Method, device, equipment and storage medium for constructing train operation diagram

Abstract

The present disclosure provides a method and device for constructing a train diagram, and a storage medium, relates to the technical field of computers, and particularly relates to the technical field of intelligent transportation and cloud computing. The specific implementation scheme is as follows: determining N stations corresponding to the kth train in M trains; determining the k'th train corresponding to the ith station in the N stations; determining the preferred departure time of the kth train at the N stations according to a first departure time condition, a second departure time condition and the preferred departure time of the k'th train at the ith station; the first departure time condition restricts the departure time interval of adjacent two stations of the same train, and the second departure time condition restricts the departure time interval of adjacent two trains of the same station; and constructing the train diagram according to the preferred departure time of each train in the M trains. According to the scheme of the present disclosure, the preferred departure time of each station of each train is determined only by using the constraint based on the departure time, and the efficiency of constructing the train diagram can be significantly improved.

Description

Technical Field

[0001] The present disclosure relates to the field of computer technology, and in particular to the field of intelligent transportation and cloud computing. Background Art

[0002] A train diagram is a visual representation of train movements within a railway section and the times of arrival, departure, and transit at stations. It is the foundation of train operations. The diagram provides information on train arrival and departure (or transit) times at each station, the duration of the train's journey within the section, and the duration of its stops at stations. A train diagram illustrates the temporal and spatial relationships of train operations, using two-dimensional line drawings to depict train movements within each section and the status of trains stopping or transiting at each station. Summary of the Invention

[0003] The present disclosure provides a method, apparatus, device and storage medium for constructing a train operation diagram.

[0004] According to one aspect of the present disclosure, a method for constructing a train operation diagram is provided, comprising:

[0005] Determine the N stations corresponding to the kth train among M trains; where M, k, and N are all greater than 1;

[0006] Determine the k'th train corresponding to the i-th station among N stations; where k' and i are both greater than or equal to 1, and the k'th train is the adjacent train that passes through the i-th station before the k-th train;

[0007] Based on the first departure time condition, the second departure time condition, and the preferred departure time of the k′th train at the i-th station, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at each of the N stations. The first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station.

[0008] Construct a train operation diagram based on the preferred departure time of each of the M trains.

[0009] According to another aspect of the present disclosure, there is provided an apparatus for constructing a train operation diagram, comprising:

[0010] The first determination module is used to determine the N stations corresponding to the kth train among the M trains; wherein M, k, and N are all greater than 1;

[0011] The second determination module is used to determine the k'th train corresponding to the i-th station among the N stations; wherein k' and i are both greater than or equal to 1, and the k'th train is the adjacent train that passes through the i-th station before the k-th train;

[0012] a third determination module, configured to determine the preferred departure times of the kth train at each of the N stations using a constraint propagation algorithm based on the first departure time condition, the second departure time condition, and the preferred departure time of the k′th train at the i-th station; wherein the first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station; and

[0013] The operation diagram module is used to construct a train operation diagram based on the preferred departure time of each of the M trains.

[0014] According to another aspect of the present disclosure, there is provided an electronic device, comprising:

[0015] at least one processor; and

[0016] a memory communicatively connected to the at least one processor; wherein,

[0017] The memory stores instructions that can be executed by the at least one processor. The instructions are executed by the at least one processor to enable the at least one processor to perform the method of any embodiment of the present disclosure.

[0018] According to another aspect of the present disclosure, a non-transitory computer-readable storage medium storing computer instructions is provided, wherein the computer instructions are used to enable the computer to execute the method according to any embodiment of the present disclosure.

[0019] According to another aspect of the present disclosure, a computer program product is provided, comprising a computer program, which implements the method according to any embodiment of the present disclosure when executed by a processor.

[0020] According to the disclosed solution, the efficiency of constructing a train operation diagram can be significantly improved by determining the optimal departure time of each station for each train using only constraints based on departure time.

[0021] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present disclosure, nor are they intended to limit the scope of the present disclosure. Other features of the present disclosure will become readily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] The accompanying drawings are provided to facilitate a better understanding of the present invention and do not constitute a limitation of the present disclosure.

