A method for automatic adjustment of train operation plan based on interval slow movement

Abstract

A method for automatically adjusting a train operation plan based on interval slow running determines a speed limit section and a speed limit, determines the speed information and operation type of a train affected by the speed limit section, calculates an estimated value of the operation time and a speed limit time difference based on the original operation time, uses the speed limit time difference to correct the estimated value of the operation time, obtains a new operation time, updates the new operation time to the operation line, and replaces the original operation time. The invention realizes the rapid adjustment of the train operation plan and solves the problem of high time cost of manual scheduling.

Description

Technical Field

[0001] The invention relates to an automatic adjustment method for a train operation plan based on interval slow movement. Background Art

[0002] The train operation plan is the basis of railway train operation and the key to the railway transportation department's train coordination, resource transportation, and safe operation. When a running train encounters a temporary failure or emergency, it will deviate from the scheduled operation plan. It is necessary to use a reasonable adjustment strategy to make the train operation return to an orderly arrangement state, which is called train operation adjustment. The adjustment of the train operation plan usually consumes a lot of time and manpower due to scheduling rules, the number of trains, and changing situations.

[0003] The train operation plan will be affected and need to be adjusted in emergency situations such as bad weather and temporary construction. For stations and sections, speed limit operations are usually considered to adjust train operations. In the actual adjustment process, it is difficult to achieve rapid optimization of train operation schedules because of the large number of vehicles that may be adjusted, the wide adjustment range, and the long time span. Therefore, it is particularly important to design an automatic adjustment method for train operation plans that ensures reasonable plan adjustments in emergency situations and improves the efficiency of emergency response. Summary of the invention

[0004] The purpose of the present invention is to provide a method for automatically adjusting a train operation plan based on interval slow movement, thereby realizing rapid adjustment of the train operation plan and solving the problem of high time cost of manual scheduling.

[0005] In order to achieve the above object, the present invention provides a method for automatically adjusting the train operation plan based on interval slow running, determining the speed limit section and the speed limit, determining the speed information and operation type of the train affected by the speed limit section, and calculating the estimated value T of the running time based on the original running time. est and the speed limit time difference Δ, and use the speed limit time difference Δ to correct the estimated value of the running time T est , and get the new running time T new =T est +Δ, the new running time T new Update to the running line, replacing the original running time.

[0006] Methods for calculating an estimate of the runtime include:

[0007] T est =T run ×(1-α)+T run ×α×β

[0008] Among them, T est Represents the estimated value of running time, Trun represents the original running time, α represents the percentage of the number of speed-limited sections to the total number of sections, and β represents the percentage of the speed-limited speed to the ceiling speed, where the ceiling speed comes from the speed information of the train.

[0009] The departure station and arrival station of the speed limit section are found through the speed limit section start kilometer mark and the speed limit section end kilometer mark on the set speed limit section, and the percentage α of the number of speed limit sections to the total number of sections is calculated according to the distance between the two stations.

[0010] The speed limit time difference Δ is calculated according to the speed limit type and the train operation type. The speed limit type includes: exit speed limit, section speed limit, entry speed limit, and the train operation type includes: passing train, arriving train, and starting train.

[0011] In the case of interval speed limit, the method for calculating the speed limit time difference Δ includes:

[0012] Actual running time of the first error-generating segment:

[0013]

[0014] Among them, V max represents the ceiling speed, V limit represents the speed limit, a - represents the acceleration of the train during deceleration, and a - Speed ​​information from trains;

[0015] Estimated runtime for the first error-generating segment:

[0016]

[0017] Actual running time of the second error-generating segment:

[0018]

[0019] Among them, V max represents the ceiling speed, V limit represents the speed limit, a + Represents the acceleration of the train during acceleration, and a + Speed ​​information from trains;

[0020] Estimated running time for the second error-generating segment:

[0021]

[0022] Therefore, the value of the time difference term is:

[0023]

[0024] In the case of exit speed limit, the method for calculating the speed limit time difference Δ includes:

[0025] Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, and the kilometer mark of the start of the speed limit section is G b The speed limit section ends at a kilometer mark of G e , then the speed limit section length is S limit =G e -G b ;

[0026] The distance that the train travels from stopping to accelerating to the speed limit is given by:

[0027]

