Train group operation under heavy haul railway bottleneck station arrival and departure track adjustment method and device

Abstract

Embodiments of the present disclosure provide a method and device for adjusting arrival-departure tracks of a bottleneck station of a heavy haul railway under train group operation. The method comprises: obtaining section type parameters, infrastructure data, operation data and section information associated with a target section of the heavy haul railway; identifying the infrastructure data and the operation data by using a bottleneck identification model matched with the section type parameters to obtain bottleneck stations in the target section; calculating bottleneck influence indexes of each bottleneck station and determining an arrival-departure track adjustment scheme for each bottleneck station based on the bottleneck influence indexes and / or the section type parameters; wherein the adjustment scheme comprises an adjustment amount of effective length of the arrival-departure tracks and / or an increase amount of the number of the arrival-departure tracks; and outputting a result data set comprising at least the arrival-departure track adjustment scheme. The method of the embodiments of the present disclosure provides reliable support for accurately improving the line passing capacity under train group operation.

Description

Technical Field

[0001] This disclosure relates to the field of heavy-haul railway transportation organization technology, specifically to a method and device for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation. Background Technology

[0002] With the large-scale operation of trains with a traction capacity of 10,000 tons or more, heavy-haul railway trunk line transportation is characterized by high density, long train formations, and intensive organization. To improve line utilization efficiency, some heavy-haul railways are gradually adopting train group operation mode, that is, running trains in groups and batches continuously within the same timetable pitch to form virtual coupled transportation units, thereby achieving higher corridor throughput capacity. However, the arrival and departure track configuration and operational organization capacity of existing technical stations, intermediate stations, and other nodes are often difficult to adapt to the new requirements for station reception and departure efficiency and concentrated resource utilization under train group operation conditions.

[0003] Currently, the planning and assessment of heavy-haul railway station capacity has the following main limitations:

[0004] During the planning stage, the scale of station arrival and departure tracks is usually laid out in a one-time manner based on the design traction mass, train length and experience group traffic volume, lacking a systematic configuration method for dynamic group operation needs;

[0005] During the operation phase, the assessment relied heavily on empirical indicators such as the number of trains passing through day and night and track utilization, and failed to establish a quantitative identification mechanism that matches the characteristics of group train operations.

[0006] Existing methods are mainly designed for traditional ordinary train operation modes and fail to fully consider the unique bottlenecks under group operation conditions, such as the significant extension of operation time in single-track sections and the surge in instantaneous pressure on arrival and departure lines in double-track sections.

[0007] While existing technologies include capacity saturation evaluation models based on arrival and departure track occupancy time and comparison methods that use simulation software to compare different station layout schemes, none of these methods have constructed a systematic bottleneck station identification and arrival / departure track adjustment mechanism for train group operations. As a result, in actual engineering, the determination of bottleneck stations and the decision on the extent of their modification are highly empirical and arbitrary, making it difficult to accurately support the demand of train groups for increased line capacity. Summary of the Invention

[0008] To address the aforementioned technical problems, the present disclosure provides a solution. Embodiments of this disclosure provide a method and apparatus for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation.

[0009] According to a first aspect of the present disclosure, a method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation is provided, wherein the method includes:

[0010] Acquire section type parameters, infrastructure data, operational data, and section information associated with the target section of the heavy-haul railway; use a bottleneck identification model matching the section type parameters to identify the infrastructure data and operational data to obtain the bottleneck stations within the target section; calculate the bottleneck impact index for each bottleneck station, and determine the arrival / departure track adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameters; wherein the adjustment scheme includes the adjustment amount of the effective length of the arrival / departure tracks and / or the increase in the number of arrival / departure tracks; output a result dataset that includes at least the arrival / departure track adjustment scheme.

[0011] According to a second aspect of the present disclosure, a device for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation is provided, wherein the device includes:

[0012] The data acquisition unit is configured to acquire section type parameters, infrastructure data, operation data, and section information associated with the target section of the heavy-haul railway; the identification unit is configured to identify the infrastructure data and operation data using a bottleneck identification model matched with the section type parameters to obtain the bottleneck stations within the target section; the calculation unit is configured to calculate the bottleneck impact index of each bottleneck station and determine the arrival / departure track adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameters; wherein the adjustment scheme includes the adjustment amount of the effective length of the arrival / departure tracks and / or the increase in the number of arrival / departure tracks; and the output unit is configured to output a result dataset that includes at least the arrival / departure track adjustment scheme.

[0013] According to a third aspect of the present disclosure, an electronic device is provided, the electronic device comprising: a processor; a memory for storing executable instructions of the processor; the processor being configured to read the executable instructions from the memory and execute the instructions to implement the method for generating arrival and departure line adjustment schemes for bottleneck stations on heavy-haul railways as described in the present disclosure.

[0014] According to a fourth aspect of the present disclosure, a computer-readable storage medium is provided, the storage medium storing a computer program for executing the method described in this disclosure for generating arrival and departure track adjustment schemes for bottleneck stations on heavy-haul railways.

[0015] According to a fifth aspect of the present disclosure, a computer program product is provided, including a computer program, wherein when executed by a processor, the computer program implements the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation as described in the present disclosure.

[0016] As described above, the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in this disclosure achieves accurate identification and quantitative assessment of bottleneck stations by constructing a systematic and automated analysis process. This method innovatively employs differentiated bottleneck identification models for single-track and double-track sections, profoundly revealing the capacity constraint mechanisms of different types of sections. Based on a progressive adjustment strategy of "first extending the effective length, then increasing the quantity," it generates quantitative solutions, significantly saving modification costs and reducing interference with existing operations while meeting the capacity requirements of train group operation. Finally, through a built-in predictive evaluation mechanism, it provides a scientific basis for predicting the benefits before implementing the solution, thus transforming the diagnosis and management of heavy-haul railway capacity bottlenecks into a quantifiable and executable system engineering project, providing reliable technical support for accurately improving line throughput capacity under train group operation. Attached Figure Description

[0017] The above and other objects, features, and advantages of this disclosure will become more apparent from the more detailed description of the embodiments thereof in conjunction with the accompanying drawings. The drawings are provided to further illustrate the embodiments of this disclosure and form part of the specification. They are used together with the embodiments of this disclosure to explain the disclosure and do not constitute a limitation thereof. In the drawings, the same reference numerals generally represent the same components or steps.

[0018] Figure 1 This is a flowchart illustrating a method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, provided in an exemplary embodiment of this disclosure.

[0019] Figure 2 This is a public announcement Figure 1 One of the exemplary flowcharts of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0020] Figure 3 This is a public announcement Figure 1 The second exemplary flowchart of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0021] Figure 4 This is a public announcement Figure 1 The third exemplary flowchart of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0022] Figure 5 This is a public announcement Figure 1 The fourth exemplary flowchart of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0023] Figure 6 This is a public announcement Figure 1The fifth exemplary flowchart of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0024] Figure 7 This is a public announcement Figure 1 Sixth exemplary flowchart of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation provided in the embodiment;

[0025] Figure 8 This is a schematic diagram of the structure of an arrival / departure track adjustment device for a bottleneck station on a heavy-haul railway under train group operation, provided in an exemplary embodiment of this disclosure.

[0026] Figure 9 This is a schematic diagram of the structure of an application embodiment of the electronic device disclosed herein. Detailed Implementation

[0027] The present disclosure will be further described below with reference to the embodiments shown in the accompanying drawings. Obviously, the described embodiments are merely some embodiments of the present disclosure, and not all embodiments of the present disclosure. It should be understood that the present disclosure is not limited to the exemplary embodiments described herein.

[0028] It should be noted that, unless otherwise specifically stated, the relative arrangement, numerical expressions, and values ​​of the components and steps set forth in these embodiments do not limit the scope of this disclosure.

[0029] Those skilled in the art will understand that the terms "first," "second," etc., in the embodiments of this disclosure are only used to distinguish different steps, devices, or modules, and do not represent any specific technical meaning, nor do they indicate a necessary logical order between them.

[0030] It should also be understood that in the embodiments disclosed herein, "a plurality of" may refer to two or more, and "at least one" may refer to one, two or more.

[0031] It should also be understood that any component, data or structure mentioned in the embodiments of this disclosure can generally be understood as one or more unless expressly defined or given to the contrary in the context.

[0032] Furthermore, the term "and / or" in this disclosure is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, or B existing alone. Additionally, the character " / " in this disclosure generally indicates that the preceding and following related objects have an "or" relationship.

[0033] It should also be understood that the description of the various embodiments in this disclosure emphasizes the differences between the various embodiments, and the similarities or similarities can be referred to each other. For the sake of brevity, they will not be described in detail.

