A subway train diagram automatic adjustment method, system, device and medium

Abstract

The application discloses a subway train diagram automatic adjustment method, system, equipment and medium, relates to the subway train diagram adjustment technical field.The method comprises the following steps: according to the line topological structure and power supply system fault type of a target subway line, determining the train operation adjustment parameter under the condition of bidirectional power supply fault; according to the train operation adjustment parameter, determining the fault influence area information and the minimum train running interval of the train in the fault area; according to the station set influenced by the fault, the minimum train running interval of the train in the fault area, the train operation adjustment parameter and the train diagram automatic adjustment model, solving the arrival and departure time of each train at each station and the train bottom turnover relationship, so as to determine the train diagram under the condition of bidirectional power supply fault.The application can automatically adjust the whole process train diagram in the fault process and after the fault recovery under the condition of bidirectional power supply fault, so that the operation demand under the condition of bidirectional power supply fault can be met.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of subway train diagram adjustment, and particularly relates to a subway train diagram automatic adjustment method, system, device and medium. BACKGROUND

[0002] As an important part of national infrastructure, urban rail transit system has a significant impact on national economy, social development and improvement of people's life. In order to promote local economic development, further improve the service level of transportation industry and solve the problems of traffic congestion and air pollution in large cities, China has accelerated the planning and construction of urban rail transit. At present, the urban rail transit system in China is in a stage of rapid development, and as the main body of urban public transportation, the rail transit system shoulders the important task of supporting social and economic development.

[0003] With the gradual expansion of the network operation scale of urban rail transit system, the passenger volume and passenger intensity increase significantly, and the increase of train density leads to the increase of peak load of traction power supply. Due to the increase of peak load of traction power supply, the power supply shortage occurs increasingly seriously. Once the power supply system fails, not only will the operation order of the line be chaotic, but also will impact the operation order of adjacent lines and the entire network, resulting in passenger retention at each station in the network, which seriously affects passenger travel and safety.

[0004] After the power supply failure occurs, the train operation scheduling considers the adjustment method of train diagram. The train before the failure area is stopped in the station to wait for the scheduling command, the train operation scheduling communicates with the power scheduling, maintenance personnel and the like to confirm the power supply failure reason, possible duration and the like, makes scheduling decision according to the failure reason, position and available resources, and formulates an emergency plan to deal with. After the emergency plan is started, the train operation scheduling adjusts the train diagram to ensure that the load is still within the rated range when the power supply capacity is insufficient, and increases the train interval according to the regulations for the fault section. The dispatcher limits the train flow in the power supply failure area, only allows one train to run in an interval, and stops other trains in other stations. After the power supply failure is recovered, the dispatcher cancels the emergency plan. Since the deviation between the current train operation state and the planned train diagram is large at this time, the train operation state cannot be immediately restored to the planned train diagram, and therefore a certain transition time is needed to restore the train operation to the normal state. When the normal operation is completely restored, the train operation adjustment under the power supply failure is ended. Therefore, in this case, the work intensity of the dispatcher is large, and the manual adjustment method depends on the experience and ability of the dispatcher, and the adjustment effect is difficult to predict.

[0005] Finally, the existing subway train diagram automatic adjustment method usually does not consider the car bottom turnover. The car bottom turnover and the subway operation are closely related. In the train diagram, the train departure interval directly affects the number of car bottoms put into operation, and whether the train is turned back at the terminal station directly affects the arrival and departure time of each station.

[0006] In summary, in order to improve the operation and management level of urban rail transit, an optimization method that comprehensively uses multiple adjustment methods and considers the car bottom turnover is urgently needed to realize the subway train diagram automatic adjustment method under the condition of power supply system fault. SUMMARY

[0007] The purpose of the present application is to provide a subway train diagram automatic adjustment method, system, device and medium to automatically adjust the whole process of train diagram during and after the fault recovery under the condition of bidirectional power supply fault, so as to meet the operation demand under the condition of bidirectional power supply fault.

[0008] To achieve the above purpose, the present application provides the following scheme:

[0009] A subway train diagram automatic adjustment method, the method comprises:

[0010] According to the line topological structure and the power supply system fault type of the target subway line, the train operation adjustment parameters under the condition of bidirectional power supply fault are determined; the train operation adjustment parameters include: the position of each station, the power supply section where each interval of each station is located, the position of the car storage line, the capacity of the car storage line of each station, the position of the vehicle depot, the minimum turnaround time of each station, the arrival and departure time of the planned train at each station, the fault start time, the fault end time, the fault duration, the section number of the power supply section where the fault occurs, the minimum station interval of the train, the maximum station interval of the train, the minimum stop time of the train, the minimum turnaround time of the train, the maximum turnaround time of the train, the average speed of the train and the minimum train interval in the non-fault area;

[0011] According to the train operation adjustment parameters, the fault influence area information and the minimum train interval in the fault area are determined;

[0012] According to the set of stations affected by the fault, the minimum train interval in the fault area, the train operation adjustment parameters and the train diagram automatic adjustment model, the arrival and departure time of each train at each station and the car bottom turnover relationship are solved; the arrival and departure time of each train at each station and the car bottom turnover relationship are used to determine the train diagram under the condition of bidirectional power supply fault;

[0013] The train operation diagram automatic adjustment model comprises a target function and a constraint condition; the constraint condition comprises a train depot entry and exit constraint, a train minimum stop time constraint, a train car dropping constraint, a train section running time constraint, a train turnaround constraint, a train midway turnaround constraint, and a train minimum headway constraint; and the target function is determined by taking the sum of total delay time of all trains and the number of canceled inter-station trains as a minimum target.