[0023] Figure 1 is a flow chart of a method for constructing a train operation diagram according to an embodiment of the present disclosure;

[0024] Figure 2 It is a train operation diagram according to the method for constructing a train operation diagram according to an embodiment of the present disclosure;

[0025] Figure 3 is a schematic diagram of a train operation diagram constructed according to the method for constructing a train operation diagram according to an embodiment of the present disclosure;

[0026] Figure 4 It is a scene diagram that can implement the method for constructing a train operation diagram according to an embodiment of the present disclosure;

[0027] Figure 5 is a flow chart of a method for constructing a train operation diagram according to an embodiment of the present disclosure;

[0028] Figure 6 is a schematic structural diagram of an apparatus for constructing a train operation diagram according to an embodiment of the present disclosure;

[0029] Figure 7 It is a block diagram of an electronic device used to implement the method for constructing a train operation diagram according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0030] The following description of exemplary embodiments of the present disclosure is made in conjunction with the accompanying drawings, including various details of the embodiments of the present disclosure to facilitate understanding, which should be considered as merely exemplary. Therefore, it should be appreciated by those skilled in the art that various changes and modifications may be made to the embodiments described herein without departing from the scope of the present disclosure. Similarly, for the sake of clarity and conciseness, descriptions of well-known functions and structures are omitted in the following description.

[0031] like Figure 1 As shown, an embodiment of the present disclosure provides a method for constructing a train operation diagram, including:

[0032] Step S101: Determine the N stations corresponding to the kth train among M trains, where M, k, and N are all greater than 1.

[0033] Step S102: Determine the k'th train number corresponding to the i-th station among the N stations, where k' and i are both greater than or equal to 1, and the k'th train number is the adjacent train number that passes through the i-th station before the k-th train number.

[0034] Step S103: Based on the first departure time condition, the second departure time condition, and the preferred departure time of the k′th train at the i-th station, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at N stations. The first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station.

[0035] Step S104: Construct a train operation diagram based on the preferred departure time of each of the M trains.

[0036] According to the embodiments of the present disclosure, it should be noted that:

[0037] The M train trips can be understood as the number of trains required to run both up and down the target train's route in a single day. This can also be understood as the number of trains required to run both up and down the target train's route in a single day. Each train is assigned one train trip in each direction of travel. If the train is a connecting train, it is assigned two train trips for both up and down travel. Trains can be considered to be EMUs, high-speed trains, ordinary passenger trains, freight trains, subways, and the like, without specific limitations here.

[0038] The kth train number can be understood as any train number other than the first train number among the M train numbers. In other words, any train number other than the first train number among the M train numbers can determine the preferred departure time of the corresponding multiple N stations through the steps of the embodiment of the present disclosure.

[0039] The N stations corresponding to the k-th train may include the starting station, terminal station, stopping stations, and non-stop stations of the k-th train. The starting station, terminal station, stopping stations, and non-stop stations may all be any corresponding stations on the target train's route. The number N of stations corresponding to each k-th train may be different. The starting station, terminal station, stopping stations, and non-stop stations of each N station corresponding to the k-th train may be different.

[0040] The i-th station can be understood as any station among the N stations corresponding to the k-th train. For example, the i-th station can be a starting station, a terminal station, a stopping station, or a non-stop station.

[0041] The k′th train number corresponding to the i-th station is as follows: Figure 2 As shown, it can be understood as the train that passes through the i-th station before the k-th train, and it is the train that passes through the i-th station two adjacent trains to the k-th train. When k′=1, the k′-th train can be understood as the first train to pass through the i-th station on the target train's route. In this case, the k-th train is the second train to pass through the i-th station. It should be noted that when the value of i is different, the k′-th train corresponding to each i-th station may be different. Because the N stations corresponding to different trains in M ​​are different, for example, the k-th train will pass through stations a, b, c, d, e, and f in sequence, and the q-th train will pass through stations a, b, c, and d in sequence. The q-th train departs from station a before the k-th train, but after arriving at station d, the q-th train will not continue to travel to station e. Therefore, the k′-th train corresponding to the k-th train at station e will definitely not be the q-th train.