[0034] At the same time, it should be understood that, for ease of description, the dimensions of the various parts shown in the accompanying drawings are not drawn according to actual scale.

[0035] The following description of at least one exemplary embodiment is merely illustrative and is in no way intended to limit this disclosure or its application or use.

[0036] Techniques, methods, and equipment known to those skilled in the art may not be discussed in detail, but where appropriate, such techniques, methods, and equipment should be considered part of the specification.

[0037] It should be noted that similar labels and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be discussed further in subsequent figures.

[0038] Overview of the inventive concept:

[0039] The core inventive concept of this disclosed technical solution lies in the following: By acquiring section type, infrastructure, and operational data, firstly, based on whether the target section is single-track or double-track, a corresponding bottleneck identification model is selected and applied to locate key stations that restrict the line's throughput capacity under train group operation. Then, the severity of the identified stations is classified by calculating a bottleneck impact index. Based on this, for bottleneck stations of different levels, a quantitative arrival / departure track adjustment plan is generated using the core strategy of "first extending the effective length of arrival / departure tracks, then increasing the number of arrival / departure tracks." Furthermore, after the arrival / departure track adjustment plan is applied, the transport capacity and efficiency of heavy-haul railways adapting to train group operation can be systematically improved.

[0040] Based on the above-mentioned inventive concept, this disclosure proposes a method and apparatus for adjusting arrival and departure tracks at bottleneck stations of heavy-haul railways under train group operation, as described in the following embodiments.

[0041] Example 1

[0042] Figure 1 This is a schematic flowchart illustrating a method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, provided by an exemplary embodiment of this disclosure. The method can be executed on a server; wherein, the server may include, but is not limited to, a cloud service platform or a locally deployed server.

[0043] Specifically, refer to Figure 1 The method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under the operation of the aforementioned train group includes:

[0044] S110. Obtain section type parameters, infrastructure data, operation data, and section information associated with the target section of the heavy-haul railway.

[0045] The target section is the section that requires bottleneck station identification and arrival / departure line adjustment, and the section information is used to characterize each section that constitutes the target section.

[0046] The infrastructure data includes the number of arrival and departure tracks at each station within the target section and the effective length of the arrival and departure tracks at each station.

[0047] The operational data includes train group parameters, group operation schedule data, technical operation time standards, and group traffic volume.

[0048] Step S110 is executed by the server and aims to provide a complete and structured data foundation for subsequent bottleneck identification and adjustment analysis. This step automatically acquires various parameters and data associated with the target section of the heavy-haul railway by calling preset data interfaces, accessing databases, or receiving data packets uploaded from external systems.

[0049] As an optional implementation, the server first determines the target section requiring bottleneck station identification and arrival / departure line adjustments. This target section can be one or more consecutive intervals specified by the user, or it can be a key section automatically identified by the server based on a preliminary analysis of the overall line capacity. Subsequently, the server systematically acquires the following four types of key information around this target section:

[0050] 1) Segment type parameters.

[0051] This parameter identifies the infrastructure type of the target section and is the core basis for selecting the differentiated analysis model. The server reads the attribute fields of the target section from the line basic information database to directly obtain its section type parameter. The section types mainly include single-track sections (trains traveling in both directions share one track) and double-track sections (trains traveling in both directions operate independently on separate tracks).

[0052] 2) Infrastructure data.

[0053] This data describes the static physical configuration of each station within the target section. The server extracts detailed station configuration information for each station within the target section from the engineering database or asset management system. Specifically, this includes the number of arrival and departure tracks at each station and the effective length of the arrival and departure tracks for each station.

[0054] The number of arrival and departure tracks refers to the total number of tracks within a station that can be used for train arrival and departure operations. The effective length of each station's arrival and departure tracks refers to the actual usable length of each track that can be safely used for train berthing after deducting factors such as turnouts and signals. The server obtains the effective length data of each arrival and departure track within the station yard for accurate calculation.

[0055] 3) Operational data.

[0056] This data reflects the dynamic operational needs and standards under train group operation. The server obtains the following data from business platforms such as the transportation organization and management information system and the timetable preparation system:

[0057] Train group parameters. Specifically, these are parameters that describe the characteristics of a train group, including at least the group composition (such as the number of trains |V|) and the length of each train within the group.

[0058] Group operation schedule data. Specifically, this refers to the current or planned train operation schedule, including the train's travel time in each section, arrival / departure times at stations, and the tracking intervals between trains within the group.

[0059] Technical operation time standards. Specifically, this refers to the time consumed by various standard operations, such as the standard time for receiving and dispatching operations, transfer operations, combination operations, and grouping / ungrouping operations. These are the basis for calculating line occupancy time.

[0060] Group traffic volume. Specifically, it refers to the number of trains that actually pass through a station and related sections within a 24-hour period under a given group traffic organization method.

[0061] 4) Interval information.

[0062] This information is used to define the spatial composition of the target section. The server retrieves the segment division information of the target section from the line topology database, identifying the sections that constitute the target section. A "section" typically refers to a railway line segment connecting two adjacent stations and is the basic unit for timetable cycle analysis.

[0063] S120. Using a bottleneck identification model that matches the section type parameters, identify the infrastructure data and the operation data to obtain the bottleneck stations in the target section.

[0064] As an optional implementation, if the segment type parameter indicates that the target segment is a single-line segment, then the bottleneck identification model is determined to be a single-line bottleneck identification model. Further, referring to... Figure 2 Perform the following steps:

[0065] S1210. For each station, based on the total length of the train group in the train group parameters and the effective length of the station's arrival and departure tracks in the infrastructure data, determine the minimum number of arrival and departure tracks required to accommodate the train group. S1220. Compare the minimum number of arrival and departure tracks with the station's existing number of arrival and departure tracks. If the existing number of arrival and departure tracks is less than the minimum number of arrival and departure tracks, then determine that the station is the bottleneck station.

[0066] The server first performs a qualitative identification of each station within the target section to determine whether its physical configuration meets the most basic requirements for group train stops. The core of this process is calculating the minimum number of arrival and departure tracks required to accommodate the group trains and comparing it to existing numbers.

[0067] The server obtains the effective length of the arrival and departure tracks for this station. and the total length of the train group extracted from the train group parameters. The judgment and calculation logic is as follows:

[0068] like This indicates that a group of trains can stop completely on a single track, requiring a minimum number of arrival and departure tracks. .

[0069] like The server then initiates a multi-step calculation process to accurately determine... The specific process is as follows:

[0070] Step 1: Initialization and Sorting. Specifically, this involves initializing the number of server connection lines. and the length of each train unit within the group Sort in ascending order.

[0071] St2, Iterative Allocation. Specifically, the server attempts to allocate each train unit to the currently occupied arrival / departure track in sorted order, and calculates the total length of the train units already allocated to that track in real time.

[0072] St3, Quantity Determination. Specifically, if the total length after adding the current train unit does not exceed... If the allocation fails, the server will continue to allocate the next unit; otherwise, the allocation will be delayed. The value is incremented by 1, and a new arrival / departure track is activated to begin allocating subsequent train units. This cycle continues until all train units have been allocated, ultimately yielding an accurate result. The calculation formula is: N n =1 + the number of times a new line is triggered during the allocation process.

[0073] The server will then calculate the minimum required quantity. With the existing number of arrival and departure tracks at the station Compare. If If the server determines that a station is a hard bottleneck station, it will directly add it to the final bottleneck station list. These stations are classified as the highest priority for renovation due to fundamental limitations in their station layout.

[0074] Furthermore, based on the above steps S1210~S1220, the more complete implementation logic for the qualitative identification of bottleneck stations within a single-track section can be summarized as follows:

[0075] The core of qualitative analysis lies in determining whether stations within a single-track section meet the most basic requirements for passing group trains. If existing stations cannot provide the necessary effective length and number of arrival and departure tracks for waiting group trains in their station layout, no operational organization or scheduling measures can support their group operation; such stations are directly defined as hard bottlenecks. Therefore, the qualitative analysis standard for single-track railways is: can the effective length and number of arrival and departure tracks at the station meet the minimum conditions for a complete passing group train operation? The specific steps are as follows:

[0076] 1) Assess the effective length of the arrival line.

[0077] Group trains length Effective length of arrival and departure tracks at the station The comparison includes two scenarios: access via the same stock lane and access via different stock lanes. This indicates that a group of trains can stop completely on a single arrival / departure track, and the number of arrival / departure tracks occupied... If it is 1; This means that the group of trains needs to be assigned to multiple arrival and departure tracks for stopping. The calculation rules for the number of arrival and departure tracks include three steps:

[0078] a. Initialize the number of departure lines occupied Set the value to 1, and sort the lengths of the trains in the group from smallest to largest.