[0014] Optionally, the determining of the fault influence area information and the train minimum headway in the fault area according to the train operation adjustment parameter specifically comprises:

[0015] determining the fault influence area information according to the section number of the power supply section where the fault occurs;

[0016] determining the train minimum headway in the fault area according to the fault influence area information and the train operation average speed.

[0017] Optionally, the solving of the arrival and departure times of each train at each station and the train car turnaround relationship according to the set of stations affected by the fault, the train minimum headway in the fault area, the train operation adjustment parameter, and the train operation diagram automatic adjustment model specifically comprises:

[0018] establishing an initial train operation diagram adjustment model according to the set of stations affected by the fault, the train minimum headway in the fault area, and the train operation adjustment parameter;

[0019] linearizing a non-linear constraint in the initial train operation diagram adjustment model to obtain a train operation diagram automatic adjustment model based on a mixed integer linear programming;

[0020] solving the train operation diagram automatic adjustment model to obtain the arrival and departure times of each train at each station and the train car turnaround relationship.

[0021] Optionally, the solving of the train operation diagram automatic adjustment model to obtain the arrival and departure times of each train at each station and the train car turnaround relationship specifically comprises:

[0022] solving the train operation diagram automatic adjustment model by using a CPLEX solver or a GUROBI solver to obtain the arrival and departure times of each train at each station and the train car turnaround relationship.

[0023] Optionally, the target function is:

[0024] min Z = ω B Z B + ω C Z C ;

[0025] wherein: Z is a weighted sum of total late time of all trains and the number of canceled train services between stations, Z B is the total late time of all trains, B is the weight of the total late time of all trains, Z C is the number of canceled train services between stations, C is the weight of the number of canceled train services between stations.

[0026] Optionally, the train minimum stop time constraint comprises:

[0027]

[0028] wherein: ζ k,i is the running state of train service k between station i and station i+1, ζ l,i is the running state of train service l between station i and station i+1; a k,i is the actual arrival time of train service k at station i after adjustment of the train working diagram, a l,i is the actual arrival time of train service l at station i after adjustment of the train working diagram; d k,i is the actual departure time of train service k at station i after adjustment of the train working diagram, d l,i is the actual departure time of train service l at station i after adjustment of the train working diagram; K u is the number of up-train services, K d is the number of down-train services; is the train minimum stop time; I is the number of stations

[0029] Optionally, the train minimum headway constraint comprises:

[0030]

[0031]

[0032] wherein: ζ k,i is the running state of train service k between station i and station i+1, ζ l,i is the running state of train service l between station i and station i+1; h min is the minimum headway in a non-fault area, is the minimum headway in a fault area; d k,i is the actual departure time of train service k at station i after adjustment of the train working diagram, d l,i is the actual departure time of train service l at station i after adjustment of the train working diagram; d k+1,i is the actual departure time of train service k+1 at station i after adjustment of the train working diagram, d l+1,iis the actual departure time of train number k+1 at station i after train diagram adjustment; d k+2,i is the actual departure time of train number k+2 at station i after train diagram adjustment; d l+2,i is the actual departure time of train number l+2 at station i after train diagram adjustment; d e is a set of stations affected by the fault; I is the number of stations

[0033] An automatic subway train diagram adjustment system, the system comprising:

[0034] a train operation adjustment parameter determination module configured to determine train operation adjustment parameters under a bidirectional power supply fault condition according to a line topology structure of a target subway line and a power supply system fault type; the train operation adjustment parameters comprising: positions of stations, power supply sections in which intervals of stations are located, positions of storage tracks, capacities of storage tracks of stations, positions of depots, minimum turnaround times of stations, arrival and departure times of planned trains at stations, a fault start time, a fault end time, a fault duration, a section number of a power supply section in which the fault occurs, minimum train station interval times, maximum train station interval times, minimum train stop times, minimum train turnaround times, maximum train turnaround times, a train average speed, and minimum train headway times in a non-fault area;

[0035] a fault influence condition determination module configured to determine fault influence area information and minimum train headway times in a fault area according to the train operation adjustment parameters;

[0036] a train diagram adjustment module configured to solve arrival and departure times of trains at stations and train bottom turnaround relationships according to the set of stations affected by the fault, the minimum train headway times in the fault area, the train operation adjustment parameters, and an automatic train diagram adjustment model; the arrival and departure times of the trains at the stations and the train bottom turnaround relationships are used to determine a train diagram under the bidirectional power supply fault condition;

[0037] wherein the automatic train diagram adjustment model comprises: an objective function and constraint conditions; the constraint conditions comprise: a train depot and garage constraint, a minimum train stop time constraint, a train storage constraint, a train interval running time constraint, a train turnaround constraint, a train intermediate turnaround constraint, and a minimum train headway constraint; the objective function is determined to minimize a sum of total late times of all trains and a number of canceled train inter-station operations.

