Railway operation capacity simulation calculation method and system

Abstract

The application discloses a railway operation capacity simulation calculation method and system, and the method comprises the following steps: acquiring railway line data, train route data and train operation data; configuring a train operation line, and simulating and calculating the operation capacity of the train operation line according to the railway line data, the train route data and the train operation data. The application can improve the precision and reliability of the simulation calculation result.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a method and system for simulating and calculating railway operating capacity. Background Technology

[0002] The operational capacity of railway sections is the basis for planning railway development, the foundation for compiling train timetables, organizing train operations, and dispatching, and a fundamental parameter for high-speed railway traffic organization. Therefore, calculating railway operational capacity is of paramount importance to railway transportation. However, in practical applications of railway section operational capacity calculation, the deduction coefficient method for existing lines is still frequently used. This is because actual railway lines are complex, the throughput capacity of different stations varies, and there are complex situations involving the passing of express and local trains. Using only the deduction coefficient method can only provide a rough estimate and fails to scientifically reflect the actual objective situation.

[0003] In reality, the time a train occupies within a section includes train travel time, time spent handling operations at intermediate stations, and time spent handling operations at intermediate stations' departure routes. The minimum train interval is the minimum time between two trains in a train set to ensure they can run within the same section without interfering with each other. Clearly, this interval includes the train's travel time within the section and the time for train following each other, but it does not include the time spent stopping at intermediate stations for operations or overtaking. Therefore, using only the minimum train interval to describe the average train interval calculation method that describes the time a train occupies within a section is also incomplete. Furthermore, different trains have different acceleration and deceleration capabilities, and trains running on different lines are subject to varying gradients and speed limits, significantly impacting train speed. Therefore, current methods for calculating railway section operating capacity lack reliability. Summary of the Invention

[0004] This invention aims to at least partially solve one of the technical problems in related technologies. Therefore, the first objective of this invention is to provide a method for simulating railway operating capacity, thereby improving the reliability of the simulation results.

[0005] To achieve the above objectives, the present invention is implemented through the following technical solution:

[0006] A method for simulating and calculating railway operating capacity, comprising:

[0007] Acquire railway line data, train route data, and train operation data;

[0008] Configure train operation routes and perform simulation calculations on the operational capacity of the train operation routes based on the railway line data, the train route data, and the train operation data.

[0009] Optionally, the operational capacity of the train line can be simulated and calculated, including: train ATP curve calculation, train ATO curve calculation, minimum time interval between trains, and mixed operation capacity calculation of express and local trains.

[0010] Optionally, the railway line data includes section length, signal position, turnout position, and track information.

[0011] Optionally, the train route data includes route name, starting signal name, turnout information, track section information, and track information.

[0012] Optionally, the train operation data includes the train's maximum acceleration information, the maximum deceleration information at different speeds, and the train's maximum speed limit information.

[0013] Optionally, the steps for configuring train routes include: selecting the originating station and the destination station, and configuring train routes for all stations along the route corresponding to the originating station and the destination station.

[0014] Optionally, the steps for calculating the train ATP curve include:

[0015] Based on the railway line data, the train route data, the acceleration and deceleration information in the train operation data, the train maximum speed limit information, and the train length information, calculate and update the train maximum speed limit curve;

[0016] Calculate the train deceleration curve, merge the train deceleration curve with the train maximum speed limit curve, and delete the overlapping parts of the train deceleration curve and the train maximum speed limit curve to obtain the train ATP curve.