[0079] b. Place each train into the current arrival / departure track in sequence, and calculate the total length occupied by trains on the current arrival / departure track after placing the train;

[0080] c. If the train does not exceed the effective length of the arrival / departure track, it can continue to be counted as a subsequent train in the group. If it does exceed the effective length, it means that the current effective length of the arrival / departure track cannot accommodate the remaining trains. Add 1 until all trains have been calculated, and the corresponding number of arrival and departure tracks is obtained.

[0081] 2) Assess the number of arrival lines.

[0082] The number of arrival / departure lines occupied as calculated in step 1) With intermediate station Number of arrival and departure lines If a comparison is made, This indicates an intermediate station. Capable of accommodating single train groups; if This indicates that the required number of arrival / departure lines exceeds the existing number, and intermediate stations... It was identified as a bottleneck station.

[0083] Due to the limitations of their layout, these stations no longer meet the basic conditions for participating in routine group operations. They do not require further quantitative adaptive analysis and can be directly classified as the least adaptable level, and should be the highest priority targets for renovation.

[0084] For the stations that pass the screening, they are basically capable of accommodating a group. Their operational efficiency can be further determined and their bottlenecks quantified by accurately calculating their operating time and capacity saturation in the next stage. See step S1230 below for details.

[0085] S1230. For each station, in response to the existing number of arrival / departure tracks being greater than or equal to the minimum number of arrival / departure tracks, execute... Figure 3 The sub-steps S12310~S12350 are shown.

[0086] For those who pass the qualitative screening (i.e. At stations with [specific location], the server continues to perform quantitative identification to assess the extent to which their operational efficiency limits line capacity. (Refer to...) Figure 3 This process is an automated calculation flow based on runtime graph cycle analysis:

[0087] S12310. Based on the group operation chart data and the interval information, calculate the operation chart cycle of each interval constituting the target segment.

[0088] As an optional example, the server extracts parameters such as the pure running time and tracking interval for each interval based on the group running graph data and interval information, and calculates each interval constituting the target segment one by one according to the periodic calculation model. Running chart cycle .

[0089] S12320. Based on the running chart cycle of each interval, determine the theoretical running chart cycle of the single-line segment.

[0090] As an optional example, the server analyzes the operating cycle of all intervals and, based on the operating mode of each interval (such as whether it is the optimal same-track access mode), filters out the set of intervals that meet the conditions of the optimal operating mode. Then, the interval with the longest period is found from the set, and its period is determined as the theoretical running chart period of that single-line segment. This value represents the maximum throughput capacity cycle of the line under ideal station operation conditions.

[0091] S12330. Identify the intervals where the running chart period is greater than the theoretical running chart period as bottleneck intervals.

[0092] As an optional example, the server will display the actual running graph period for each interval. With theoretical cycle Compare. If a certain interval... If so, the server will mark that interval as a bottleneck interval.

[0093] S12340. For each terminal station of each bottleneck section, determine the operation mode based on the effective length of the arrival and departure tracks of the terminal station, and calculate the operation time contribution value of the terminal station to the throughput capacity of the bottleneck section under the operation mode.

[0094] As an optional example, for each identified bottleneck section, the server performs a detailed analysis of each endpoint station at both ends. Based on the effective length of the arrival and departure tracks at that station, the server determines its actual operating mode (such as track splitting access) within the current bottleneck section, and calculates the arrival time of group trains under both the current mode and the theoretically optimal operating mode. and departure time Contribution value of work time This is the difference between the maximum operation time under these two modes.

[0095] The calculation formula is This value quantifies the additional time loss to the section's throughput capacity caused by the station's less-than-ideal arrival / departure track length.

[0096] S12350. If the contribution value of the operation time is greater than zero, then the endpoint station is determined to be the bottleneck station.

[0097] As an optional example, the server checks the calculated job time contribution value. .like If the endpoint station is identified as a soft bottleneck station, it will be added to the final bottleneck station list.

[0098] Furthermore, based on the above steps S12310~S12350, the more complete implementation logic for the quantitative identification of bottleneck stations within a single-track section can be summarized as follows:

[0099] In quantitative analysis, the objective is to measure whether a station can efficiently complete the daily organization of group trains after meeting basic hard requirements. For single-track sections, the core logic is: first, determine the theoretical cycle and track capacity of the single-track section, identifying the theoretical interval and cycle; second, based on the theoretical capacity and cycle, identify the capacity bottleneck interval; third, based on the station's arrival and departure track settings, identify the bottleneck station within the bottleneck interval, i.e., the "soft bottleneck" station. The specific steps are as follows:

[0100] I1. Identify theoretical intervals and periods.

[0101] Specifically, in the periodic calculations for each section, the section operation and in-station yielding time are key calculation indicators, which are affected by the section length and the operating mode (same track / different track) of the connecting stations at both ends, respectively. Here we mainly consider the stations. Arrival line setting, when This indicates that the effective length of the station's arrival and departure tracks can accommodate a group of trains. This allows for same-track connection / departure operations, resulting in the shortest train dwell time at the station. However, this is only applicable to stations with sufficient effective length on the arrival and departure tracks. If insufficient, different-track operation modes are required. Considering that each section connects two stations... and The included work modes are classified according to their advantages and disadvantages. Divided into the same track + same track ( Same stock track + different stock tracks ( ) and different stock channels + different stock channels ( ), and define the computation period and capacity of each interval as follows: and .

[0102] For a single-line section First, select the mode with the best conditions based on the operation mode of each interval. ,in and will The corresponding interval set Defined as the set of theoretical line throughput capacities for that line. This represents the theoretical interval period set, which includes the optimal station operating conditions currently available for the line. The specific formula is as follows:

[0103]

[0104] Since the interval length is a fixed parameter in the calculation cycle, each interval is not exactly the same, therefore Although the stations in each section share the same operating mode, their respective cycle times will differ due to the varying travel times within the sections. To further determine the theoretically achievable cycle time and capacity of this line section, considering the inverse relationship between cycle time and capacity, a [specific parameter] will be selected. The interval with the largest intermediate period is taken as the theoretical interval of this line. The theoretical cycles are respectively The specific formula is expressed as follows:

[0105]

[0106] I2, the bottleneck range of recognition capability.

[0107] For single-line sections The remaining intervals Compare their calculation cycles one by one. With theoretical cycle .like , representing interval If this is a bottleneck section, further analysis of the arrival and departure track settings of its connecting stations is needed to identify the bottleneck stations that restrict this section.

[0108] I3, Stations with bottleneck recognition capabilities.

[0109] For each bottleneck section, the contribution of station operation time to the bottleneck can be further quantified by comparing the operation modes of the two connecting stations with the theoretical section. This is a quantitative evaluation indicator used to measure the additional operating time loss to line capacity caused by a single station's arrival and departure track length not meeting theoretical standards. Group operations at the station consist of three parts: the arrival phase, where the group of trains fully enters the station and comes to a complete stop; the same / different track operations caused by the arrival and departure track settings directly affect the access time; the waiting phase, the waiting time within the station due to passing and technical operations; and the departure phase, where the train completely leaves the station; the access operation mode directly determines the departure time.

[0110] Under the constraints of station layout, the main impact is on the arrival and departure phases of train groups. The specific process will be analyzed below:

[0111] I3a, Arrival Phase. Specifically, the initial train connection time is... The train group first connects the first train unit to the departure track, and then connects the remaining train units in sequence. To better ensure the efficiency and continuity of train connection and departure, subsequent train units... Then, priority will be given to connecting to the same track, i.e., checking the previous unit. Check if the remaining length of the track is sufficient to accommodate the current train unit. If so, connect to the same track; otherwise, connect to a separate track. The specific connection interval within the group will be determined later. The access time of the group trains is determined based on the values ​​of the trains that connect before and after them. The calculation formula is as follows:

[0112]

[0113] in, This indicates the number of trains within a train group.

[0114] I3b, Departure Phase. Specifically, similar to arrival operations, departure operations are also constrained by the actual conditions of the arrival and departure tracks. The initial train departure time is... Since the arrival and departure line positions of each train unit are fixed during the arrival phase, the intra-group departure interval time of the train unit during the departure phase is... Then, you can directly refer to the arrival and departure tracks connected to the train units based on their grouping order. The departure time of the grouped trains... The calculation formula is as follows:

[0115]

[0116] in, and These are respectively represented as train units. Arrival, technical stop, and departure times at the station. and These represent the access and departure intervals between train units within a train group during station arrival and departure. This value is not unique and must be calculated separately for each train unit on the track it is on. If the train unit... and On the same track, they are respectively taken as and Otherwise, take as and The specific formula is as follows:

[0117]

[0118] Considering that the operating mode only affects arrival and departure times, the arrival and departure times of each connecting station in the bottleneck section can be calculated under the current and theoretical operating modes. The difference in operating time between the two modes is then considered as the bottleneck contribution value of that station to the bottleneck section. The specific formula is as follows:

[0119]

[0120]

[0121] For any station on a single-track section ,like If the arrival and departure tracks of a station have a certain limiting effect on the overall throughput capacity of the line, then the station is defined as a bottleneck station of the line.