[0028] Among them, V limit is the speed limit, a + is the acceleration of the train during the acceleration phase, and a + Speed ​​information from trains;

[0029] The first situation: the train speed has not exceeded the speed limit value when passing through the speed limit section;

[0030] That is G 1 +S r >G e , because it is a zone speed limit, the default is G b >G 1 ,

[0031] At this time, the actual speed corresponding to the starting position of the speed limit section is:

[0032]

[0033] At this time, the actual speed corresponding to the end position of the speed limit section is:

[0034]

[0035] So the actual running time is:

[0036]

[0037] The estimated running time is:

[0038]

[0039] At this time, the time error term value is:

[0040]

[0041] The second situation: the train accelerates to the speed limit in the speed limit section;

[0042] That is Ge >G 1 +S r >G b , because it is a zone speed limit, the default is G b >G 1 ,

[0043] At this time, the actual running time of the error-generating section is:

[0044]

[0045] Estimated running time of the error-generating section:

[0046]

[0047] Therefore, at this time, the value of the time difference item is:

[0048]

[0049] The third situation: the train accelerates to the speed limit before the speed limit section;

[0050] That is G b >G 1 +S r ,

[0051] At this time, the actual running time of the error-generating section is:

[0052]

[0053] Estimated running time of the error-generating section:

[0054]

[0055] Therefore, at this time, the value of the time difference item is:

[0056]

[0057] In the case of an inbound speed limit, the method for calculating the speed limit time difference Δ includes:

[0058] Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, and the kilometer mark of the start of the speed limit section is G b The speed limit section ends at a kilometer mark of G e , then the speed limit section length is S limit =G e -G b ;

[0059] The distance that the train slows down from the speed limit to a stop is given by the following formula:

[0060]

[0061] Among them, a - represents the acceleration of the train during deceleration, and a - Speed ​​information from trains;

[0062] The first case: the train speed has been reduced to below the speed limit when passing through the speed limit section;

[0063] That is G 2 -S r >G b , because it is a zone speed limit, the default is G e <G 2 ,

[0064] At this time, the actual speed corresponding to the starting position of the speed limit section is:

[0065]

[0066] At this time, the actual speed corresponding to the end position of the speed limit section is:

[0067]

[0068] So the actual running time is:

[0069]

[0070] The estimated running time is:

[0071]

[0072] At this time, the time error term value is:

[0073]

[0074] The second situation: the train slows down to the speed limit in the speed limit section;

[0075] That is G e >G 2 -S r >G b , because it is a zone speed limit, the default is G e <G 1 ,

[0076] At this time, the actual running time of the error-generating section is:

[0077]

[0078] Estimated running time of the error-generating section:

[0079]

[0080] Therefore, at this time, the value of the time difference item is:

[0081]

[0082] The third situation: the train has slowed down to the speed limit before the speed limit section;

[0083] That is G 2 -S r >G e ,

[0084] At this time, the actual running time of the error-generating section is:

[0085]

[0086] Estimated running time of the error-generating section:

[0087]

[0088] Therefore, at this time, the value of the time difference item is:

[0089]

[0090] The method for determining the speed limit section includes: manually marking the speed limit section start kilometer mark and the speed limit section end kilometer mark in the speed limit section, and mapping the speed limit section start kilometer mark and the speed limit section end kilometer mark to the corresponding speed limit section.

[0091] The present invention also provides a station dispatching system, which includes a processor and a computer-readable storage medium, wherein the computer-readable storage medium stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the method for automatic adjustment of train operation plans based on interval slow movement.

[0092] The present invention has the following advantages:

[0093] 1. The running time after speed limit can be calculated quickly and accurately.

[0094] 2. The speed limit types and train operations are classified, and the time difference items between different types are calculated by classification method to solve the differences between categories.

[0095] 3. The algorithm based on interval slow movement enables rapid adjustment of train operation plans, solving the problem of high time cost of manual scheduling. BRIEF DESCRIPTION OF THE DRAWINGS

[0096] Figure 1 It is a schematic diagram of speed limit sections and speed limit intervals.

[0097] Figure 2Schematic diagram for estimating the speed limit time difference item in the interval.

[0098] Figure 3 Schematic diagram for estimating the exit speed limit time difference item.