[0017] Optionally, the ATO curve of the train can be obtained by performing ATO calculations on the train. The steps for performing ATO calculations on the train include:

[0018] Determine the train's current location;

[0019] The current speed of the train and the ATP speed limit corresponding to the current position of the train are obtained, and when the current speed is less than the ATP speed limit, the acceleration of the train is obtained;

[0020] The train's speed and position after accelerating for a first preset time are calculated based on the acceleration. When the speed is less than the ATP speed limit corresponding to the position, the train is controlled to move forward with the acceleration for the first preset time. When the speed is not less than the ATP speed limit corresponding to the position, it is further determined whether the speed is greater than the ATP speed limit corresponding to the position. When the speed is greater than the ATP speed limit corresponding to the position, the train is controlled to decelerate with the acceleration for the first preset time. When the speed is not greater than the ATP speed limit corresponding to the position, the train is controlled to move forward with the current speed and the acceleration for the first preset time. When it is determined that the position is not the destination, the process returns to the step of obtaining the train's acceleration.

[0021] Optionally, the steps for calculating the minimum time interval between the preceding and following vehicles include:

[0022] Initialize the positions and speeds of the vehicles in front and behind, and set the time interval between them;

[0023] After controlling the time interval between the preceding and following vehicles, the following vehicle is controlled to depart.

[0024] Calculate the positions of the vehicles after the first preset time has elapsed, and if the position of the vehicle in front is not the endpoint, determine whether the positions of the vehicle in front and the vehicle behind are in the same interval;

[0025] When the positions of the vehicles in front and behind are in the same interval, the vehicle behind is controlled to depart later by the first preset time based on the time interval between the vehicles in front and behind, and the updated time interval between the vehicles in front and behind is obtained.

[0026] After controlling the preceding vehicle to proceed with the updated time interval between preceding and following vehicles, the following vehicle is controlled to depart, and the process returns to the step of calculating the position of the preceding and following vehicles after the first preset time has elapsed, until the positions of the preceding and following vehicles are no longer in the same interval, at which point the time interval between preceding and following vehicles before the update is determined as the minimum time interval.

[0027] Optional steps for calculating the operational capacity of mixed express and local train services include:

[0028] Express trains and several local trains will depart in the order of departure according to a preset time interval;

[0029] At a second preset time after the express train departs, the position of the express train and the position of the slow train ahead of the express train are obtained, and it is determined whether the position of the express train and the position of the slow train ahead of the express train are in the same interval;

[0030] When the fast and slow trains are located in the same section, the slow train's ability to avoid the fast train at the previous station is detected. If the slow train has the ability to avoid the fast train at the previous station, it is controlled to avoid the fast train. If the slow train does not have the ability to avoid the fast train at the previous station, it is removed from the list of trains. The process then returns to the steps of obtaining the position of the fast train and the position of the slow train ahead of the fast train.

[0031] Optionally, a train timetable can also be generated after the simulation calculation.

[0032] To achieve the above objectives, a second aspect of the present invention provides a railway operation capacity simulation calculation system, comprising:

[0033] The acquisition module is used to acquire railway line data, train route data, and train operation data.

[0034] The simulation calculation module is used to perform simulation calculations on the operational capacity of the train operation line based on the railway line data, the train route data, and the train operation data after the train operation line is configured.

[0035] To achieve the above objectives, a third aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein when the computer program is executed by a processor, it implements the railway operation capacity simulation calculation method described above.

[0036] To achieve the above objectives, a fourth aspect of the present invention provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the railway operation capacity simulation calculation method described above.

[0037] This invention has at least the following technical effects:

[0038] The railway operation capacity simulation calculation method of this invention acquires railway line data, train route data, and train operation data, configures train operation lines, and performs simulation calculations on the operation capacity of train operation lines based on the railway line data, train route data, and train operation data. This improves the reliability of railway operation capacity simulation calculation results. Furthermore, this invention provides methods for calculating train ATP curves and performing ATO calculations on trains. Additionally, through a designed time interval calculation method, this invention uses computer simulation to calculate the minimum time interval between preceding and following trains, thereby improving the accuracy of simulation calculation results. Moreover, this invention also simulates mixed-operation scenarios for express and local trains, providing a method for calculating the operation capacity of mixed-operation trains, making railway operation capacity simulation calculations more comprehensive.