[0038] An electronic device comprising a memory for storing a computer program and a processor for running the computer program to make the electronic device perform the above subway train diagram automatic adjustment method.

[0039] A computer readable storage medium stores a computer program, and the computer program is executed by a processor to implement the subway train diagram automatic adjustment method.

[0040] According to the specific embodiments of the present application, the following technical effects are disclosed.

[0041] The subway train diagram automatic adjustment method provided by the present application can automatically adjust the whole process of the train diagram during the fault and after the fault recovery by determining the train operation adjustment parameters, the set of stations affected by the fault and the minimum train running interval in the fault area, and combining the train diagram automatic adjustment model to obtain the arrival and departure times of each train at each station and the train bottom turnover relationship. BRIEF DESCRIPTION OF DRAWINGS

[0042] In order to more clearly illustrate the technical solutions in the embodiments of the present application or the prior art, the drawings needed in the embodiments will be briefly introduced as follows. Obviously, the drawings in the following description are only some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative labor under the premise of the drawings.

[0043] Figure 1 The flowchart of the subway train diagram automatic adjustment method provided by the present application is shown in the figure.

[0044] Figure 2 The specific flowchart of the subway train diagram automatic adjustment method provided by the embodiment of the present application is shown in the figure.

[0045] Figure 3 The subway line topological structure schematic diagram provided by the embodiment of the present application is shown in the figure.

[0046] Figure 4 The planned operation diagram under the fault-free condition provided by the embodiment of the present application is shown in the figure.

[0047] Figure 5 The subway operation diagram under the bidirectional power supply fault condition provided by the embodiment of the present application is shown in the figure.

[0048] Figure 6 The module diagram of the subway train diagram automatic adjustment system provided by the present application is shown in the figure.

[0049] Symbol explanation: train operation adjustment parameter determination module-1, fault influence condition determination module-2, train diagram adjustment module-3. DETAILED DESCRIPTION

[0050] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort belong to the scope of protection of the present application.

[0051] The purpose of the present application is to provide a subway train diagram automatic adjustment method, system, device and medium, so as to automatically adjust the whole process of train diagram during and after the fault recovery under the condition of bidirectional power supply fault, so as to meet the operation demand under the condition of bidirectional power supply fault.

[0052] In order to make the above-mentioned purposes, characteristics and advantages of the present application more obvious and easy to understand, the present application will be further described in detail below with reference to the drawings and specific embodiments.

[0053] Embodiment one

[0054] The present embodiment provides a subway train diagram automatic adjustment method, as shown in Figure 1 and Figure 2 , the method comprises:

[0055] Step S1: determining train operation adjustment parameters under the condition of bidirectional power supply fault according to the line topology structure of the target subway line and the power supply system fault type; the train operation adjustment parameters comprise: the position of each station, the power supply section where each section of each station is located, the position of the storage track, the capacity of the storage track of each station, the position of the vehicle depot, the minimum turnaround time of each station, the arrival and departure time of the planned train at each station (including the arrival time and the departure time), the fault start time, the fault end time, the fault duration, the section number of the power supply section where the fault occurs, the minimum station interval of the train, the maximum station interval of the train, the minimum stop time of the train, the minimum turnaround time of the train, the maximum turnaround time of the train, the average speed of the train and the minimum headway of the train in the non-fault area.

[0056] Step S2: determining the fault influence area information and the minimum headway of the train in the fault area according to the train operation adjustment parameters. This step specifically comprises:

[0057] Step S21: determining the fault influence area information according to the section number of the power supply section where the fault occurs.

[0058] Step S22: determining the minimum headway of the train in the fault area according to the fault influence area information and the average speed of the train.

[0059] Step S3: solving the arrival and departure time of each train at each station and the train bottom turnaround relationship according to the set of stations affected by the fault, the minimum train running interval in the fault area, the train operation adjustment parameters and the train operation diagram automatic adjustment model; the arrival and departure time of each train at each station and the train bottom turnaround relationship are used to determine the train operation diagram under the condition of bidirectional power supply fault. This step specifically includes:

[0060] Step S31: establishing an initial train operation diagram adjustment model according to the set of stations affected by the fault, the minimum train running interval in the fault area and the train operation adjustment parameters.

[0061] Step S32: linearizing the nonlinear constraints in the initial train operation diagram adjustment model to obtain a train operation diagram automatic adjustment model based on mixed integer linear programming.

[0062] Step S33: solving the train operation diagram automatic adjustment model to obtain the arrival and departure time of each train at each station and the train bottom turnaround relationship. Preferably, the CPLEX solver or the GUROBI solver is used to solve the train operation diagram automatic adjustment model to obtain the arrival and departure time of each train at each station and the train bottom turnaround relationship.

[0063] The train operation diagram automatic adjustment model includes: an objective function and a constraint condition; the constraint condition includes: train entry and exit constraints, train minimum stop time constraints, train car constraints, train interval running time constraints, train turnaround constraints, train intermediate turnaround constraints and train minimum running interval constraints; the objective function is determined by minimizing the sum of the total delay time of all trains and the number of canceled inter-station operations.