[0122] As an optional implementation, if the segment type parameter indicates that the target segment is a double-line segment, then the bottleneck identification model is determined to be a double-line bottleneck identification model.

[0123] It should be noted that the calculation logic for bottleneck identification differs for double-track sections. Since the up and down lines operate independently, the minimum cycle time for double-track sections is primarily determined by the section blocking time and the group tracking interval. Capacity bottlenecks not only arise from the section headway but are also frequently constrained by the arrival / departure tracks and throat areas of stations: simultaneous arrival / departure, overtaking / connection, and cross-track routes may occur in both directions, concentrating track and throat occupancy in a short period. Simultaneously, train group operations further amplify station capacity demands, significantly increasing pressure on arrival / departure tracks. Therefore, this implementation method must simultaneously consider the actual number of trains arriving and departing from heavily loaded stations, the existing number of arrival / departure tracks, and their effective length, using a calculation analysis of existing capacity versus actual demand to identify and assess station bottlenecks. Specifically, the capacity side calculates the equivalent track number based on the effective length of arrival / departure tracks and train type, while the demand side calculates the equivalent track occupancy time based on different station operation types and traffic volumes. Therefore, it is necessary to first define the station type and main operational content, and then provide capacity / bottleneck criteria that match the double-track operation mechanism.

[0124] Regarding station function types and operational characteristics, based on the characteristics of heavy-haul transportation organization and double-track railway transportation, heavy-haul stations can be divided into three categories according to the depth of their operations, facilitating subsequent calculation of arrival / departure track occupancy and bottleneck identification according to operation type: 1) Intermediate stations. Specifically, most intermediate stations generally have a small number of tracks and only handle train arrival / departure and basic technical inspection operations, without involving marshalling or heavy-haul combinations. The operation process is standardized and relatively stable, and the capacity is mainly affected by traffic volume, effective length of arrival / departure tracks, throat routes, and simultaneous arrivals / departures within the same hour; 2) Intermediate / section stations with partial combined operations. Specifically, the station conditions of these intermediate stations can generally support the combined operation of 10,000-ton trains. In addition to basic reception and dispatch operations, they simultaneously handle the physical combination, coupling confirmation, and simplified testing of "two ordinary trains → 10,000-ton trains". The arrival / departure track occupancy time of this type of station is significantly higher than that of pure reception and dispatch stations, and they will be more sensitive to the superposition of train group operations and cross-line routes; 3) Marshalling yards (heavy-haul operation hubs). Specifically, the system undertakes the entire heavy-load technical operation process, including receiving and dispatching, transfer, physical combination and virtual coupling between two general trains, self-loading and starting, as well as engine replenishment / de-replenishment, special inspections, and braking tests. Its capacity bottleneck is often caused by insufficient traffic volume, number of arrival and departure tracks or insufficient effective length, and excessive time occupied by key operations (combination / starting). Group operation will further increase the operational pressure on marshalling yards, requiring capacity improvement through operation optimization and adjustment of arrival and departure track layout.

[0125] Regarding the types and times of station operations, this may include: 1) Basic receiving and dispatching operations within the station, typically involving positioning / uncoupling, locomotive coupling, air charging and brake testing, and train operation procedures. The specific time for these operations can be expressed as follows: , 1) The time can be taken as 50-80 minutes; 2) For the transfer operations of trains arriving at this station from the rear stations, for ordinary freight trains, it mainly includes arrival / departure handling, handover / joint inspection, and may include simplified testing. For 10,000-ton trains, in addition to arrival / departure, technical inspection, and necessary testing, it may include supplementary locomotive / special inspection. The specific transfer operation time can be expressed as follows: , 3) Combined operations typically involve two ordinary freight trains parked side-by-side at two positions on a 10,000-ton / 20,000-ton line for combined train operation and braking tests, followed by departure as a 10,000-ton train. The specific combined operation time can be expressed as follows: The time can be taken as 90~100min; 4) Grouping / ungrouping operations are usually planned / information level combinations without mechanical coupling; necessary joint inspections and releases are completed on-site. Under this condition, compared with mechanical coupling, the time occupied on the arrival / departure line can be greatly reduced. The specific virtual combination operation time can be expressed as follows: The time can be set to 60 minutes.

[0126] Based on the above conditions, further, referring to Figure 4 The following steps can be performed:

[0127] S1210' Based on the technical operation time standard and the group traffic volume, and combined with the number of arrival and departure tracks and the effective length of the arrival and departure tracks of each station, calculate the arrival and departure track capacity utilization rate of each station.

[0128] As an optional example, the server first automatically calculates the arrival and departure line capacity utilization rate for each station based on the acquired infrastructure and operational data. This indicator quantitatively characterizes the resource saturation level of a station under group operation conditions. The specific steps are as follows:

[0129] First, calculate the total busy time. Specifically, the server calculates the number of minutes each station occupies arrival and departure tracks due to various operations within a 24-hour period, based on technical operation time standards and group train traffic volume. To ensure consistent measurement, the server first converts all arrival and departure tracks with different effective lengths within a station to the effective length of the shortest arrival and departure track at that station. The equivalent arrival / departure line is used as the baseline. Subsequently, the server calculates and sums the online hours for different job types using the following formula:

[0130]

[0131]

[0132]

[0133]

[0134]

[0135] in, Indicates rounding up; Indicates the time the line is occupied during the receiving and dispatching operation; Indicates the time the line is occupied during transit operations; Indicates the time the combined operation is occupied; This indicates the time the group / ungroup operation is occupied. This indicates the number of ordinary train groups performing reception and dispatch operations; This indicates the number of trains operating in a 10,000-ton train group performing reception and dispatch operations; This indicates the number of ordinary train groups operating during transfer operations; This indicates the number of trains operating in a 10,000-ton train group performing transfer operations; This indicates the number of trains operating in a combined operation involving 10,000-ton train groups. This indicates the number of trains traveling in a group during the grouping / ungrouping operation. This indicates the standard time quota for a single operation of a regular train group performing reception and dispatch operations (i.e., the average standard time required for the reception and dispatch operations of a "regular train"). This indicates the time quota for a single operation of a 10,000-ton train group performing reception and dispatch operations; This indicates the time quota for a single operation of a regular train group performing transfer operations; This indicates the time quota for a single operation of a 10,000-ton train group performing transshipment operations; This indicates the time quota for a single operation of a 10,000-ton train group performing combined operations; This indicates the time quota for a single operation of a group of trains performing grouping / disgrouping operations; Indicates the effective length of a regular train; Indicates the effective length of a 10,000-ton train; Indicates the effective length of the group of trains.

[0136] Secondly, calculate the equivalent number of hairline lines. The server does not simply use the physical number of arrival and departure tracks at the station, but rather considers the difference in effective length and calculates its equivalent number. The server iterates through each type of arrival and departure track at the station. (with effective length) and quantity The following formula is used for conversion:

[0137]

[0138] Finally, calculate the hairline capacity utilization rate. Specifically, the server's capacity utilization is calculated using the following formula:

[0139]

[0140] in, This is the empty fare coefficient for arrival and departure lines (usually taken as 0.15~0.20). The window time is usually 180 minutes.

[0141] S1220' For each of the stations, in response to the arrival / departure line capacity utilization rate corresponding to the station being greater than or equal to a preset capacity utilization rate threshold, the station is determined to be the bottleneck station.

[0142] As an optional example, after calculating the capacity utilization of each station, the server performs a decision-making step:

[0143] The server will calculate the arrival and departure line capacity utilization rate for each station. Compared with the preset utilization threshold Compare. The threshold. Based on experience in heavy-haul railway operations, the value is typically set between 0.70 and 0.80. If a certain station's... If the server determines that the station's arrival and departure line capacity is saturated or oversaturated, constituting a bottleneck restricting the line's throughput capacity, it will mark the station as a bottleneck station and add it to the output list.

[0144] Through the above steps, the server completed the bottleneck identification of all stations in the double-track section, providing accurate quantitative basis for subsequent bottleneck level assessment and adjustment scheme generation.

[0145] S130. Calculate the bottleneck impact index for each bottleneck station, and determine the arrival / departure line adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter.