[0099] Figure 4 Schematic diagram for estimating the time difference item of the inbound speed limit. DETAILED DESCRIPTION

[0100] The following is based on Figure 1 to Figure 4 , specifically describe the preferred embodiments of the present invention.

[0101] The present invention provides a method for automatically adjusting a train operation plan based on interval slow movement, comprising the following steps:

[0102] Step S1: When a train encounters an emergency, a speed limit sign (the starting kilometer mark and the ending kilometer mark of the speed limit section) is manually painted in the speed limit section to determine the speed limit, and the affected trains that need to be dispatched and adjusted are determined through the speed limit section;

[0103] Step S2, mapping the speed limit section start kilometer mark and the speed limit section end kilometer mark to the corresponding speed limit section;

[0104] Step S3, reading the local configuration file according to the EMU model to obtain the natural attributes of the EMU and determine the train operation type, the natural attributes include: ceiling speed, uniform acceleration and uniform deceleration, the train operation type includes: passing train or starting train;

[0105] Step S4, determining the speed limit type according to the speed limit section, wherein the speed limit type includes: station speed limit or interval speed limit, wherein the interval speed limit includes: exit speed limit, interval speed limit, and entry speed limit;

[0106] Step S5, calling the calculation function to obtain an estimated value of the running time, and then calculating the time difference item to correct the estimated value to obtain a new running time.

[0107] Step S6: Update the new running time to the running line as a new running time result.

[0108] In an embodiment of the present invention, the adjustment method provided by the present invention is deployed on a station dispatching platform, relying on a centralized dispatching control system CTC.

[0109] In step S5, calculating the new running time includes the following steps:

[0110] Step S51: Figure 1As shown, by setting the starting kilometer mark of the speed limit section and the ending kilometer mark of the speed limit section on the set speed limit section, the departure station and the arrival station of the speed limit section are found, and the percentage α of the number of speed limit sections to the total number of sections is calculated according to the distance between the two stations;

[0111] Step S52: Calculate the estimated running time value T est ;

[0112] T est =T run ×(1-α)+T run ×α×β

[0113] Among them, T run represents the original running time, α represents the percentage of speed limit sections to the total number of sections, and β represents the percentage of speed limit speed to the ceiling speed;

[0114] Step S53, calculating the time difference term Δ according to the speed limit type and the train operation type;

[0115] Step S54: Combine the time estimate and the time difference into a new running time T new ;

[0116] T new =T est +Δ

[0117] The calculation of the time difference term Δ in step S53 is the most core calculation step, such as Figure 2 As shown, first analyze the speed limit situation in the section (the station is regarded as a section in the calculation and judgment, and the speed limit in the station is logically the same as the speed limit in the section).

[0118] Actual running time of the first error-generating segment:

[0119]

[0120] Among them, V max represents the ceiling speed, V limit represents the speed limit, a - Represents the acceleration of the train during deceleration;

[0121] Estimated runtime for the first error-generating segment:

[0122]

[0123] Actual running time of the second error-generating segment:

[0124]

[0125] Among them, V max represents the ceiling speed, Vlimit represents the speed limit, a + Represents the acceleration of the train during the acceleration phase;

[0126] Estimated running time for the second error-generating segment:

[0127]

[0128] Therefore, the value of the time difference term is:

[0129]

[0130] The calculation of the time difference term in this case is not only applicable to the case of a speed limit zone in the section, but also applicable to the case of a passing vehicle passing through the speed limit section.

[0131] like Figure 3 As shown in the figure, the time difference item in the exit speed limit is analyzed. This type of speed limit is divided into three types. The first type is that the train speed has not exceeded the speed limit value when passing through the speed limit section. The second type is that the train accelerates to the speed limit value in the speed limit section. The third type is that the train accelerates to the speed limit value before the speed limit section.