[0064] The above steps are described in detail as follows:

[0065] Step (1): according to the line topology structure and the power supply system fault type, configuring the basic parameters required for train operation adjustment under the condition of subway bidirectional power supply system fault, i.e. train operation adjustment parameters including line parameters, train parameters and fault parameters. The parameters specifically include: the position of each station, the power supply section of each interval in each station, the position of the storage track, the capacity of the storage track in each station, the position of the vehicle depot, the minimum turnaround time of each station, the arrival and departure time of the planned train at each station (i.e. arrival and departure time), the fault occurrence time, the fault duration, the minimum and maximum inter-station running time of the train, the minimum station stop time of the train, the minimum running interval of the train in the non-fault area (i.e. the minimum tracking interval) and other information.

[0066] The line topology structure includes: each station position, each station interval belongs to the power supply section, each station storage line capacity, vehicle depot position, each station minimum turnaround time and other information, which can be directly obtained. The line topology structure is shown in Figure 3 The line has a total of 2I stations and 2I intervals. The station number is 1 to 2I, and the interval number is 1 to 2I. In the application, the train running from station 1 to station I direction is defined as the up train, and the train running from station I+1 to station 2I direction is defined as the down train. The station and interval index is represented by i. There are G power supply sections on the line, and the power supply section number index is represented by g. The interval set responsible for power supply by the gth power supply section is I g . There are I s stations with storage lines on the line, represented as I s ={1,2,...,I s}, wherein the storage line capacity of station i is c i , and the initial number of storage lines of station i is There are K u up planned trains and K d down planned trains in the planned operation diagram, and the train index is represented by k, l. The planned arrival and departure time of the planned train k at each station can be represented as

[0067] According to the actual line topology structure described above, the basic parameters required for calculating the train operation diagram adjustment model under the power supply system failure condition can be configured. The basic parameters are obtained from the system, including: the minimum running time r i min and the maximum running time r i max , the minimum stop time , the minimum turnaround time u min , the maximum turnaround time u max , the minimum tracking interval of the train on the non-fault section allowed by the system h min . In addition, the power supply failure start time is t s , the power supply failure end time is t d , and the section number of the power supply section where the failure occurs is g e .

[0068] Step (2): According to the basic parameter information of the line and the train configured in step (1), calculate the bidirectional power supply failure influence area and the minimum train running interval time in the failure area, which is divided into steps B1 and B2.

[0069] B1, according to the section number g e of the power supply section where the failure occurs, the interval I supplied by it is obtained, that is, the station set affected by the failure is I eThen step B2 is performed. The fault influence area information includes interval numbers of the fault influence area, interval lengths of each interval of the fault influence area, and a station set influenced by the fault.

[0070] B2, according to the formula Calculate I e The minimum train running interval in each interval. In the power supply fault interval, single-sided power supply cannot support the number of trains passing in the planned train diagram. Each interval can only supply one train at the same time. Therefore, the above formula is used to calculate the minimum train running interval

[0071] Step (3): According to the interval number of the fault influence area and the minimum train running interval time in the fault area calculated in step (2), an initial train diagram adjustment model is further established, which is divided into steps C1, C2, C3, C4, C5, C6, C7 and C8.

[0072] C1, establish the objective function.

[0073] The specific formula of the objective function is:

[0074] minZ=ω B Z B +ω C Z C ;

[0075] In the formula: Z is the weighted sum of the total delay time of all trains and the number of canceled inter-station trains, Z B is the total delay time of all trains, ω B is the weight of the total delay time of all trains, Z C is the number of canceled inter-station trains, ω C is the weight of the number of canceled inter-station trains.

[0076] On the one hand, for power supply system failure, train delay has a greater impact on passengers; on the other hand, in order to provide sufficient transport capacity, the number of canceled trains should be minimized under the constraint condition. Therefore, the total train delay time and the number of canceled inter-station trains are considered comprehensively.

[0077] The calculation method of the total train delay time Z B is as follows:

[0078]

[0079] Wherein, the shaping variables a k,i ,d k,i are used to represent the actual arrival time and actual departure time of train k at station i after the train diagram is adjusted, wherein i∈I, k∈K u Specifically, ak,i is the actual arrival time of train k at station i after adjustment of train diagram, l,i is the actual arrival time of train l at station i after adjustment of train diagram; d k,i is the actual departure time of train k at station i after adjustment of train diagram, d l,i is the actual departure time of train l at station i after adjustment of train diagram; is the planned arrival time of planned train k at station i, is the planned departure time of planned train k at station i; is the planned arrival time of planned train l at station i, is the planned departure time of planned train l at station i; ζ k,i is the running state of train k between station i and station i+1, ζ l,i is the running state of train l between station i and station i+1; K u represents the number of up (planned) trains, K d represents the number of down (planned) trains.

[0080] The number of cancelled inter-station runs Z C is calculated as follows:

[0081]

[0082] C2, establish train entry and exit constraints.

[0083] A station without storage conditions is not allowed to store cars, i.e.:

[0084]

[0085] where 0-1 variable α k,i represents whether train k enters station i, 0-1 variable α l,i represents whether train l enters station i, i.e. α k,i is the entry state of train k at station i, α l,i is the entry state of train l at station i; I s represents the number of stations with storage lines.

[0086] Each train corresponds to only one storage line, i.e.:

[0087]

[0088] The storage line capacity c i of each station should be limited, i.e.:

[0089]

[0090] where c i denotes the capacity of the storage track of station i, denotes the initial number of stored vehicles of station i.