[0146] The adjustment scheme includes the adjustment amount of the effective length of the landing line and / or the increase in the number of landing lines;

[0147] As an optional implementation method, refer to Figure 5 In S130, "calculating the bottleneck impact index for each bottleneck station" can be achieved through the following steps:

[0148] S1310. If the segment type parameter indicates that the target segment is a single-line segment, then the bottleneck impact index is calculated based on the operation time contribution value and the theoretical operation chart cycle.

[0149] As an optional example, for bottleneck stations whose target section is a single-track section, the server uses the operation time contribution value calculated in step S120 quantitative identification. and theoretical operating cycle Calculate the bottleneck impact index of the station. The calculation formula is as follows:

[0150]

[0151] in, The study quantified the additional time loss caused to the section's throughput capacity due to the station's suboptimal arrival and departure track configuration. This represents the optimal throughput cycle for this single-track section under ideal conditions. This ratio... By effectively normalizing the "time loss" caused by stations into a loss ratio relative to the "theoretical capacity" of the line, the severity of bottlenecks between different stations can be compared.

[0152] S1320. If the segment type parameter indicates that the target segment is a double-line segment, then the bottleneck impact index is calculated based on the difference between the arrival / departure line capacity utilization rate and the preset capacity utilization rate threshold.

[0153] As an optional example, for bottleneck stations whose target section is a double-track section, the server utilizes the arrival and departure track capacity calculated in step S120. Compared with the preset capacity utilization threshold Calculate the bottleneck impact index of the station. The calculation formula is as follows:

[0154]

[0155] Among them, the utilization rate threshold Based on experience in heavy-haul railway operations, this value is typically set between 0.70 and 0.80. This difference... It intuitively reflects the extent to which the station's capacity utilization rate exceeds the reasonable surplus range. The larger the value, the higher the saturation of the station's arrival and departure track resources, and the greater the threat to the smooth operation of the line.

[0156] As an optional implementation, based on the optional examples of S1310~S1320, the method further includes: for each bottleneck station, matching the bottleneck impact index corresponding to the bottleneck station with a preset level threshold range, and determining the bottleneck level of the bottleneck station based on the matching result.

[0157] The bottleneck level is used to characterize the degree of impact of the bottleneck station on the line's throughput capacity.

[0158] As an alternative example, the bottleneck impact index for each bottleneck station is calculated. Afterwards, the server performs a grading operation. The server has a pre-stored bottleneck station grading table as shown in Table 1. The server will then assign each station's... The value is automatically matched with these preset threshold ranges, and the bottleneck level is determined based on the matching results.

[0159] Table 1. Classification of Bottleneck Stations

[0160]

[0161] This bottleneck level is used to accurately characterize the impact of a station on the line's throughput capacity and is directly related to the urgency of its renovation. Specifically, for example, a Level 1 bottleneck indicates that the station has a fundamental defect and needs to be shut down immediately for renovation; a Level 2 bottleneck indicates that the station's capacity is severely insufficient and needs to be urgently optimized in the short term (e.g., within 3 months); a Level 3 bottleneck indicates that the station's capacity is temporarily strained and needs to be expanded and renovated in the medium to long term (e.g., within 1 year); a Level 4 bottleneck indicates that the station's capacity is slightly limited and can be temporarily alleviated by minor adjustments to the timetable, but renovation is still required in the long term.

[0162] Through the above steps, the server outputs a quantified bottleneck index and a clear bottleneck adjustment level for each bottleneck station, providing a precise decision-making basis for the next step of generating targeted and cost-effective arrival and departure line adjustment plans.

[0163] As an optional implementation, the step of "determining the arrival / departure line adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter" in S130 can be achieved through the following steps:

[0164] As an optional example, if the segment type parameter indicates that the target segment is a single-line segment, refer to... Figure 6 The following single-line segment adjustment steps can be performed:

[0165] S1410. Calculate the capability improvement coefficient based on the bottleneck impact index and the preset target bottleneck index of the bottleneck station.

[0166] Specifically, first calculate the capability enhancement coefficient. This coefficient quantifies the capacity improvement required to reduce the station bottleneck index to the target level. The server calculates the bottleneck impact index in step S130 based on this bottleneck station. Compared with the preset target bottleneck index The calculation formula is as follows:

[0167]

[0168] in, The bottleneck impact index of the station reflects the degree to which its existing configuration restricts the line's throughput capacity. The target bottleneck index is a preset value, representing the desired optimization state after adjustment. Based on the experience of heavy-haul railway operation, this value is usually set in the range of 0.05 to 0.10.

[0169] The physical meaning of this calculation formula is: when This indicates that adjustments are needed to improve the station's throughput capacity; The larger the value, the greater the required increase in capacity. Through this step, the server transforms the qualitative assessment of the bottleneck into a quantitative coefficient that can guide subsequent calculations.

[0170] S1420. Determine the target on-site operation time based on the capacity enhancement coefficient and the current on-site operation time of the bottleneck station.

[0171] Specifically, in obtaining the ability enhancement coefficient The server then determines the adjusted target operation time based on this. The server obtains the current on-site operation time of the bottleneck station. (This data comes from the calculation process in step S120 quantitative identification), and is calculated using the following formula:

[0172]

[0173] in, Given the current effective length configuration of arrival and departure tracks, this is the total time required for a group of trains to complete operations at this station. The target operating time is expected to be achieved after extending the effective length of the launch line.

[0174] The logic of this step is: ability enhancement coefficient Directly affects work time By extending the effective length of arrival and departure tracks, the time spent by trains entering stations separately or waiting on empty tracks can be reduced, thereby directly shortening the travel time. Its goal is to reduce the operation time from Optimized to .

[0175] S1430. Based on the target on-site operation time, generate an adjustment amount for the effective length of the arrival / departure line.

[0176] Specifically, the server ultimately bases its operations on a defined target on-site time. Generate specific effective length adjustment for arrival and departure lines. This step is the core output of the solution, and its logic is to establish a mathematical relationship between the "target operation time" and the "required effective length". The server calculates this based on the train operation characteristics and track parameters of a single-track section using a built-in conversion algorithm. This algorithm considers factors such as train length, arrival / departure intervals, and changes in operation modes; its essence is to solve for the condition that satisfies... Minimum effective length increment required .

[0177] After the calculation is completed, the server outputs the effective length adjustment of the arrival and departure tracks for the bottleneck station. This adjustment is a specific length value (in meters), clearly indicating that the effective length of the arrival and departure tracks at that station needs to be extended by at least [a certain amount]. Only by reducing the working time to meters can the working time be shortened to This will effectively alleviate the bottleneck constraints of the station.

[0178] As an alternative example, if the segment type parameter indicates that the target segment is a double-line segment, refer to... Figure 7 The following double-line section adjustment steps can be performed:

[0179] S1410': Based on a preset capacity utilization threshold and the total line occupancy time calculated based on the technical operation time standard and the group traffic volume, determine the equivalent number of arrival and departure lines required to meet the preset conditions.

[0180] The preset condition is that the capacity utilization rate of the arrival and departure lines of the bottleneck station is less than a preset capacity utilization rate threshold.

[0181] Specifically, the server first determines the equivalent number of incoming and outgoing lines required to meet preset capacity requirements. The core of this step is the reverse calculation of theoretical requirements. The server then bases this on a preset capacity utilization threshold (i.e., the threshold value). (usually set to 0.70~0.80), and the total occupancy time calculated based on the technical operation time standard and group traffic volume ( The calculation method is the same as that used in step S120' when calculating the capacity utilization rate, and it is calculated using the following formula:

[0182]

[0183] in, The current equivalent number of arrival and departure tracks for this station (to be calculated in S1420'). This is the idle fee coefficient or idle rate (taken as 0.15~0.20). The skylight duration is 180 minutes. The calculated... This indicates that in order to reduce capacity utilization to a threshold The following is the number of additional equivalent arrival lines required.

[0184] S1420' Based on the effective length of the arrival and departure tracks of each bottleneck station, the arrival and departure tracks of different lengths are uniformly converted into the current equivalent number of arrival and departure tracks based on the shortest effective length of the arrival and departure tracks of the bottleneck station.

[0185] Specifically, the server precisely calculates the current equivalent number of arrival and departure tracks at the bottleneck station. This step forms the basis for assessing the current situation. The server iterates through each type of arrival / departure track at the station. (Its effective length is) The quantity is ), and based on the shortest effective length of the arrival / departure line at that station. The conversion is based on the standard. The calculation formula is as follows:

[0186]

[0187] This calculation converts arrival and departure lines of different lengths into a standardized number of "equivalent lines," providing an accurate baseline for the next step of calculating capacity gaps.

[0188] S1430' Based on the difference between the number of equivalent arrival / departure tracks required to meet the preset conditions and the current number of equivalent arrival / departure tracks, determine the extension amount of the arrival / departure tracks with relatively short effective lengths within the bottleneck station, and use it as the adjustment amount of the effective length of the arrival / departure tracks.

