the user-defined access line length and slope, and train parameters (such as maximum acceleration, maximum brake deceleration, and traction brake curve). These factors together determine the train's operating time on the access line (T 运行 ), thus affecting the tracking interval (T 追踪 ) and the capacity of the access line (N 出入线 ).

[0096] To clarify the calculation principle, the core formula for calculating the access capacity is provided below:

[0097] Train running time (T 运行 ): The running time of the train on the access line is obtained by train traction calculation based on the actual length and slope of the access line, the traction force and braking force of the train.

[0098] Tracking interval (T 追踪 ): refers to the minimum time interval after a train passes before another train can safely enter the access line. This interval depends on the running time of the previous train plus the safety margin (S o ).

[0099] Access line capacity (N 出入线 ): The access capacity is the number of trains that can safely pass through the access line in one hour. This value is calculated by the following formula: Here, 3600 is the number of seconds in an hour.

[0100] When implementing this calculation method, additional time parameters involved in the train's entry and exit operations, such as signal processing time, turnout rotation time, etc., will also be considered. These factors increase the tracking interval, which in turn affects the capacity of the entry and exit lines. This comprehensive calculation method ensures the comprehensiveness and accuracy of the evaluation results, and provides reliable data support for vehicle base design and operation optimization. S4, vehicle dispatching and receiving sequence optimization and capacity analysis; using simulated annealing algorithm and cutting plane algorithm, optimize the vehicle dispatching and receiving sequence to maximize the throat area capacity; step S4 also includes classification and annotation of drawing elements, using the classification and annotation plug-in of drawing elements, according to the object attributes in the file, classify and identify different drawing elements, and annotate the drawing elements, wherein the object attributes include line type, color and layer, the drawing elements include tracks, signals, and switches, and the annotated information includes element type, position, and related parameters.

[0101] The step S4 in which the order optimization of sending and receiving vehicles and the analysis of throughput capacity specifically includes the following steps:

[0102] S41, the dispatching and receiving sequence optimization, combined with all feasible routes and related parameters, the dispatching and receiving sequence optimization function uses the simulated annealing algorithm and the cutting plane algorithm to determine the optimal dispatching and receiving sequence, optimize and minimize the overall route connection time, balance the frequency of turnout use and optimize the signal utilization rate. The related parameters are length and expected operation time. The dispatching and receiving sequence optimization includes two key contents: route connection time calculation and dispatching and receiving capacity evaluation.

[0103] S411, route connection time calculation: This method is based on the route parallel and conflict relationship determined by the parallel route identification algorithm in the previous step, combined with the same traction calculation method in the previous step to determine the tracking time interval between routes. If the routes are parallel, the route connection time is 0, if they are conflicting, the connection time is equal to the route tracking interval. The calculation formula for route connection time is as follows:

[0104]

[0105] In the formula, is the connection time between route i and route j, is the tracking interval between routes i and j.

[0106] This step provides technical support for parallel dispatching and sending of vehicles on non-conflicting routes, greatly shortening the dispatching and sending time, thereby significantly improving overall operating efficiency. For routes with conflicts, the plug-in will carefully calculate the necessary connection time to ensure the optimal balance between safety and efficiency of the operation.

[0107] S412, Calculation of vehicle dispatching and receiving capacity: Based on the effective matching of connection time and running time, it aims to maximize the traffic efficiency of the vehicle base. All potential route combinations are comprehensively considered using simulated annealing and cutting plane optimization algorithms to select the dispatching sequence that can maximize traffic efficiency while ensuring safety. Figure 6 As shown in the schematic diagram of the vehicle base throat area vehicle receiving and dispatching sequence optimization method in the embodiment of the present invention, the plug-in is determined based on the set dispatching sequence and connection time, and then the maximum traffic capacity of the vehicle base is calculated based on the determined vehicle receiving and dispatching sequence.

[0108] The dispatching and receiving vehicle optimization model designed in this step can be modeled and solved using the traveling salesman problem (TSP), and its mathematical expression is as follows:

[0109] Let P = {p 1 ,p 2 ,…,p n}, is the set of all possible routes in the vehicle base, and n is the number of routes.

[0110] Let T = [t ij ] is the route connection time matrix, where t ij For the access path p i To the entrance p j The continuation time.

[0111] Objective function:

[0112]

[0113] Constraints:

[0114] 1. Each route is visited only once:

[0115]

[0116] 2. Non-sub-loop constraints to prevent the appearance of small loops that do not include all routes:

[0117]

[0118] where x ij is a decision variable, when path p i To the entrance p j It is 1 if it is selected as part of the sending and receiving car sequence, otherwise it is 0.