[0091] The number of vehicles leaving each station should not be greater than the sum of the initial number of stored vehicles and the number of incoming vehicles, i.e.,

[0092]

[0093] where 0-1 variable β k,i denotes whether train k departs from station i, 0-1 variable β l,i denotes whether train l departs from station i, i.e. β k,i is the departure status of train k at station i, β l,i is the departure status of train l at station i.

[0094] C3, establishing the minimum stopping time constraint of the train.

[0095] The stopping time of the train at each station should meet the requirement of the minimum stopping time required for the train to complete the basic operation at the station, i.e.

[0096]

[0097] where 0-1 variable δ k,l denotes whether down train interval l is the connecting train of up train interval k, 0-1 variable δ l,k denotes whether up train interval k is the connecting train of down train interval l, i.e. δ k,l is the connecting status of down train l and up train k, δ l,k is the connecting status of up train k and down train l. is the minimum stopping time of the train.

[0098] Specifically, ζ k,i / ζ l,i is used to determine whether the running of train k / l between station i and station i+1 is cancelled, and if it is cancelled, ζ k,i / ζ l,i is 1; if not, it is 0. ζ k,i / ζ l,i The calculation method of ζ

[0099]

[0100] where the symbol ⊙ represents the exclusive or operation; α k,i′ is the arrival status of train k at station i', α l,i′ is the arrival status of train l at station i'; β k,i′ is the departure status of train k at station i', βl,i′ is the departure state of train k at station i'; i' is the station index.

[0101] C4, establish train car pulling constraints.

[0102] If the main delay caused by interference violates the safety limit, the subsequent train needs to be detained by the dispatcher of the subsequent station, that is:

[0103]

[0104] where ζ k+1,i is the running state of train k+1 between station i and station i+1, ζ l+1,i is the running state of train k+1 between station i and station i+1, M is a large positive integer.

[0105] C5, establish train section running time constraints.

[0106] When the train runs in the section, the travel time should be within a reasonable time range, subject to the minimum running time and the maximum running time, that is:

[0107]

[0108]

[0109] where r i min is the minimum station running time of station i, r i max is the maximum station running time of station i.

[0110] C6, establish train turnaround constraints.

[0111] When the train runs to the terminal station, if it does not return to the vehicle depot, the turnaround time constraint needs to be considered during the turnaround process, and the turnaround time should meet the minimum turnaround time required by the train turnaround operation and the maximum turnaround time requirement, while considering whether the train has been in the depot at this turnaround station or before, that is:

[0112]

[0113]

[0114] where u min is the minimum turnaround time of the train, u max is the maximum turnaround time of the train; a k,I is the actual arrival time of train k at station I (uplink terminal station) after the train diagram adjustment, d l,I+1is the actual departure time of train i at station I+1 (the down starting station) after the train diagram adjustment. l,2I is the actual arrival time of train i at station 2I (the down terminal station) after the train diagram adjustment. k,1 is the actual departure time of train k at station 1 (the up starting station) after the train diagram adjustment.

[0115] There is only one train for the connecting train of each train, and the preceding train performed by the train of each train is only one train, i.e.

[0116]

[0117]

[0118] When considering the turnaround constraint, the train must be put into the depot or turned around after arriving at the terminal station, i.e.

[0119]

[0120] After the up or down train is turned around, the connecting train in the opposite direction must be performed by a train, which has two cases, one case is that the connecting train is performed by the turned-around train, and the other case is that the connecting train is performed by the train put out of the depot at the intermediate station, i.e.

[0121]

[0122] Only the train that is not cancelled can be put into the depot in the middle of the operation, i.e.

[0123]

[0124] C7, establish the intermediate turnaround constraint.

[0125] After the power failure is repaired, in order to restore to the planned train diagram as soon as possible, the train put into the depot in the failure stage should be put out of the depot to ensure the number of trains running in the line.

[0126] The time of the intermediate turnaround should meet the requirement of the minimum turnaround time required by the train turnaround operation, i.e.

[0127]

[0128] wherein, 0-1 variable λ k,l,i represents that the up train k is put into the depot at station i and turned into the down train l; 0-1 variable λ l,k,i represents that the down train l is put into the depot at station i and turned into the up train k.

[0129] When the car bottom is midway turnaround in station i, i.e. the car bottom departs from station i, the prerequisite is that the previous train of the car bottom is parked in station i, so the following constraint should be added:

[0130]

[0131] C8, establish the minimum train headway constraint of the train.

[0132] Only one train can occupy the platform of each station at the same time, and the following train can only wait until the previous train leaves the station before entering the station. Therefore, the actual running interval of the train needs to be greater than the minimum train headway. This constraint requires that when there is no failure, the headway between two consecutive trains in normal tracking operation needs to meet the minimum train headway h min . However, in the affected area of the power supply failure, due to the insufficient power supply capacity in the failure area caused by the power supply failure, the minimum train headway between trains in the failure area cannot be supported, so the minimum train headway in the failure area h is introduced, i.e. in the failure area, the headway between two consecutive trains in tracking operation needs to meet the minimum train headway in the failure area h min ′.