[0042] The first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train. It can be understood that the departure time interval between each of the N stations corresponding to the kth train must meet this constraint. For example, Figure 2 As shown, the departure time of the kth train at station i and the departure time at station i-1 must satisfy the first departure time constraint, and the departure time of the kth train at station i and the departure time at station i+1 must satisfy the first departure time constraint. It should also be noted that the first departure time constraint varies depending on the station type of the next station relative to the kth train. For example, the first departure time constraint differs when the next station is a stop for the kth train and when it is a non-stop station for the kth train.

[0043] The second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station, such as Figure 2 As shown, the departure time of the kth train at the i-th station and the departure time of the k'th train at the i-th station among the adjacent trains need to meet this constraint. Depending on the station type of the i-th station relative to the kth train and the k'th train, the second departure time condition is also different. For example, the i-th station can be the departure station of the kth train and the departure station of the k'th train, the i-th station can be the passing station (non-stop station) of the kth train and the departure station of the k'th train, the i-th station can be the departure station of the kth train and the passing station (non-stop station) of the k'th train, the i-th station can be the passing station of the kth train and the passing station of the k'th train, the i-th station can be the arrival station (stop station) of the kth train and the passing station of the k'th train, the i-th station can be the passing station of the kth train and the arrival station (stop station) of the k'th train, and the i-th station can be the arrival station of the kth train and the arrival station of the k'th train.

[0044] The preferred departure time of the k'th train at the i-th station can be understood as the pre-calculated departure time of the k'th train at the i-th station. For example, when the k'th train is relatively the k-th train, the preferred departure time of the k'th train at the i-th station is calculated based on the first departure time condition, the second departure time condition, and the preferred departure time of the k"th train (the adjacent train that passes through the i-th station before the k'th train) at the i-th station.

[0045] Determining the optimal departure time of the kth train at N stations can be understood as using the constraint propagation algorithm to calculate the optimal departure time of each station of the kth train that can meet the first departure time condition and the second departure time condition.

[0046] According to the preferred departure time of each of the M trains, a train operation diagram is constructed. This can be understood as constructing a train operation diagram according to the preferred departure time of each of the N stations corresponding to each train. The specific visual structure of the train operation diagram can be selected and adjusted as needed and is not specifically limited here. For example, Figure 3 As shown, the train operation diagram can show the trains passing through each station and the specific time when the train passes through the station. Figure 3 The vertical coordinate is the stations on the target train route, and the horizontal coordinate is the time in 24-hour format. Figure 3 Point A in the diagram indicates the time when train 1 arrives at station 2, and point B indicates the time when train 1 departs from station 2.

[0047] According to the disclosed embodiments, the preferred departure time for each station on each train can be determined solely using departure time constraints, namely the first and second departure time conditions, without the need for other constraints. This significantly improves the efficiency of calculating the preferred departure time for each station on each train, thereby improving the efficiency of constructing train timetables. This allows for the flexible, efficient, and rational use of computer automation to generate high-quality train timetables based on market demand. The train timetable constructed using the method of the disclosed embodiments prevents trains from stopping at non-stop stations or being overtaken, while ensuring convenient passenger transfers and safe time intervals within stations, and rationally scheduling train arrival and departure times. The method of the disclosed embodiments utilizes a constraint propagation algorithm to achieve global optimization of M trains on a target train route. Compared to traditional solutions, the application of the disclosed embodiments can reduce the time required to solve the macroscopic train timetable compilation problem by 50%. For example, for a route with 600 trains in both directions, the traditional solution takes over 5 hours, while the method of the disclosed embodiments only takes approximately 2 hours.

[0048] In one embodiment, the method for constructing a train operation diagram provided by the embodiment of the present disclosure can be applied to Figure 4 In the scenario framework shown. Figure 4 In the figure, 10 represents a terminal device capable of visually outputting results, 20 represents a server, and 30 represents a distributed computer system. The method for constructing a train timetable according to the present embodiment of the disclosure can be executed by the server 20 or the distributed computer system 30. The terminal device 10 is used to report or transmit the data required for constructing the train timetable to the server 20 or the distributed computer system 30. After the server 20 or the distributed computer system 30 completes the method for constructing a train timetable according to the present embodiment of the disclosure, it can visually output the constructed train timetable to the terminal device 10.

[0049] In one example, the departure time (start time), driving speed and stop time of the kth train are defined as preset values. On this basis, the arrival time and departure time of the kth train at each station along the entire route can be determined according to the distance between two adjacent stations.