[0039] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0040] Figure 1 A flowchart illustrating a railway operation capacity simulation calculation method provided in an embodiment of the present invention;

[0041] Figure 2 This is a schematic diagram of the train ATP curve calculation process provided in an embodiment of the present invention;

[0042] Figure 3 This is a schematic diagram of the train ATO calculation process provided in an embodiment of the present invention;

[0043] Figure 4 This is a schematic diagram of the calculation process for the minimum time interval between the front and rear vehicles according to an embodiment of the present invention;

[0044] Figure 5 This is a schematic diagram of the calculation process for the mixed operation capacity of express and slow trains according to an embodiment of the present invention;

[0045] Figure 6-18 A schematic diagram illustrating the operation process of railway operation capacity simulation calculation software provided as a specific example of the present invention;

[0046] Figure 19 This is a structural block diagram of a railway operation capacity simulation calculation system provided in an embodiment of the present invention. Detailed Implementation

[0047] The following describes this embodiment in detail. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the invention, and should not be construed as limiting the invention.

[0048] To address the technical problems in the background art, this invention proposes a railway operation capacity simulation calculation method and system. This invention can accurately and effectively calculate the section throughput capacity through computer simulation of vehicle acceleration and deceleration, simulation of line data, and related algorithms, and optimize the allocation of high-speed railway transport capacity resources, train operation schemes, and train utilization plans.

[0049] The railway operation capacity simulation calculation method and system of this embodiment are described below with reference to the accompanying drawings.

[0050] Figure 1 This is a flowchart illustrating a railway operation capacity simulation calculation method according to an embodiment of the present invention. Figure 1 As shown, the method includes:

[0051] Step S1: Obtain railway line data, train route data, and train operation data.

[0052] Railway line data can be obtained from TLE files (TLE files are railway station data files, and their data storage format is XML). Railway line data mainly includes section length, signal location, turnout location, and track information. Train route data contains information about the lines a train may pass through, mainly including route name, starting signal name, turnout information, track section information, and track information. Train operation data mainly reflects the train's acceleration and deceleration capabilities, including maximum acceleration information, maximum deceleration information at different speeds, and maximum speed limit information.

[0053] Step S2: Configure the train operation line and perform simulation calculations on the operational capacity of the train operation line based on railway line data, train route data, and train operation data.

[0054] The steps for configuring train operation lines include: selecting the originating station and the destination station, and configuring train routes for all stations along the operation lines corresponding to the originating station and the destination station.

[0055] It should be noted that, to overcome the shortcomings of the traditional deduction coefficient method and accurately calculate the railway operation simulation capability, a railway operation capability simulation calculation software can be designed based on the actual conditions of the actual line and operating trains, using relevant algorithms and computer simulation calculations. In this embodiment, the originating and terminating stations can be selected in the software dialog box, and then train routes can be configured for all stations along the route.

[0056] In one embodiment of the present invention, the operational capacity of the train line is simulated and calculated, including: calculation of the train ATP (Automatic Train Protection) curve, calculation of the train ATO (Automatic Train Operation) curve, calculation of the minimum time interval between the preceding and following trains, and calculation of the operational capacity of mixed express and local trains.

[0057] The steps for calculating the train ATP curve include: calculating and updating the maximum speed limit curve based on acceleration / deceleration information and maximum speed limit information in railway line data, train route data, train operation data, and train length information; calculating the train deceleration curve; merging the train deceleration curve with the maximum speed limit curve; and deleting the overlapping parts between the train deceleration curve and the maximum speed limit curve to obtain the train ATP curve.

[0058] like Figure 2As shown, after configuring train route information, it can be checked whether the user's configuration information is reasonable. If it is reasonable, the MRSP curve (maximum speed limit curve) is calculated based on the speed limit information in the line data, route data and train operation data. The MRSP curve is updated considering the train length. Then the deceleration curve is calculated. The MRSP curve and the deceleration curve are merged and duplicate values ​​are deleted to obtain the train ATP curve.