[0119] The main steps of the solution algorithm are:

[0120] Sub-step 1: Solve the relaxed problem, i.e., the initial TSP problem without considering non-subloop constraints.

[0121] Sub-step 2: For the obtained solution, check whether there is a sub-circuit. If not, the current solution is the optimal solution; if so, proceed to the next step.

[0122] Sub-step 3: Generate a cutting plane and add new constraints to the sub-loop as a whole to prohibit the occurrence of this sub-loop.

[0123] Sub-step 4: Repeat steps 1 to 3 until a solution without sub-circuits is found.

[0124] Through the above algorithm, the present invention can effectively solve the problem of optimizing the order of sending and receiving vehicles in the vehicle base, so as to improve the traffic efficiency of the throat area of ​​the vehicle base and ensure the smooth and safe operation of the vehicle base.

[0125] S42, turnout utilization and conflict point analysis. The turnout utilization and conflict point analysis plug-in combines the usage of each route at the turnout and signal, identifies the conflict points and bottleneck turnouts, performs statistical analysis, calculates the usage frequency of each turnout within a certain period of time, and obtains the train dispatching and receiving sequence plan that maximizes the throat area's traffic capacity.

[0126] S5. Generate capacity analysis, including route conflict detection results, turnout utilization, vehicle receiving and dispatching sequence, vehicle base throat area and access line capacity analysis results.

[0127] The present invention uses the .Net framework to perform secondary development on commonly used CAD software, thereby realizing the automatic reading, parsing and analysis of the vehicle base throat area design files. Compared with the prior art, the present invention has the following obvious advantages:

[0128] Automated design file processing and analysis: The present invention significantly improves the automation of design file processing by automatically loading CAD plug-ins to perform design file analysis. This not only reduces the need for manual operation, but also improves the efficiency of processing and analysis.

[0129] Intelligent detection and correction of drawing errors: The present invention can identify and correct drawing errors in CAD files, such as unconnected, overlapping or broken line segments. This improvement significantly improves the accuracy of the design files and provides a reliable basis for subsequent throat area throughput analysis.

[0130] Accurate evaluation of throat area capacity: The present invention can intelligently identify feasible train dispatching and receiving routes based on the track layout and signal layout of the vehicle base, and distinguish the parallel and conflicting relationships between routes. Combining heuristic and precise algorithms, the present invention optimizes the dispatching and receiving sequence and calculates the throat area capacity, effectively overcoming the limitations of the prior art in route conflict processing and dispatching and receiving sequence optimization, and significantly improving the operational capacity of the vehicle base throat area.

[0131] Comprehensive capacity analysis report generation: The present invention can automatically generate detailed capacity analysis reports, including route quantity and length assessment, turnout utilization analysis and capacity indicators, etc. It provides comprehensive decision support information for vehicle base design and operation, and solves the limitations of existing technologies in vehicle base throat area capacity assessment.

[0132] After actual application and testing in a subway vehicle base in a first-tier city, the present invention has shown significant performance advantages in the process of calculating the throughput capacity. Compared with traditional methods, the present invention can accurately evaluate the throughput capacity of the design scheme within a predetermined time, proving its significant benefits in improving design accuracy, reducing design time, and accurately evaluating the throughput capacity of the vehicle base. At the same time, the present invention supports the detection of design errors in the throat area of ​​four types of vehicle bases, which can save manual review time and accelerate the design decision-making process.

[0133] In the future, with the further development of intelligent algorithms and data processing technologies, this invention has the potential to integrate more advanced analytical functions, such as automatic design optimization based on artificial intelligence and real-time data analysis, to further improve the design and operation efficiency of the throat area of ​​the vehicle base. In addition, the flexibility and scalability of this system enable it to adapt to the development trend and demand changes of the future rail transit network, providing strong technical support for the continuous optimization and upgrading of the rail transit system.

[0134] The above contents are further detailed descriptions of the present invention in combination with specific preferred embodiments, and it cannot be determined that the specific implementation of the present invention is limited to these descriptions. For ordinary technicians in the technical field to which the present invention belongs, several simple deductions or substitutions can be made without departing from the concept of the present invention, which should be regarded as falling within the protection scope of the present invention.