[0132] Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, the kilometer mark of the start of the speed limit section is Gb, and the kilometer mark of the end of the speed limit section is Ge, then the length of the speed limit section is S limit =G e -G b ;

[0133] The distance that the train travels from stopping to accelerating to the speed limit is given by:

[0134]

[0135] Among them, V limit is the speed limit, a + is the acceleration of the train during the acceleration phase;

[0136] The first case is G 1 +S r >G e , because it is a zone speed limit, the default is G b >G 1 ,

[0137] At this time, the actual speed corresponding to the starting position of the speed limit section is:

[0138]

[0139] At this time, the actual speed corresponding to the end position of the speed limit section is:

[0140]

[0141] So the actual running time is:

[0142]

[0143] The estimated running time is:

[0144]

[0145] At this time, the time error term value is:

[0146]

[0147] The second case is G e >G 1 +S r >G b , because it is a zone speed limit, the default is G b >G 1 ,

[0148] At this time, the actual running time of the error-generating section is:

[0149]

[0150] Estimated running time of the error-generating section:

[0151]

[0152] Therefore, at this time, the value of the time difference item is:

[0153]

[0154] The third case is G b >G 1 +S r ,

[0155] At this time, the actual running time of the error-generating section is:

[0156]

[0157] Estimated running time of the error-generating section:

[0158]

[0159] Therefore, at this time, the value of the time difference item is:

[0160]

[0161] like Figure 4As shown in the figure, the time difference item in the entry speed limit is analyzed. This type of speed limit is divided into three types. The first type is that the train speed has been reduced to below the speed limit when passing through the speed limit section. The second type is that the train speed is reduced to the speed limit in the speed limit section. The third type is that the train speed has been reduced to the speed limit before the speed limit section.

[0162] Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, the kilometer mark of the start of the speed limit section is Gb, and the kilometer mark of the end of the speed limit section is Ge, then the length of the speed limit section is S limit =G e -G b ;

[0163] The distance that the train slows down from the speed limit to a stop is given by the following formula:

[0164]

[0165] Among them, a - Represents the acceleration of the train during deceleration.

[0166] The first case is G 2 -S r >G b , because it is a zone speed limit, the default is G e <G 2 ,

[0167] At this time, the actual speed corresponding to the starting position of the speed limit section is:

[0168]

[0169] At this time, the actual speed corresponding to the end position of the speed limit section is:

[0170]

[0171] So the actual running time is:

[0172]

[0173] The estimated running time is:

[0174]

[0175] At this time, the time error term value is:

[0176]

[0177] The second case is G e >G 2 -S r >G b , because it is a zone speed limit, the default is G e <G1 ,

[0178] At this time, the actual running time of the error-generating section is:

[0179]

[0180] Estimated running time of the error-generating section:

[0181]

[0182] Therefore, at this time, the value of the time difference item is:

[0183]

[0184] The third case is G 2 -S r >G e ,

[0185] At this time, the actual running time of the error-generating section is:

[0186]

[0187] Estimated running time of the error-generating section:

[0188]

[0189] Therefore, at this time, the value of the time difference item is:

[0190]

[0191] Compared with the prior art, the present invention has the following beneficial effects (advantages):

[0192] 1. The running time after speed limit can be calculated quickly and accurately.

[0193] 2. The speed limit types and train operations are classified, and the time difference items between different types are calculated by classification method to solve the differences between categories.

[0194] 3. The algorithm based on interval slow movement enables rapid adjustment of train operation plans, solving the problem of high time cost of manual scheduling.

[0195] It should be noted that, in the embodiments of the present invention, the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0196] In the present invention, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0197] Although the content of the present invention has been described in detail through the above preferred embodiments, it should be appreciated that the above description should not be considered as a limitation of the present invention. After reading the above content, it will be apparent to those skilled in the art that various modifications and substitutions of the present invention will occur. Therefore, the protection scope of the present invention should be limited by the appended claims.