[0059] In one embodiment of the present invention, an ATO curve for a train can be obtained by performing ATO calculation on the train. The steps of performing ATO calculation on the train include: determining the current position of the train; obtaining the current speed of the train and the ATP speed limit corresponding to the current position of the train, and obtaining the acceleration of the train when the current speed is less than the ATP speed limit; calculating the speed and position of the train after accelerating for a first preset time based on the acceleration, and controlling the train to move forward with acceleration for a first preset time when the calculated speed is less than the ATP speed limit corresponding to the calculated position; further determining whether the calculated speed is greater than the ATP speed limit corresponding to the calculated position when the calculated speed is not less than the ATP speed limit corresponding to the calculated position, and controlling the train to decelerate with acceleration for a first preset time when the calculated speed is greater than the ATP speed limit corresponding to the calculated position, and controlling the train to move forward with the current speed and acceleration for a first preset time when the calculated speed is not greater than the ATP speed limit corresponding to the calculated position, wherein when it is determined that the position is not the endpoint, the step of obtaining the acceleration of the train is returned.

[0060] like Figure 3 As shown, ATP data can be acquired in advance, and the train position and speed can be initialized (distance0 = 0, speed0 = 0). Then, it is determined whether the current speed of the train is less than the ATP speed limit at the current position. If it is less, the train's current acceleration is acquired, and the train's speed (speedN) and position (distanceN) are calculated based on this acceleration after a first preset time (0.1 seconds). Further, it is determined whether speedN is less than the ATP speed limit corresponding to position (distanceN). If it is less, the train is controlled to accelerate forward at the aforementioned acceleration for the first preset time (0.1 seconds). If it is not less, it is further determined whether speedN is greater than the ATP speed limit corresponding to position (distanceN). If it is greater, the train is controlled to decelerate forward at the aforementioned acceleration for 0.1 seconds. If speedN is not greater than the ATP speed limit corresponding to position (distanceN), the train is controlled to maintain its current state for 0.1 seconds.

[0061] In one embodiment of the present invention, the step of calculating the minimum time interval between the front and rear vehicles includes: initializing the positions and speeds of the front and rear vehicles and setting the time interval between the front and rear vehicles; controlling the front vehicle to travel first and then controlling the rear vehicle to depart after the time interval; calculating the positions of the front and rear vehicles after traveling for a first preset time, and determining whether the positions of the front and rear vehicles are in the same interval when the position of the front vehicle is not the destination; when the positions of the front and rear vehicles are in the same interval, controlling the rear vehicle to depart later by a first preset time based on the time interval between the front and rear vehicles, and obtaining the updated time interval between the front and rear vehicles; controlling the front vehicle to travel first with the updated time interval between the front and rear vehicles, controlling the rear vehicle to depart, and returning to the step of calculating the positions of the front and rear vehicles after traveling for a first preset time, until the positions of the front and rear vehicles are no longer in the same interval, and determining the time interval between the front and rear vehicles before the update as the minimum time interval.

[0062] like Figure 4 As shown, the positions and speeds of the front and rear vehicles are first initialized: distanceForward = 0, distanceBackward = 0, speedForward = 0, speedBackward = 0, and the time interval between the two vehicles is t = 0. Further, the ATP and ATO curves of the front and rear vehicles are calculated separately to obtain relevant information for calculating the minimum time interval. After calculating the above curves, the time interval t between the front and rear vehicles can be preset, and the front vehicle is controlled to depart first, with the rear vehicle departing after a time interval t. Further, the positions and speeds of the front and rear vehicles can be determined after a first preset time (0.1 seconds). Alternatively, only position information (distanceForwardN and distanceBackwardN) can be included. If the position of the front vehicle is not the destination, it can be further determined whether the positions of the front vehicle (distanceForwardN) and the rear vehicle (distanceBackwardN) are in the same interval (segment). If they are in the same interval, the rear vehicle departs later by a first preset time (0.1 seconds), at which point the updated time interval between the front and rear vehicles is obtained. Then, the preceding train is controlled to depart first at the updated time interval between the preceding and following trains, i.e., t+0.1 seconds. The following train is then controlled to depart, and the process returns to the step of calculating the positions of the preceding and following trains after the first preset travel time, i.e., 0.1 seconds. Since the minimum time interval between the preceding and following trains is the minimum interval required to ensure that two trains can run within the same section without interfering with each other, the above steps continue until the positions of the preceding and following trains are no longer in the same section. This indicates that the previous time interval between the preceding and following trains ensured that they were exactly in the same section and did not interfere with each other. Therefore, the previous time interval between the preceding and following trains can be determined as the minimum time interval.