[0133] The train headway between train k and train k+1 is constrained, i.e.:

[0134]

[0135] where h min is the minimum train headway in the non-failure area, is the minimum train headway in the failure area; d k,i is the actual departure time of train k at station i after the train diagram is adjusted, d l,i is the actual departure time of train l at station i after the train diagram is adjusted; d k+1,i is the actual departure time of train k+1 at station i after the train diagram is adjusted, d l+1,i is the actual departure time of train l+1 at station i after the train diagram is adjusted; and I e is the set of stations affected by the failure.

[0136] Since some trains are canceled, the train headway between train k and train k+2 is also constrained, i.e.:

[0137]

[0138] where d k+2,i is the actual departure time of train k+2 at station i after the train diagram is adjusted, and d l+2,i is the actual departure time of train l+2 at station i after the train diagram is adjusted.

[0139] Step (4): linearize the nonlinear constraints in step (3) and solve by using CPLEX solver, which specifically includes D1, D2.

[0140] D1, linearize the logic operation of same or in the formula C3, and introduce the following formula:

[0141] α⊙β=αβ+(1-α)(1-β).

[0142] Convert the formula containing same or in step C3 to:

[0143]

[0144] Wherein, (1, I) represents the uplink train interval, (I+1, 2I) represents the downlink train interval.

[0145] D2, solve by using CPLEX solver and output the solution; preferably, the method further comprises drawing the adjusted train working diagram (i.e. under the condition of bidirectional power supply fault).

[0146] Example two

[0147] This example takes Fangshan line as an example to further illustrate the subway train working diagram automatic adjustment method provided in example one. The planned working diagram before adjustment (i.e. under the condition of no fault) is shown in Figure 4 The subway train working diagram automatic adjustment example under the condition of power supply system fault realized by the method of example one of the present application is shown in Figure 5 The basic parameter configuration is shown in Table 1, wherein the index of train and station is calculated from 0:

[0148] Table 1 Basic parameter configuration table

[0149]

[0150] The minimum and maximum running time of each interval is shown in Table 2:

[0151] Table 2 Minimum and maximum running time table of each interval

[0152]

[0153]

[0154] The interval responsible for power supply of each power supply section is shown in Table 3:

[0155] Table 3 Interval table responsible for power supply of each power supply section

[0156]

[0157] Figure 4 The number of train services in the middle is 24 for uplink and downlink respectively, where the index of uplink train is [0, 51], and the index of downlink train is [52, 103]. The total number of train bottom is 26. The ordinate of the diagram is the station, and the number of uplink and downlink stations is 24, where the depot is connected with the station with index 1 and 22. The abscissa represents time, and the interval of uplink and downlink train is 3 minutes. Figure 4 The oblique line from the lower left to the upper right direction represents the uplink train running line, and the oblique line from the upper left to the lower right direction represents the downlink train running line.

[0158] The train diagram after adjustment according to the method of example one (i.e. under the condition of bidirectional power failure) is shown in Figure 5 . Figure 5 The light gray line represents the planned train diagram, the dark gray oblique line from the lower left to the upper right direction represents the adjusted uplink train running line, and the dark gray oblique line from the upper left to the lower right direction represents the adjusted downlink train running line. Figure 5 The start time of power failure is 7:35, and the end time is 8:05, with a duration of 30 minutes. The section number of the power failure section is 3. The interval of bidirectional power failure is calculated by step (2) as 6-7, 15-16 interval (GYC to CY), and the minimum train running interval time in the failure area is 243 seconds, 302 seconds, 302 seconds and 243 seconds.

[0159] Example three

[0160] In order to perform the method corresponding to the above example one, so as to realize the corresponding functions and technical effects, a subway train diagram automatic adjustment system is provided below. As shown in Figure 6 , the system comprises:

[0161] A train running adjustment parameter determination module 1 is configured to determine the train running adjustment parameter under the condition of bidirectional power failure according to the line topology structure of the target subway line and the power failure type; the train running adjustment parameter comprises: the position of each station, the power supply section of each interval of each station, the position of the storage track, the capacity of the storage track of each station, the position of the depot, the minimum turnaround time of each station, the arrival and departure time of the planned train service at each station, the start time of the failure, the end time of the failure, the duration of the failure, the section number of the power failure section, the minimum train station interval, the maximum train station interval, the minimum train stop time, the minimum train turnaround time, the maximum train turnaround time, the average train running speed and the minimum train running interval in the non-failure area.

[0162] A failure impact condition determination module 2 is configured to determine the failure impact area information and the minimum train running interval in the failure area according to the train running adjustment parameter.

[0163] The train diagram adjustment module 3 is configured to solve the arrival and departure times of each train at each station and the train bottom turnover relationship according to the set of stations affected by the fault, the minimum train running interval in the fault area, the train operation adjustment parameters and the train diagram automatic adjustment model; the arrival and departure times of each train at each station and the train bottom turnover relationship are used to determine the train diagram under the condition of bidirectional power supply fault.

[0164] The train diagram automatic adjustment model comprises a target function and constraint conditions; the constraint conditions comprise train entry and exit constraints, train minimum stop time constraints, train car retention constraints, train interval running time constraints, train turnaround constraints, train intermediate turnaround constraints and train minimum running interval constraints; the target function is determined by minimizing the sum of the total delay time of all trains and the number of canceled inter-station train services.