Claims

1. A method for calculating the train throughput capacity of the entrance and exit areas of an urban rail transit vehicle base, characterized in that: The steps include: S1. File processing: parsing the file, using a keyword matching and drawing specification detection algorithm to screen the layers and graphics elements in the file, remove irrelevant information, and detect drawing errors; S2, parameter configuration; the parameters include traction force calculation parameters, train speed limit, route handling time, access line information; S3, throat area operation route identification; set the starting and ending points of the route for sending and receiving vehicles, configure the signal position and route detection, and calculate the estimated value of the access capacity; S4, train dispatching and receiving sequence optimization and capacity analysis; using simulated annealing algorithm and cutting plane algorithm, obtain the train dispatching and receiving sequence that maximizes the throat area capacity; S5. Generate capacity analysis, including route conflict detection results, turnout utilization, vehicle receiving and dispatching sequence, vehicle base throat area and access line capacity analysis results.

2. The method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 1, characterized in that: The step S1 specifically includes the following steps: S11, layer screening: using the layer screening plug-in to analyze the layer structure of the design file, the preset keywords and rules, mark the layers, screen out the layers directly related to the throat area capacity calculation, the directly related layers include track layout, signal machine, turnout, and exclude non-critical layers, the non-critical layers include decoration, annotation, and building; S12, drawing error identification and correction: using a graphic recognition algorithm to identify drawing errors, including unclosed, overlapping or broken line segments, and marking, correcting or prompting the user to manually correct the drawing errors after identification; S13, data reading and parsing: using the deep integration of Net framework and mapping software, using data reading and parsing plug-ins to read and parse the design structure, the design structure includes the geometric properties and associations of graphic elements.

3. The method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 2, characterized in that: In the step S11, It also includes detection of layer naming defects and missing layers; It also includes signal error detection, which detects whether there are errors in the minimum spacing, design quantity, and associated logic of the signal arrangement; Also included is turnout error detection, identifying improperly connected turns or incorrect straight and curve configurations.

4. The method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 1, characterized in that: The step S2 specifically includes the following steps: S21, parameter customization interface; providing default parameter options, or customizing key operating parameters, the key operating parameters include traction calculation parameters, operation time parameters, running speed parameters, route handling time and access line information, using a data input module, the data input module is used to input and view basic train parameters, and perform data verification; S22, setting traction and braking force parameters; for any vehicle model and the operating conditions of any vehicle model, setting traction and braking force parameters, wherein the traction and braking force parameters include maximum acceleration, maximum braking deceleration, and traction braking curve, wherein a traction and braking force parameter plug-in is used to provide parameter templates and historical data to assist parameter setting; S23, parameter verification and real-time feedback; After completing the parameter setting, the parameter verification and real-time feedback plug-in will perform verification and provide real-time feedback and suggestions.

5. The method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 1, characterized in that: The step S3 specifically includes the following steps: S31, definition of the starting and ending points of the route for the train and the receiving and dispatching vehicles; through the interactive interface of the starting and ending points of the route for the train and the receiving and dispatching vehicles plug-in, define the running starting and ending points of the train and the receiving and dispatching vehicles; S32, signal configuration and route optimization: according to the actual signal system configuration of the vehicle base, set the specific location and attributes of the signal in the signal configuration and route optimization plug-in interface, or use the signal configuration and route optimization function to automatically complete the signal according to the signal configuration method and track circuit segmentation principle: S33. Access line capacity matching and adjustment: Use the access line capacity matching and adjustment function to estimate the capacity of the access line in the throat area, and combine the traction calculation parameters and operation parameter settings to evaluate the access line sending and receiving vehicle capacity.

6. A method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 5, characterized in that: The step S4 in which the order optimization of sending and receiving vehicles and the analysis of throughput capacity specifically includes the following steps: S41, train dispatching and receiving sequence optimization; combining all feasible routes and related parameters, using simulated annealing algorithm and cutting plane algorithm to determine the optimal train dispatching and receiving sequence, optimizing and minimizing the overall route connection time, balancing the frequency of turnout use and optimizing the utilization rate of signal machines, wherein the related parameters are length and train running time; S42, turnout utilization and conflict point analysis: Combine the usage of each route at the turnouts and signals, identify the conflict points and bottleneck turnouts, conduct statistical analysis, calculate the usage frequency of each turnout within a certain period of time, and obtain the train departure and reception sequence that maximizes the throat area's traffic capacity.

7. The method for calculating the train throughput capacity of the entrance and exit areas of a city rail transit vehicle base according to claim 1, characterized in that: The step S4 also includes classification and labeling of drawing elements: according to the object attributes in the file, different drawing elements are classified and identified, and the drawing elements are labeled; the object attributes include line type, color and layer, the drawing elements include tracks, signals, and switches, and the labeled information includes element type, position, and related parameters.

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