[0063] In one embodiment of the present invention, the steps for calculating the mixed operation capacity of express and local trains include: dispatching express trains and several local trains in a departure order according to a preset time interval; after the express train departs, at a second preset time, obtaining the position of the express train and the position of the local train ahead of the express train, and determining whether the position of the express train and the position of the local train ahead of the express train are in the same interval; when the positions of the express and local trains are in the same interval, detecting the local train's ability to avoid trains at the previous station, and controlling the local train to avoid the express train when the local train has the ability to avoid trains at the previous station, and removing the local train when the local train does not have the ability to avoid trains at the previous station, and returning to the steps of obtaining the position of the express train and the position of the local train ahead of the express train.

[0064] like Figure 5 As shown, the departure sequence of express and local trains can be configured in advance, as can the train operation routes. Then, the ATP curves and ATO curves of express and local trains are calculated separately, so as to calculate the mixed operation capacity of express and local trains based on the relevant information in the above curves. In this embodiment, the minimum time interval t between local trains can be determined in advance, and then the local trains and express trains are controlled to depart sequentially according to the preset departure sequence and the minimum time interval t. Further, the position of the express train disQuick and the position of the local train disSlow ahead of the express train can be obtained after the second preset time since the express train departs. When it is determined that the express train has not reached its destination, it is determined whether the position of the express train disQuick and the position of the local train disSlow ahead of the express train are located in the same segment. If they are in the same segment, the local train should stop at the previous station to give way to the express train, allowing the express train to pass, and the system time should be reverted to the stopping time of the local train at the previous station. Before controlling the avoidance, it is necessary to check whether the previous station of the slow train has the capacity to accommodate the avoidance. If not, the slow train that needs to be avoided is deleted. If the avoidance capacity is available, the slow train is controlled to avoid the avoidance and is made to wait for the express train to pass through the minimum time interval tS before departing.

[0065] It should be noted that after simulating the operational capacity of the train operation line based on railway line data, train route data, and train operation data, a train operation diagram can also be generated.

[0066] To facilitate understanding of the railway operation capacity simulation calculation method of this invention, the following specific examples shown in the figures can be used for illustration:

[0067] After the software reads the railway line data, it proceeds to the train operation line configuration step. The specific configuration interface for the train operation line is as follows: Figure 6 As shown. In Figure 6 In the configuration interface, find the section for selecting the origin and destination stations, and then select the origin station name from the "Origin Station" dropdown menu, such as... Figure 7As shown, select the destination station name in the drop-down menu, select the up or down direction in the drop-down menu, and click "Confirm" after making your selection.

[0068] Further, locate the route configuration file section to configure the signals and tracks that vehicles will pass through at each station. Specifically, such as... Figure 8 As shown, you can configure the signal settings through the drop-down menus for "Entry Signal," "Exit Signal," and "Track Access." If a vehicle needs to stop at this station, you must check the "Stop at this station" box and fill in the information for "Receiving Route Processing Time," "Departure Route Processing Time," "Station Parking Time," and "Distance from the next signal." After configuring the information for this station, click "Save Configuration" to confirm. Then click the "Next Station" or "Previous Station" button to configure information for other stations.