[0050] In one example, the departure time of the kth train can be determined based on the departure time window. The departure time window can be understood as the time interval during which the train departs from the departure station. For example, the departure time is within the given departure time window:

[0051]

[0052] Among them, T s [k] is the planned departure time of the kth train, tol[k] is the variable deviation, d[k, Start[k]] is the departure time of the kth train from the starting station, and M is the total number of trains on the route.

[0053] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S103: according to a first departure time condition, a second departure time condition, and the preferred departure time of the k′th train at the i-th station, using a constraint propagation algorithm, determining the preferred departure time of the k′th train at N stations, including:

[0054] Step S1031: Determine the first candidate departure time of the kth train at the i-th station according to the second departure time condition and the preferred departure time of the k'th train at the i-th station.

[0055] Step S1032: Determine the second candidate departure time of the kth train at the i-th station based on the first departure time condition and the departure time of the kth train.

[0056] Step S1033: Based on the first candidate departure time and the second candidate departure time, the constraint propagation algorithm is used to determine the optimal departure time of the kth train at N stations.

[0057] According to the embodiments of the present disclosure, it should be noted that:

[0058] Step S1031 can be understood as, through the determined preferred departure time of the k′th train at the i-th station, based on the constraints of the departure time of the k′th train at the i-th station and the departure time of the k′th train at the i-th station specified by the second departure time condition, the first candidate departure time that meets the second departure time condition can be determined.

[0059] Step S1032 can be understood as that the initial departure time of the kth train at the ith station can be calculated by the preset departure time of the kth train, the preset speed of the kth train, the preset station stop time and the known distance between each two adjacent stations corresponding to the kth train.

[0060] Step S1033 can be understood as that the preferred departure time of the kth train at the ith station can be determined based on the first candidate departure time of the kth train at the ith station satisfying the second departure time condition, and the second candidate departure time satisfying the first departure time condition. Meanwhile, the kth train corresponds to N stations, so the preferred departure time of each station of the kth train is determined by using the constraint propagation algorithm, the first candidate departure time and the second candidate departure time, and it is ensured that the preferred departure time of each station can satisfy the first departure time condition and the second departure time condition.

[0061] According to the embodiments of the present disclosure, by calculating the second candidate departure time of the kth train at the ith station based on the first departure time condition and the first candidate departure time of the kth train at the ith station based on the second departure time condition in parallel, the operation efficiency can be improved, and the preferred departure time of each station of the kth train can be determined more efficiently by using the constraint propagation algorithm, the first candidate departure time and the second candidate departure time. Meanwhile, only the constraints based on the departure time, i.e. the first departure time condition and the second departure time condition, are used to determine the preferred departure time of each station of each train, without involving other constraints, so the calculation efficiency of the preferred departure time of each station of each train can be significantly improved, and the efficiency of constructing the train operation diagram is improved.

[0062] In an embodiment, the embodiments of the present disclosure provide a method for constructing a train operation diagram, including steps S101 to S104, wherein step S103: according to the first departure time condition, the second departure time condition and the preferred departure time of the kth train at the ith station, the preferred departure time of the kth train at each of the N stations is determined by using the constraint propagation algorithm, including:

[0063] Step S1031: according to the second departure time condition and the preferred departure time of the kth train at the ith station, the first candidate departure time of the kth train at the ith station is determined.

[0064] Step S1034: according to the first departure time condition, the first candidate departure time and the departure time of the kth train, the preferred departure time of the kth train at each of the N stations is determined by using the constraint propagation algorithm.

[0065] According to the embodiments of the present disclosure, it should be noted that:

[0066] Step S1031 can be understood as, through the determined preferred departure time of the k′th train at the i-th station, based on the constraints of the departure time of the k′th train at the i-th station and the departure time of the k′th train at the i-th station specified by the second departure time condition, the first candidate departure time that meets the second departure time condition can be determined.