[0189] Specifically, the server prioritizes extending the effective length of arrival and departure tracks to compensate for capacity gaps. The core of this step is to achieve maximum capacity improvement with minimal engineering cost. More specifically, the server determines the extension amount based on the existing distribution of effective lengths of arrival and departure tracks at the station. To minimize the impact of the project, priority will be given to extending tracks with shorter effective lengths. The extension amount will be the difference between the maximum and minimum effective lengths of the arrival and departure tracks at that station, or the minimum value itself. .

[0190] S1440' In response to extending the arrival and departure tracks with relatively short effective lengths within the bottleneck station using the extension amount, the arrival and departure track capacity utilization rate of the bottleneck station is recalculated based on the extended effective length of the arrival and departure tracks, and the equivalent increase in the number of arrival and departure tracks after the effective length extension is calculated.

[0191] Specifically, firstly, after determining the extension plan, the server needs to evaluate the adjustment effect. The server bases its assessment on the extended effective length of the arrival and departure lines (the shortest effective length becomes...). Then, repeat the conversion process of S1420', calculate the new equivalent number of arrival and departure tracks, and substitute them again into the capacity utilization formula of S1410' to recalculate the arrival and departure track capacity utilization rate of the bottleneck station. This step is a technical verification of the effects of the first stage of adjustments.

[0192] Secondly, the server calculates the equivalent increase in the number of arrival and departure lines due to this effective length extension. The formula is as follows:

[0193]

[0194] in, It currently has the shortest effective length The number of arrival / departure lines. This value quantifies the capability enhancement effect brought about by extending the effective length.

[0195] S1450' If the recalculated arrival / departure line capacity utilization rate is still greater than or equal to the preset capacity utilization rate threshold, then calculate the number of arrival / departure lines to be added based on the equivalent increase in the number of arrival / departure lines, so that the arrival / departure line capacity utilization rate adjusted according to the actual number of arrival / departure lines added is lower than the preset capacity utilization rate threshold. The number of added arrival / departure lines is recorded as the increase in the number of arrival / departure lines.

[0196] Specifically, the server's utilization rate of the recalculated capacity. Make a judgment:

[0197] like This indicates that the capability requirements have been met simply by extending the effective length, and the adjustment is now complete.

[0198] like This indicates that the capacity gap has not been completely eliminated, and it is necessary to move into the stage of increasing the number of transmission lines. At this point, the server calculates the actual number of transmission lines that need to be added. The formula is as follows:

[0199]

[0200] This formula transforms the remaining demand gap for equivalent tracks into the actual number of additional tracks added based on the extended effective length. Finally, the server outputs the adjustment amount for the effective length of arrival and departure tracks at the bottleneck station. And / or increase in the number of arrival / departure lines This will lead to a complete adjustment plan.

[0201] As an optional implementation, after determining the arrival / departure line adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter, the method further includes: using a preset prediction and evaluation algorithm to predict and evaluate the arrival / departure line adjustment scheme corresponding to each bottleneck station, and obtaining the evaluation result.

[0202] As an alternative example, for bottleneck stations in single-track sections, the core effect of the server-assessed adjustment plan (i.e., extending the effective length of arrival and departure tracks) is to reduce train operation time at the station. The server uses the bottleneck mitigation rate. As a predictive evaluation indicator, this indicator reflects the relative reduction in operation time before and after the adjustment, and the calculation formula is as follows:

[0203]

[0204] in, The current on-site operation time of the bottleneck station before adjustment (derived from the calculation results of step S120). The adjusted target on-site operation time (i.e., the time calculated in step S140) ).

[0205] The server performs the calculation and obtains the mitigation rate. Compare with the preset effect threshold. If If the value is close to 1, the prediction indicates that the adjustment plan can basically eliminate the bottleneck constraint of the station; if... A smaller value suggests that more significant adjustments or supplementary measures may be needed.

[0206] As another alternative example, for bottleneck stations in double-track sections, the server evaluates the core effect of adjustment schemes (extending the effective length of arrival / departure tracks and / or increasing the number of arrival / departure tracks) as reducing the capacity utilization rate of arrival / departure tracks. The server also uses bottleneck mitigation rate as an evaluation metric. A predictive assessment is conducted, but the calculation formula differs; it reflects the relative proportion of the bottleneck index decline.

[0207]

[0208] in, The bottleneck impact index of the bottleneck station before adjustment (derived from the calculation results of step S130). This is the adjusted predicted bottleneck impact index. This value is calculated by the server based on the generated adjustment plan (i.e., the new effective length and number of arrival / departure lines), recalculating the arrival / departure line capacity utilization rate, and according to... The formula was derived from this.

[0209] The server automatically performs the above calculations and comparisons. If This indicates that the adjustment is effective; if (that is, to indicate) If the value approaches 1, the prediction indicates that the bottleneck constraint has been largely eliminated. This prediction result will provide decision-makers with clear quantitative evidence to determine whether the adjustment plan has achieved its expected goals.

[0210] S140. The output includes at least the result dataset of the arrival / departure line adjustment scheme.

[0211] As an optional implementation, after the server completes the predictive assessment of all bottleneck stations, it will calculate the predicted bottleneck mitigation rate for each station. The information is linked with the corresponding adjustment plan, bottleneck level, etc., and integrated to form the final prediction and evaluation report, which is then stored in the results dataset.

[0212] Optionally, the output dataset can be pushed to the user's terminal for viewing.

[0213] As described above, the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, as provided in the embodiments of this disclosure, firstly, achieves accurate identification and quantitative assessment of bottleneck stations by constructing a systematic and automated analysis process, effectively overcoming the limitations of traditional reliance on experience-based judgment. The server, by processing section type, infrastructure, and operational data, can objectively and efficiently locate key stations restricting line capacity, and employs differentiated identification models and indicator systems for single-track and double-track sections, profoundly revealing the bottleneck formation mechanism of different types of sections and avoiding a crude "one-size-fits-all" assessment. Secondly, the method's progressive adjustment strategy of "first extending the effective length, then increasing the number" is both scientific and economically sound. The scheme generation process does not simply recommend the largest-scale modification, but rather prioritizes extending the effective length of arrival and departure tracks to tap potential at a smaller engineering cost based on precise quantitative calculations (such as capacity improvement coefficients and equivalent arrival and departure track demand gaps), only suggesting the addition of tracks when necessary. This data-driven optimization strategy can significantly save modification costs while meeting the group operation capacity requirements and reducing interference with the existing operational order of stations. Finally, the method's built-in predictive evaluation mechanism provides strong forward-looking support for decision-making. By calculating the adjusted bottleneck mitigation rate, its effects can be quantitatively predicted before implementation, enabling managers and designers to scientifically compare and optimize the expected benefits of different adjustment schemes, thereby significantly improving the scientific nature of decision-making and the certainty of transport capacity improvement. In summary, this method transforms the diagnosis and management of heavy-haul railway capacity bottlenecks under train group operation into a quantifiable, executable, and optimizable systems engineering project, providing reliable technical support for accurately improving line throughput capacity under train group operation.

[0214] Example 2

[0215] It should be understood that the aforementioned embodiments of the method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation can also be similarly applied to the following devices for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, with similar extensions. For simplicity, they are not described in detail.

[0216] Figure 8 This is a schematic diagram of the structure of an arrival / departure track adjustment device for a bottleneck station on a heavy-haul railway under train group operation, provided in an exemplary embodiment of this disclosure. (Refer to...) Figure 8 The device includes:

[0217] The data acquisition unit 110 is configured to acquire section type parameters, infrastructure data, operation data and section information associated with the target section of the heavy-haul railway.

[0218] The identification unit 120 is configured to: identify the infrastructure data and the operation data using a bottleneck identification model that matches the section type parameters, and obtain the bottleneck station in the target section.

[0219] The calculation unit 130 is configured to: calculate the bottleneck impact index for each bottleneck station, and determine an arrival / departure track adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter. The adjustment scheme includes an adjustment amount for the effective length of the arrival / departure tracks and / or an increase in the number of arrival / departure tracks.

[0220] Output unit 140 is configured to output a result dataset that includes at least the arrival / departure line adjustment scheme.