[0069] After the above steps, as Figure 9 As shown, clicking "Simulation Calculation" will automatically start the software to calculate the simulation results. Clicking "Simulation Result Display" will then display the results. Figure 10 The software can generate ATO and ATP curves for a single train, where the vertical axis represents train speed and the horizontal axis represents train position. The horizontal axis also labels the location and name of the signals the train passes through, and calculates the minimum time interval between trains. Clicking "Generate Operation Diagram" will display the following... Figure 11 As shown, the simulation results of 10 trains departing sequentially are automatically generated, along with a corresponding XML operation diagram file. This file can be read by the CTC (Centralized Traffic Control) dispatching software, which will then display the operation diagram. The file generation path is .. / Config / schedule. After being read by the CTC dispatching software, the operation diagram can be generated, as shown in the following example. Figure 12 As shown.

[0070] Furthermore, simulation calculations of the operational capacity of mixed express and local train services can be performed. Click the "Simulation Calculation of Mixed Express and Local Train Services" button, as shown below. Figure 13 As shown, a fast and slow train configuration window will pop up. Click the "Add Train" button, as shown below. Figure 14 As shown, a vehicle information configuration window will pop up. The [Train ID] field automatically generates an ID number, which can also be manually modified. The software automatically generates the [Train Number] based on the [Fast / Local Train Type] and [Train ID]. Local trains begin with the letter S (slow), and fast trains begin with the letter Q (quick). After adding the train, select trains with the same route in the [Checkbox] to configure the route, as shown below. Figure 15As shown, select all the slow trains and click "Configure Train Routes." The "Route Configuration" window will pop up. After configuration, click "OK Configuration," and the "Whether to Configure" column will change to "Yes." Similarly, after configuring the express trains, click "Generate Timetable." The software will automatically generate simulation results for all trains departing sequentially and generate a corresponding XML timetable file. This timetable file can be read and displayed by the CTC train dispatching software.

[0071] The generated XML operation diagram file has been modified based on the actual station's obstacle avoidance capabilities, removing some trains that could not be effectively avoided and adjusting the departure times of some trains, thus improving operational efficiency. Details are recorded in the data.xls file. The recording period is 0.5 seconds, and the operational status of each train in each period is as follows: Figure 16 As shown, the information mainly includes distance, acceleration, time, speed, position, and track attributes.

[0072] As mentioned above, the simulation results in XML format can be displayed using CTC train commissioning software, and the display results are as follows: Figure 17 As shown. From Figure 17 As can be seen, Q11 reaches its destination without stopping after passing through S7 and S9. Due to limited clearance at the station, S8 and S10 need to be removed, and the final operation diagram is shown above.

[0073] In this example, as Figure 18 As shown, the software can also generate a "time-distance" coordinate axis image, where the horizontal axis represents time and the vertical axis represents distance. The vertical axis also marks the station location. In this example, the correspondence between the train number marked in the upper left corner and the curve color can be used to visually observe the operating status of each vehicle.

[0074] Figure 19 This is a structural block diagram of a railway operation capacity simulation calculation system provided in an embodiment of the present invention. Figure 19 As shown, the railway operation capacity simulation calculation system 10 includes an acquisition module 11 and a simulation calculation module 12. The acquisition module 11 is used to acquire railway line data, train route data, and train operation data; the simulation calculation module 12 is used to perform simulation calculations on the operation capacity of the train operation line based on the aforementioned railway line data, train route data, and train operation data after configuring the train operation line.

[0075] Railway line data can be obtained from TLE files (TLE files are railway station data files, primarily in XML format). Railway line data mainly includes section length, signal location, turnout location, and track information. Train route data contains information about the lines a train may pass through, mainly including route name, starting signal name, turnout information, track section information, and track information. Train operation data primarily reflects the train's acceleration and deceleration capabilities, mainly including maximum acceleration information, maximum deceleration information at different speeds, and maximum speed limit information.