[0165] Embodiment four

[0166] The embodiment of the present application also provides an electronic device comprising a memory for storing a computer program and a processor for running the computer program to enable the electronic device to execute the subway train diagram automatic adjustment method in the embodiment one. The electronic device can be a server.

[0167] In addition, the present application also provides a computer readable storage medium storing a computer program, which, when executed by a processor, implements the subway train diagram automatic adjustment method in the embodiment one.

[0168] The present application provides a subway train diagram automatic adjustment method, system, device and medium under the condition of bidirectional power supply system fault with fault duration determination. First, according to the power supply fault type and the subway line topology, the fault influence area and the minimum train running interval of each station in the fault area under the condition of single-point bidirectional power supply fault are calculated; second, according to the basic parameters such as the fault influence area, the minimum train running interval of each station in the fault area and the fault duration, an initial train diagram adjustment model is established, which considers various vehicle turnover adjustment measures and train operation time adjustment, specifically including: a target function and various constraints, i.e. train entry and exit constraints, train minimum stop time constraints, train car retention constraints, train interval running time constraints, train turnaround constraints, train intermediate turnaround constraints and train minimum running interval constraints; finally, according to the linearization of the nonlinear constraints in the initial train diagram adjustment model, a subway train automatic adjustment model under the condition of bidirectional power supply fault is solved, and the arrival and departure times of each train at each station and the train bottom turnover relationship are output as decision information, and finally the adjusted train diagram is determined.

[0169] The application can automatically calculate the fault influence area and the minimum train interval in the fault area under the condition of bidirectional power supply fault according to the given power supply fault duration and other basic parameters, and automatically adjust the train diagram during the fault and after the fault recovery to meet the operation requirements under the condition of bidirectional power supply fault, including the constraints of train departure time, turnaround time, safety interval and the like, especially by comprehensively using the multiple subway train operation adjustment strategies such as adding standby trains, shortening or increasing train intervals and turnaround at the midway, fully utilizing the resources of train bottom and line, reducing the operation cost, greatly improving the efficiency of subway train diagram adjustment under the condition of bidirectional power supply fault, and quickly recovering the normal operation order after the power supply fault ends.

[0170] In summary, the application has the following advantages:

[0171] 1. Under the condition of bidirectional power supply fault, the train diagram during the fault and after the fault recovery is automatically adjusted to meet the operation requirements under the condition of bidirectional power supply fault.

[0172] 2. The automatically adjusted train diagram can meet the constraints of train interval, turnaround time, train bottom turnover and the like under the condition of power supply system fault, ensure the feasibility of the adjusted train diagram, and improve the efficiency of subway train diagram adjustment.

[0173] 3. The subway train diagram automatic adjustment method which comprehensively uses multiple train operation adjustment strategies and considers the train bottom turnover can fully utilize the resources of train and subway line, reduce the difference from the planned train diagram and cancel the train number under the condition of power supply fault, improve the operation service level, and reduce the subway operation cost.

[0174] The embodiments in the specification are described in a progressive manner, and each embodiment focuses on the difference from other embodiments, and the same or similar parts between the embodiments can be referred to each other. For the system disclosed by the embodiments, since it corresponds to the method disclosed by the embodiments, the description is relatively simple, and the related parts can be referred to the method part.

[0175] The principles and implementation manners of the application are described by using specific examples in the present document, and the above embodiment description is only used to help understand the core idea of the application; meanwhile, for the general technical personnel in the art, the specific implementation manner and application range of the application will be changed according to the idea of the application. In summary, the content of the specification should not be understood as the limitation of the application.

Claims

1. A method for automatically adjusting subway train timetables, characterized in that, The method includes: Based on the topology of the target metro line and the fault type of the power supply system, train operation adjustment parameters under bidirectional power supply failure conditions are determined. These train operation adjustment parameters include: the location of each station, the power supply section of each station and section, the location of the storage track, the storage track capacity of each station, the location of the depot, the minimum turnaround time of each station, the arrival and departure time of the planned train at each station, the fault start time, the fault end time, the fault duration, the section number of the power supply section where the fault occurred, the minimum inter-station travel time of the train, the maximum inter-station travel time of the train, the minimum stop time of the train, the minimum turnaround time of the train, the maximum turnaround time of the train, the average train speed, and the minimum train headway in the non-faulty area. Based on the train operation adjustment parameters, determine the information on the area affected by the fault and the minimum train interval within the fault area; Based on the set of stations affected by the fault, the minimum train interval within the fault area, the train operation adjustment parameters, and the automatic adjustment model of the train timetable, the arrival and departure times of each train at each station and the turnover relationship of the rolling stock are solved; the arrival and departure times of each train at each station and the turnover relationship of the rolling stock are used to determine the train timetable under the condition of bidirectional power supply failure. The automatic train timetable adjustment model includes an objective function and constraints. The constraints include: train entry and exit constraints, minimum train stopping time constraints, train detaining constraints, train interval running time constraints, train turnaround constraints, train mid-journey turnaround constraints, and minimum train headway constraints. The objective function is determined with the goal of minimizing the sum of the total delay time of all trains and the number of trains canceled between stations.

2. The automatic adjustment method for subway train timetables according to claim 1, characterized in that, The step of determining the fault-affected area information and the minimum train interval within the fault area based on the train operation adjustment parameters specifically includes: Based on the section number of the power supply section where the fault occurred, determine the information of the area affected by the fault; Based on the information about the affected area of ​​the fault and the average speed of the train, the minimum train interval within the fault area is determined.