Claims

1. A method for automatically adjusting a train operation plan based on interval slow movement, characterized in that: Determine the speed limit section and speed limit, determine the speed information and operation type of the train affected by the speed limit section, and calculate the estimated value of the running time T based on the original running time est and the speed limit time difference Δ, and use the speed limit time difference Δ to correct the estimated value of the running time T est , and get the new running time T new =T est +Δ, the new running time T new Update to the running line, replacing the original running time; Methods for calculating an estimate of the runtime include: T est =T run ×(1-α)+T run ×α×β Among them, T est Represents the estimated value of running time, T run represents the original running time, α represents the percentage of the number of speed-limited sections to the total number of sections, and β represents the percentage of the speed-limited speed to the ceiling speed, where the ceiling speed comes from the speed information of the train; Calculate the speed limit time difference Δ according to the speed limit type and the train operation type, wherein the speed limit type includes: exit speed limit, section speed limit, and entry speed limit, and the train operation type includes: passing train, arriving train, and starting train; In the case of interval speed limit, the method for calculating the speed limit time difference Δ includes: Actual running time of the first error-generating segment: Among them, V max represents the ceiling speed, V limit represents the speed limit, a - represents the acceleration of the train during deceleration, and a - Speed ​​information from trains; Estimated runtime for the first error-generating segment: Actual running time of the second error-generating segment: Among them, V max represents the ceiling speed, V limit represents the speed limit, a + Represents the acceleration of the train during acceleration, and a + Speed ​​information from trains; Estimated running time for the second error-generating segment: Therefore, the value of the time difference term is: In the case of exit speed limit, the method for calculating the speed limit time difference Δ includes: Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, and the kilometer mark of the start of the speed limit section is G b The speed limit section ends at a kilometer mark of G e , then the speed limit section length is S limit =G e -G b ; The distance that the train travels from stopping to accelerating to the speed limit is given by: Among them, V limit is the speed limit, a + is the acceleration of the train during acceleration, and a + Speed ​​information from trains; The first situation: the train speed has not exceeded the speed limit value when passing through the speed limit section; That is G1+S r >G e , because it is a zone speed limit, the default is G b >G1, At this time, the actual speed corresponding to the starting position of the speed limit section is: At this time, the actual speed corresponding to the end position of the speed limit section is: So the actual running time is: The estimated running time is: At this time, the time error term value is: The second situation: the train accelerates to the speed limit in the speed limit section; That is G e >G1+S r >G b , because it is a zone speed limit, the default is G b >G1, the actual running time of the error generating section: Estimated running time of the error-generating section: Therefore, at this time, the value of the time difference item is: The third situation: the train accelerates to the speed limit before the speed limit section; That is G b >G1+S r , At this time, the actual running time of the error-generating section is: Estimated running time of the error-generating section: Therefore, at this time, the value of the time difference item is: In the case of an inbound speed limit, the method for calculating the speed limit time difference Δ includes: Now assume that the kilometer mark of station 1 is G1, the kilometer mark of station 2 is G2, and the kilometer mark of the start of the speed limit section is G b The speed limit section ends at a kilometer mark of G e , then the speed limit section length is S limit =G e -G b ; The distance that the train slows down from the speed limit to a stop is given by the following formula: Among them, a - represents the acceleration of the train during deceleration, and a - Speed ​​information from the train; Case 1: The train speed has dropped below the speed limit when passing through the speed limit section; that is, G2-S r >G b , because it is a zone speed limit, the default is G e <G2, At this time, the actual speed corresponding to the starting position of the speed limit section is: At this time, the actual speed corresponding to the end position of the speed limit section is: So the actual running time is: The estimated running time is: At this time, the time error term value is: The second situation: the train slows down to the speed limit in the speed limit section; That is G e >G2-S r >G b , because it is a zone speed limit, the default is G e <G1, At this time, the actual running time of the error-generating section is: Estimated running time of the error-generating section: Therefore, at this time, the value of the time difference item is: The third situation: the train has slowed down to the speed limit before the speed limit section; That is G2-S r >G e , At this time, the actual running time of the error-generating section is: Estimated running time of the error-generating section: Therefore, at this time, the value of the time difference item is:

2. The method for automatically adjusting the train operation plan based on interval slow movement according to claim 1, characterized in that: The departure station and arrival station of the speed limit section are found through the speed limit section start kilometer mark and the speed limit section end kilometer mark on the set speed limit section, and the percentage α of the number of speed limit sections to the total number of sections is calculated according to the distance between the two stations.

3. The method for automatically adjusting the train operation plan based on interval slow movement according to claim 1, characterized in that: The method for determining the speed limit section includes: manually marking the speed limit section start kilometer mark and the speed limit section end kilometer mark in the speed limit section, and mapping the speed limit section start kilometer mark and the speed limit section end kilometer mark to the corresponding speed limit section.

4. A station dispatching system, comprising a processor and a computer-readable storage medium, characterized in that: The computer-readable storage medium stores computer-executable instructions that can be executed by the processor, and the processor executes the computer-executable instructions to implement the method according to any one of claims 1 to 3.

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