[0076] In this embodiment, the steps of configuring train operation lines include: selecting the originating station and the destination station, and configuring train routes for all stations along the operation lines corresponding to the originating station and the destination station.

[0077] In this embodiment, the operational capacity of the train line is simulated and calculated, including: train ATP curve calculation, train ATO curve calculation, minimum time interval between trains, and mixed operation capacity calculation of express and local trains.

[0078] It should be noted that the specific implementation method of the railway operation capacity simulation calculation method in this embodiment can be found in the specific implementation method of the railway operation capacity simulation calculation system described above. To avoid redundancy, it will not be repeated here.

[0079] Furthermore, the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, can realize the above-mentioned railway operation capacity simulation calculation method.

[0080] Furthermore, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it is able to implement the above-mentioned railway operation capacity simulation calculation method.

[0081] In summary, the railway operation capacity simulation calculation method of the present invention improves the reliability of railway operation capacity simulation calculation results by acquiring railway line data, train route data, and train operation data, configuring train operation lines, and simulating the operation capacity of train operation lines based on the railway line data, train route data, and train operation data. Furthermore, the present invention provides methods for calculating train ATP curves and ATO calculations for trains, and through the designed time interval calculation method, it can use computer simulation to deduce the minimum time interval between trains, thereby improving the accuracy of simulation calculation results. In addition, the present invention also simulates the mixed operation scenario of express and local trains, providing a method for calculating the operation capacity of mixed express and local trains, making the railway operation capacity simulation calculation more comprehensive. Moreover, in the early stages of railway construction, it is necessary to formulate train operation plans based on the predicted transport volume during the design period, and scientifically predict the maximum design throughput capacity achievable under this organizational mode. Therefore, the present invention can serve as a basis for evaluating the feasibility of train operation plans.

[0082] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0083] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for simulating and calculating railway operating capacity, characterized in that, include: Acquire railway line data, train route data, and train operation data; The railway line data is obtained through railway station data files, and the railway line data includes section length, signal position, turnout position and track information; Configure train operation routes and perform simulation calculations on the operational capacity of the train operation routes based on the railway line data, train route data, and train operation data. The simulation calculations include: calculation of the operational capacity of mixed express and local train operation, calculation of the train ATP curve, calculation of the train ATO curve, and calculation of the minimum time interval between trains. The steps for calculating the operational capacity of mixed express and local train operation include: Express trains and several local trains will depart in the order of departure according to a preset time interval; At a second preset time after the express train departs, the position of the express train and the position of the slow train ahead of the express train are obtained, and it is determined whether the position of the express train and the position of the slow train ahead of the express train are in the same interval; When the fast and slow trains are located in the same section, the slow train's ability to avoid the fast train at the previous station is detected. If the slow train has the ability to avoid the fast train at the previous station, it is controlled to avoid the fast train. If the slow train does not have the ability to avoid the fast train at the previous station, it is removed from the list of trains. The process then returns to the steps of obtaining the position of the fast train and the position of the slow train ahead of the fast train.

2. The railway operation capacity simulation calculation method as described in claim 1, characterized in that, The train route data includes route name, starting signal name, turnout information, track section information, and track information.

3. The railway operation capacity simulation calculation method as described in claim 2, characterized in that, The train operation data includes the train's maximum acceleration information, the maximum deceleration information at different speeds, and the train's maximum speed limit information.

4. The railway operation capacity simulation calculation method as described in claim 3, characterized in that, The steps for configuring train operation routes include: selecting the originating station and the destination station, and configuring train routes for all stations along the operation route corresponding to the originating station and the destination station.

5. The railway operation capacity simulation calculation method as described in claim 4, characterized in that, The steps for calculating the train ATP curve include: Based on the railway line data, the train route data, the acceleration and deceleration information in the train operation data, the train maximum speed limit information, and the train length information, calculate and update the train maximum speed limit curve; Calculate the train deceleration curve, merge the train deceleration curve with the train maximum speed limit curve, and delete the overlapping parts of the train deceleration curve and the train maximum speed limit curve to obtain the train ATP curve.