3. The automatic adjustment method for subway train timetables according to claim 1, characterized in that, The process of determining the arrival and departure times of each train at each station and the rolling stock turnover relationship based on the set of stations affected by the fault, the minimum train interval within the fault area, the train operation adjustment parameters, and the automatic train timetable adjustment model specifically includes: Based on the set of stations affected by the fault, the minimum train interval within the fault area, and the train operation adjustment parameters, an initial train timetable adjustment model is established. The nonlinear constraints in the initial train timetable adjustment model are linearized to obtain an automatic train timetable adjustment model based on mixed integer linear programming; The automatic adjustment model of the train timetable is solved to obtain the arrival and departure times of each train at each station and the turnover relationship of the rolling stock.

4. The automatic adjustment method for subway train timetables according to claim 3, characterized in that, The automatic train timetable adjustment model is solved to obtain the arrival and departure times of each train at each station and the turnover relationship of the rolling stock, specifically including: The CPLEX solver or GUROBI solver is used to solve the automatic adjustment model of the train timetable to obtain the arrival and departure times of each train at each station and the turnover relationship of the rolling stock.

5. The automatic adjustment method for subway train timetables according to claim 1, characterized in that, The objective function is: minZ=ω B WITH B +ω C WITH C ; In the formula: Z is the weighted sum of the total delay time of all trains and the number of trains canceled between stations, Z B ω represents the total delay time for all trains. B Z is the weight of the total delay time for all trains. C To cancel the number of train services operating between stations, ω C The weight of the number of trains operating between stations is removed.

6. The automatic adjustment method for subway train timetables according to claim 1, characterized in that, The minimum train stopping time constraint includes: In the formula: ζ k,i Let ζ represent the running state of train k between station i and station i+1. l,i This refers to the running status of train number l between station i and station i+1; a k,i After the train timetable adjustment, a represents the actual arrival time of train k at station i. l,i The actual arrival time of train number l at station i after the train timetable adjustment; d k,i The actual departure time of train number k at station i after the train timetable adjustment, d l,i The actual departure time of train number l at station i after the train timetable adjustment; K u K represents the number of trains traveling in the up direction. d This refers to the number of trains traveling in the southbound direction. I represents the minimum stopping time for the train; I represents the number of stations.

7. The automatic adjustment method for subway train timetables according to claim 1, characterized in that, The minimum train interval constraint includes: In the formula: ζ k,i Let ζ represent the running state of train k between station i and station i+1. l,i The running status of train number l between station i and station i+1; h min The minimum headway within the non-faulty area. The minimum headway within the fault area; d k,i The actual departure time of train number k at station i after the train timetable adjustment, d l,i The actual departure time of train number l at station i after the train timetable adjustment; d k+1,i d represents the actual departure time of train number k+1 at station i after the train timetable adjustment. l+1,i The actual departure time of train number l+1 at station i after the train timetable adjustment; d k+2,i d represents the actual departure time of train number k+2 at station i after the train timetable adjustment. l+2,i This refers to the actual departure time of train number l+2 at station i after the train timetable adjustment; e I represents the set of stations affected by the fault; I is the number of stations.

8. An automatic adjustment system for subway train timetables, characterized in that, The system includes: The train operation adjustment parameter determination module is used to determine the train operation adjustment parameters under bidirectional power supply failure conditions based on the line topology and power supply system fault type of the target metro line. The train operation adjustment parameters include: the location of each station, the power supply section of each station and section, the location of the storage track, the storage track capacity of each station, the location of the depot, the minimum turnaround time of each station, the arrival and departure time of the planned train at each station, the fault start time, the fault end time, the fault duration, the section number of the power supply section where the fault occurred, the minimum inter-station travel time of the train, the maximum inter-station travel time of the train, the minimum stop time of the train, the minimum turnaround time of the train, the maximum turnaround time of the train, the average train speed, and the minimum train headway in the non-fault area. The fault impact determination module is used to determine the fault impact area information and the minimum train interval within the fault area based on the train operation adjustment parameters. The train timetable adjustment module is used to solve the arrival and departure times of each train at each station and the turnaround relationship of the rolling stock based on the set of stations affected by the fault, the minimum train interval within the fault area, the train operation adjustment parameters, and the automatic train timetable adjustment model; the arrival and departure times of each train at each station and the turnaround relationship of the rolling stock are used to determine the train timetable under the condition of bidirectional power supply failure. The automatic train timetable adjustment model includes an objective function and constraints. The constraints include: train entry and exit constraints, minimum train stopping time constraints, train detaining constraints, train interval running time constraints, train turnaround constraints, train mid-journey turnaround constraints, and minimum train headway constraints. The objective function is determined with the goal of minimizing the sum of the total delay time of all trains and the number of trains canceled between stations.

9. An electronic device, characterized in that, The device includes a memory and a processor, the memory being used to store a computer program, and the processor running the computer program to cause the electronic device to perform the automatic adjustment method for subway train timetables as described in any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, It stores a computer program that, when executed by a processor, implements the automatic adjustment method for subway train timetables as described in any one of claims 1 to 7.

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