[0221] As described above, the arrival / departure track adjustment device for bottleneck stations on heavy-haul railways under train group operation provided in the above embodiments of this disclosure firstly achieves accurate identification and quantitative assessment of bottleneck stations by constructing a systematic and automated analysis process, effectively overcoming the limitations of traditional experience-based judgment. The server, by processing section type, infrastructure, and operational data, can objectively and efficiently locate key stations restricting line capacity, and employs differentiated identification models and indicator systems for single-track and double-track sections respectively, deeply revealing the bottleneck formation mechanism of different types of sections and avoiding a crude "one-size-fits-all" assessment. Secondly, the device proposes a progressive adjustment strategy of "first extending the effective length, then increasing the number," which combines scientific rigor with engineering economics. The scheme generation process does not simply recommend the largest-scale modification, but rather prioritizes extending the effective length of arrival / departure tracks to tap potential based on precise quantitative calculations (such as capacity improvement coefficients and equivalent arrival / departure track demand gaps), only suggesting the addition of tracks when necessary, based on smaller engineering costs. This data-driven optimization strategy can significantly reduce modification costs and minimize disruption to existing station operations while meeting the capacity requirements of train group operations. Finally, the device's built-in predictive evaluation mechanism provides strong forward-looking support for decision-making. By calculating the adjusted bottleneck mitigation rate, its effects can be quantitatively predicted before implementation, enabling managers and designers to scientifically compare and optimize the expected benefits of different adjustment schemes, thereby significantly improving the scientific nature of decision-making and the certainty of capacity improvement. In conclusion, this device transforms the diagnosis and management of heavy-haul railway capacity bottlenecks into a quantifiable, executable, and optimizable systems engineering project, providing reliable technical support for accurately improving line throughput capacity under train group operations.

[0222] Example 3

[0223] In addition, this disclosure also provides an electronic device, including: a memory for storing a computer program; and a processor for executing the computer program stored in the memory, wherein when the computer program is executed, it implements the method for generating arrival and departure line adjustment schemes for bottleneck stations of heavy-haul railways as described in any of the above embodiments of this disclosure.

[0224] Figure 9 This is a schematic diagram of the structure of an application embodiment of the electronic device disclosed herein. Below, reference is made to… Figure 9 This describes an electronic device according to embodiments of the present disclosure. The electronic device may be either or both of a first device and a second device, or a standalone device independent of them, which may communicate with the first device and the second device to receive acquired input signals from them.

[0225] like Figure 9 As shown, the electronic device includes one or more processors and a memory. The processor may be a central processing unit (CPU) or other processing unit with data processing capabilities and / or instruction execution capabilities, and may control other components in the electronic device to perform desired functions. The memory may include one or more computer program products, which may include various forms of computer-readable storage media, such as volatile memory and / or non-volatile memory. The volatile memory may, for example, include random access memory (RAM) and / or cache memory. The non-volatile memory may, for example, include read-only memory (ROM), hard disk, flash memory, etc. One or more computer program instructions may be stored on the computer-readable storage medium, and the processor may execute the program instructions to implement the methods for generating arrival and departure line adjustment schemes for bottleneck stations on heavy-haul railways described in the various embodiments of this disclosure above, and / or other desired functions.

[0226] In one example, the electronic device may further include input and output devices, which are interconnected via a bus system and / or other forms of connection mechanisms (not shown). Furthermore, the input device may include, for example, a keyboard, a mouse, etc. The output device can output various information to the outside, including determined distance information, direction information, etc. The output device may include, for example, a display, a speaker, a printer, and a communication network and its connected remote output devices, etc.

[0227] Of course, for the sake of simplicity, Figure 9 Only some of the components of the electronic device relevant to this disclosure are shown, omitting components such as buses, input / output interfaces, etc. In addition, the electronic device may include any other suitable components depending on the specific application.

[0228] In addition to the methods and apparatus described above, embodiments of this disclosure may also be computer program products comprising computer program instructions that, when executed by a processor, cause the processor to perform the steps of the methods for generating arrival / departure track adjustment schemes for bottleneck stations on heavy-haul railways according to various embodiments of this disclosure as described in the foregoing portion of this specification.

[0229] The computer program product can be written in any combination of one or more programming languages ​​to perform the operations of the embodiments of this disclosure. The programming languages ​​include object-oriented programming languages ​​such as Java and C++, as well as conventional procedural programming languages ​​such as C or similar languages. The program code can be executed entirely on a user's computing device, partially on a user's computing device, as a standalone software package, partially on a user's computing device and partially on a remote computing device, or entirely on a remote computing device or server.

[0230] Furthermore, embodiments of this disclosure may also be computer-readable storage media storing computer program instructions that, when executed by a processor, cause the processor to perform the steps in the method for generating arrival / departure track adjustment schemes for bottleneck stations on heavy-haul railways according to various embodiments of this disclosure as described in the foregoing portion of this specification.

[0231] The computer-readable storage medium may be any combination of one or more readable media. A readable medium may be a readable signal medium or a readable storage medium. A readable storage medium may be, for example, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination thereof. More specific examples of readable storage media (a non-exhaustive list) include: an electrical connection having one or more wires, a portable disk, a hard disk, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fiber, portable compact disk read-only memory (CD-ROM), optical storage device, magnetic storage device, or any suitable combination thereof.

[0232] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as ROM, RAM, magnetic disk, or optical disk.

[0233] The basic principles of this disclosure have been described above with reference to specific embodiments. However, it should be noted that the advantages, benefits, and effects mentioned in this disclosure are merely examples and not limitations, and should not be considered as essential features of each embodiment of this disclosure. Furthermore, the specific details disclosed above are for illustrative and facilitative purposes only, and are not limitations. These details do not limit the scope of this disclosure to the necessity of employing the aforementioned specific details for implementation.

[0234] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For system embodiments, since they largely correspond to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments.

[0235] The block diagrams of devices, apparatuses, devices, and systems disclosed herein are merely illustrative examples and are not intended to require or imply that they must be connected, arranged, or configured in the manner shown in the block diagrams. As those skilled in the art will recognize, these devices, apparatuses, devices, and systems can be connected, arranged, and configured in any manner. Words such as “comprising,” “including,” “having,” etc., are open-ended terms meaning “including but not limited to,” and are used interchangeably with them. The terms “or” and “and” as used herein refer to the terms “and / or,” and are used interchangeably with them unless the context clearly indicates otherwise. The term “such as” as used herein refers to the phrase “such as but not limited to,” and is used interchangeably with it.

[0236] The methods and apparatus of this disclosure may be implemented in many ways. For example, they may be implemented by software, hardware, firmware, or any combination of software, hardware, and firmware. The above-described order of steps for the methods is for illustrative purposes only, and the steps of the methods of this disclosure are not limited to the order specifically described above unless otherwise specifically stated. Furthermore, in some embodiments, this disclosure may also be implemented as a program recorded on a recording medium, the program including machine-readable instructions for implementing the methods according to this disclosure. Thus, this disclosure also covers recording media storing programs for performing the methods according to this disclosure.

[0237] It should also be noted that in the apparatus, devices, and methods of this disclosure, the components or steps can be disassembled and / or recombined. These disassemblies and / or recombinations should be considered as equivalent solutions to this disclosure.

[0238] The above description of the disclosed aspects is provided to enable any person skilled in the art to make or use this disclosure. Various modifications to these aspects will be readily apparent to those skilled in the art, and the general principles defined herein may be applied to other aspects without departing from the scope of this disclosure. Therefore, this disclosure is not intended to be limited to the aspects shown herein, but rather to be carried out within the widest scope consistent with the principles and novel features disclosed herein.

[0239] The above description has been given for purposes of illustration and description. Furthermore, this description is not intended to limit the embodiments of this disclosure to the forms disclosed herein. Although numerous exemplary aspects and embodiments have been discussed above, those skilled in the art will recognize certain variations, modifications, alterations, additions, and sub-combinations therein.