6. The railway operation capacity simulation calculation method as described in claim 5, characterized in that, The ATO curve of the train is obtained by performing ATO calculations on the train. The steps for performing ATO calculations on the train include: Determine the train's current location; The current speed of the train and the ATP speed limit corresponding to the current position of the train are obtained, and when the current speed is less than the ATP speed limit, the acceleration of the train is obtained; The train's speed and position after accelerating for a first preset time are calculated based on the acceleration. When the speed is less than the ATP speed limit corresponding to the position, the train is controlled to move forward with the acceleration for the first preset time. When the speed is not less than the ATP speed limit corresponding to the position, it is further determined whether the speed is greater than the ATP speed limit corresponding to the position. When the speed is greater than the ATP speed limit corresponding to the position, the train is controlled to decelerate with the acceleration for the first preset time. When the speed is not greater than the ATP speed limit corresponding to the position, the train is controlled to move forward with the current speed and the acceleration for the first preset time. When it is determined that the position is not the destination, the process returns to the step of obtaining the train's acceleration.

7. The railway operation capacity simulation calculation method as described in claim 6, characterized in that, The steps for calculating the minimum time interval between vehicles include: Initialize the positions and speeds of the vehicles in front and behind, and set the time interval between them; After controlling the time interval between the preceding and following vehicles, the following vehicle is controlled to depart. Calculate the positions of the vehicles after the first preset time has elapsed, and if the position of the vehicle in front is not the endpoint, determine whether the positions of the vehicle in front and the vehicle behind are in the same interval; When the positions of the vehicles in front and behind are in the same interval, the vehicle behind is controlled to depart later by the first preset time based on the time interval between the vehicles in front and behind, and the updated time interval between the vehicles in front and behind is obtained. After controlling the preceding vehicle to proceed with the updated time interval between preceding and following vehicles, the following vehicle is controlled to depart, and the process returns to the step of calculating the position of the preceding and following vehicles after the first preset time has elapsed, until the positions of the preceding and following vehicles are no longer in the same interval, at which point the time interval between preceding and following vehicles before the update is determined as the minimum time interval.

8. The railway operation capacity simulation calculation method as described in claim 1, characterized in that, After simulation calculations, a train operation diagram is also generated.

9. A railway operation capacity simulation calculation system, characterized in that, include: The acquisition module is used to acquire railway line data, train route data, and train operation data. The acquisition module is used to acquire the railway line data through railway station data files. The railway line data includes section length, signal position, turnout position, and track information. The simulation calculation module is used to simulate and calculate the operational capacity of the train operation line based on the railway line data, the train route data, and the train operation data after the train operation line is configured. The simulation calculation of the operational capacity of the train operation line includes: calculation of the mixed operation capacity of express and local trains, calculation of the train ATP curve, calculation of the train ATO curve, and calculation of the minimum time interval between trains. The steps for calculating the mixed operation capacity of express and local trains include: Express trains and several local trains will depart in the order of departure according to a preset time interval; At a second preset time after the express train departs, the position of the express train and the position of the slow train ahead of the express train are obtained, and it is determined whether the position of the express train and the position of the slow train ahead of the express train are in the same interval; When the fast and slow trains are located in the same section, the slow train's ability to avoid the fast train at the previous station is detected. If the slow train has the ability to avoid the fast train at the previous station, it is controlled to avoid the fast train. If the slow train does not have the ability to avoid the fast train at the previous station, it is removed from the list of trains. The process then returns to the steps of obtaining the position of the fast train and the position of the slow train ahead of the fast train.

10. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the railway operation capacity simulation calculation method as described in any one of claims 1-8.

11. An electronic device, characterized in that, It includes a processor and a memory, wherein the memory stores a computer program, and when the computer program is executed by the processor, it implements the railway operation capacity simulation calculation method as described in any one of claims 1-8.

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