Claims

1. A method for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, characterized in that, The method includes: Obtain section type parameters, infrastructure data, operation data, and section information associated with the target section of the heavy-haul railway; Using a bottleneck identification model that matches the section type parameters, the infrastructure data and the operation data are identified to obtain the bottleneck stations within the target section; Calculate the bottleneck impact index for each bottleneck station, and determine the arrival / departure track adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter; wherein the adjustment scheme includes the adjustment amount of the effective length of the arrival / departure tracks and / or the increase in the number of arrival / departure tracks; The output should include at least the result dataset of the arrival and departure line adjustment scheme; The infrastructure data includes the number of arrival and departure tracks at each station within the target section and the effective length of the arrival and departure tracks at each station; The operational data includes train group parameters, group operation schedule data, technical operation time standards, and group traffic volume. The target section is the section that requires bottleneck station identification and arrival / departure line adjustment; The interval information is used to characterize each interval that constitutes the target segment; Using a bottleneck identification model that matches the section type parameters, the infrastructure data and the operational data are identified to obtain bottleneck stations within the target section, including: If the segment type parameter indicates that the target segment is a single-line segment, then the bottleneck identification model is determined to be a single-line bottleneck identification model, and the following steps are performed: For each station, based on the total length of the train group in the train group parameters and the effective length of the station arrival and departure tracks in the infrastructure data, determine the minimum number of arrival and departure tracks required to accommodate the train group. The minimum number of arrival and departure tracks is compared with the existing number of arrival and departure tracks at the station. If the existing number of arrival and departure tracks is less than the minimum number of arrival and departure tracks, the station is determined to be the bottleneck station. For each station, in response to the existing number of arrival / departure tracks being greater than or equal to the minimum number of arrival / departure tracks, the following sub-steps are performed: Based on the group operation chart data and the interval information, calculate the operation chart cycle of each interval constituting the target segment; Based on the operating cycle of each interval, the theoretical operating cycle of the single-line segment is determined; The intervals in which the running chart period is greater than the theoretical running chart period are identified as bottleneck intervals; For each terminal station of each bottleneck section, the operation mode is determined based on the effective length of the arrival and departure tracks of that terminal station, and the operation time contribution value of that terminal station to the throughput capacity of the bottleneck section under the operation mode is calculated. If the operation time contribution value is greater than zero, the terminal station is determined to be the bottleneck station, wherein the operation time contribution value is the difference between the maximum operation time of the group trains in the operation mode and the theoretical optimal operation mode; If the segment type parameter indicates that the target segment is a double-line segment, then the bottleneck identification model is determined to be a double-line bottleneck identification model, and the following steps are performed: Based on the technical operation time standard and the group traffic volume, and combined with the number of arrival and departure tracks and the effective length of the arrival and departure tracks of each station, the capacity utilization rate of the arrival and departure tracks of each station is calculated. For each of the stations, if the capacity utilization rate of the arrival / departure lines corresponding to that station is greater than or equal to a preset capacity utilization rate threshold, then that station is determined to be the bottleneck station.

2. The method according to claim 1, characterized in that, The calculation of the bottleneck impact index for each bottleneck station includes: If the segment type parameter indicates that the target segment is a single-line segment, then the bottleneck impact index is calculated based on the operation time contribution value and the theoretical operation chart cycle; If the segment type parameter indicates that the target segment is a dual-line segment, then the bottleneck impact index is calculated based on the difference between the arrival / departure line capacity utilization rate and the preset capacity utilization rate threshold.

3. The method according to claim 1, characterized in that, The step of determining the arrival / departure line adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter includes: If the segment type parameter indicates that the target segment is a single-line segment, then the following single-line segment adjustment steps are performed: Based on the bottleneck impact index of the bottleneck station and the preset target bottleneck index, the capability improvement coefficient is calculated. Based on the capacity enhancement coefficient and the current on-site operation time of the bottleneck station, determine the target on-site operation time; The adjustment amount for the effective length of the arrival / departure line is generated based on the target on-site operation time; If the segment type parameter indicates that the target segment is a double-line segment, then the following double-line segment adjustment steps are performed: Based on a preset capacity utilization threshold and the total line occupancy time calculated based on the technical operation time standard and the group traffic volume, the equivalent number of arrival and departure lines required to meet the preset conditions is determined; wherein the preset conditions are that the arrival and departure line capacity utilization rate of the bottleneck station is less than the preset capacity utilization threshold. Based on the effective length of the arrival and departure tracks of each bottleneck station, arrival and departure tracks of different lengths are uniformly converted into the current equivalent number of arrival and departure tracks based on the shortest effective length of the arrival and departure tracks of the bottleneck station. Based on the difference between the equivalent number of arrival and departure tracks required to meet the preset conditions and the current equivalent number of arrival and departure tracks, the extension amount of the arrival and departure tracks with relatively short effective lengths within the bottleneck station is determined as the adjustment amount of the effective length of the arrival and departure tracks. In response to extending the arrival and departure tracks with relatively short effective lengths within the bottleneck station using the extension amount, the arrival and departure track capacity utilization rate of the bottleneck station is recalculated based on the extended effective length of the arrival and departure tracks, and the equivalent increase in the number of arrival and departure tracks after the effective length extension is calculated. If the recalculated arrival / departure line capacity utilization rate is still greater than or equal to the preset capacity utilization rate threshold, then the number of arrival / departure lines to be added based on the equivalent increase in the number of arrival / departure lines is calculated, so that the arrival / departure line capacity utilization rate adjusted according to the added number of arrival / departure lines is lower than the preset capacity utilization rate threshold; wherein, the added number of arrival / departure lines is recorded as the increase in the number of arrival / departure lines.

4. The method according to claim 1, characterized in that, The method further includes: For each bottleneck station, the bottleneck impact index corresponding to the bottleneck station is matched with a preset level threshold range, and the bottleneck level of the bottleneck station is determined based on the matching result. The bottleneck level is used to characterize the degree of impact of the bottleneck station on the line throughput capacity under train group operation.

5. The method according to claim 1, characterized in that, After determining the arrival / departure line adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter, the method further includes: Using a preset prediction and evaluation algorithm, the arrival and departure line adjustment schemes corresponding to each bottleneck station are predicted and evaluated to obtain the evaluation results.

6. A device for adjusting arrival and departure tracks at bottleneck stations on heavy-haul railways under train group operation, characterized in that, The device includes: The data acquisition unit is configured to: acquire section type parameters, infrastructure data, operational data, and interval information associated with the target section of the heavy-haul railway; the infrastructure data includes the number of arrival and departure tracks at each station within the target section and the effective length of the arrival and departure tracks at each station; the operational data includes train group parameters, group timetable data, technical operation time standards, and group traffic volume; the target section is the section that requires bottleneck station identification and arrival / departure track adjustment; the interval information is used to characterize each interval constituting the target section; The identification unit is configured to: identify the infrastructure data and the operation data using a bottleneck identification model that matches the section type parameters, and obtain the bottleneck stations in the target section; The calculation unit is configured to: calculate the bottleneck impact index of each bottleneck station, and determine the arrival / departure track adjustment scheme for each bottleneck station based on the bottleneck impact index and / or the section type parameter; wherein the adjustment scheme includes the adjustment amount of the effective length of the arrival / departure tracks and / or the increase in the number of arrival / departure tracks; The output unit is configured to output a result dataset that includes at least the arrival / departure line adjustment scheme; The identification unit is specifically used for: If the segment type parameter indicates that the target segment is a single-line segment, then the bottleneck identification model is determined to be a single-line bottleneck identification model, and the following steps are performed: For each station, based on the total length of the train group in the train group parameters and the effective length of the station arrival and departure tracks in the infrastructure data, determine the minimum number of arrival and departure tracks required to accommodate the train group. The minimum number of arrival and departure tracks is compared with the existing number of arrival and departure tracks at the station. If the existing number of arrival and departure tracks is less than the minimum number of arrival and departure tracks, the station is determined to be the bottleneck station. For each station, in response to the existing number of arrival / departure tracks being greater than or equal to the minimum number of arrival / departure tracks, the following sub-steps are performed: Based on the group operation chart data and the interval information, calculate the operation chart cycle of each interval constituting the target segment; Based on the operating cycle of each interval, the theoretical operating cycle of the single-line segment is determined; The intervals in which the running chart period is greater than the theoretical running chart period are identified as bottleneck intervals; For each terminal station of each bottleneck section, the operation mode is determined based on the effective length of the arrival and departure tracks of that terminal station, and the operation time contribution value of that terminal station to the throughput capacity of the bottleneck section under the operation mode is calculated. If the operation time contribution value is greater than zero, the terminal station is determined to be the bottleneck station, wherein the operation time contribution value is the difference between the maximum operation time of the group trains in the operation mode and the theoretical optimal operation mode; If the segment type parameter indicates that the target segment is a double-line segment, then the bottleneck identification model is determined to be a double-line bottleneck identification model, and the following steps are performed: Based on the technical operation time standard and the group traffic volume, and combined with the number of arrival and departure tracks and the effective length of the arrival and departure tracks of each station, the capacity utilization rate of the arrival and departure tracks of each station is calculated. For each of the stations, if the capacity utilization rate of the arrival / departure lines corresponding to that station is greater than or equal to a preset capacity utilization rate threshold, then that station is determined to be the bottleneck station.

7. An electronic device, characterized in that, The electronic device includes: a processor; a memory for storing executable instructions of the processor; the processor is configured to read the executable instructions from the memory and execute the instructions to implement the method for adjusting the arrival and departure tracks of a bottleneck station on a heavy-haul railway under any of claims 1 to 5.

8. A computer-readable storage medium storing a computer program, characterized in that, The computer program is used to execute the method for adjusting the arrival and departure tracks of bottleneck stations on heavy-haul railways under the operation of any one of claims 1 to 5.

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