[0067] Step S1034 can be understood as calculating the initial departure time of the kth train at the i-th station based on the first candidate departure time, the preset travel speed of the kth train, the preset station stop time, and the known distance between each two adjacent stations in the N stations corresponding to the kth train. Based on this, the preferred departure time of the kth train at the i-th station that satisfies the first departure time condition can be determined based on the departure time interval between each two adjacent stations of the kth train. Since the preferred departure time of the i-th station can be considered to be any station in the N stations other than the originating station, the preferred departure time of all stations in the N stations of the kth train other than the originating station can be determined based on this. Then, combined with the preset departure time of the kth train's originating station, the preferred departure time of the kth train at each of the N stations can be determined.

[0068] According to the disclosed embodiments, an iterative calculation method is used to further utilize the first departure time condition to calculate the first candidate departure time of the kth train at the i-th station, determined based on the second departure time condition. This improves the accuracy of the calculation and enables the use of a constraint propagation algorithm to more accurately determine the preferred departure time for each of the N stations for the kth train. Furthermore, the preferred departure time for each station for each train can be determined solely using the constraints based on departure time, namely the first departure time condition and the second departure time condition, without the need for other constraints. This significantly improves the efficiency of calculating the preferred departure time for each station for each train, thereby improving the efficiency of constructing the train timetable.

[0069] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S1031: determining a first candidate departure time of the kth train at the ith station based on the second departure time condition and the preferred departure time of the k'th train at the ith station, including:

[0070] Step S10311: Determine the first stopover type of the i-th station relative to the k-th train.

[0071] Step S10312: Determine the second stopover type of the i-th station relative to the k′-th train.

[0072] Step S10313: Determine the stopover time interval condition in the second departure time condition according to the first stopover type and the second stopover type.

[0073] Step S10314: Determine the first candidate departure time of the kth train at the ith station based on the time interval condition for passing through the station and the preferred departure time of the kth train at the ith station.

[0074] According to the embodiments of the present disclosure, it should be noted that:

[0075] The first stop type can include a departure station (originating station or stop station), an arrival station, and a passing station (non-stop station). Specifically, when the k-th train passes through the i-th station, if it needs to stop for a period of time before departing, the first stop type of the i-th station relative to the k-th train is a departure station. When the k-th train passes through the i-th station on the way up, if it needs to return as a connecting train after stopping for a period of time, the first stop type of the i-th station relative to the k-th train is an arrival station. At the same time, relative to the connecting train after the train number is changed, the first stop type of the i-th station is a departure station. When the k-th train passes through the i-th station without stopping, the first stop type of the i-th station relative to the k-th train is a passing station.

[0076] The second stopover type may include a departure station (originating station or stopover station), an arrival station, and a passing station (non-stop station). Specifically, when the k'th train passes through the i-th station, if it needs to stop for a period of time before departing, the first stopover type of the i-th station relative to the k'th train is a departure station. When the k'th train passes through the i-th station on the way up, if it needs to return as a connecting train after stopping for a period of time, the first stopover type of the i-th station relative to the k'th train is an arrival station. At the same time, relative to the connecting train after the train number is changed, the first stopover type of the i-th station is a departure station. When the k'th train passes through the i-th station without stopping, the first stopover type of the i-th station relative to the k'th train is a passing station.

[0077] The time interval condition for passing through a station is used to determine the safe time interval between the departure times of two adjacent trains passing through the same station.

[0078] According to different combinations of the first stopover type and the second stopover type, the stopover time interval conditions in the determined second departure time conditions are different, that is, the safety time interval between the departure time of the kth train at the i-th station and the departure time of the k′th train at the i-th station will be different.

[0079] For example, when the first stopover type of the i-th station relative to the k-th train is the departure station, and the first stopover type of the i-th station relative to the k′-th train is also the departure station, the safe time interval constraint between the departure times of the two trains determined by the stopover time interval condition is:

[0080]

[0081] Among them, d[k,i] is the departure time of the kth train at the i-th station, d[k′,i] is the departure time of the k′th train at the i-th station, and h dd [k,i] and h dd [k′,i] is the safety time interval between the departure time of the kth train at the i-th station and the departure time of the k′th train at the i-th station, and D[i] is the set of trains departing from the i-th station.

[0082] It should be noted that when the k′th train departs from the i-th station after the k-th train, d[k,i]-d[k′,i]≥h dd [k,i] is used as the safety time interval constraint between the departure times of two trains. When the kth train departs from the i-th station after the kth train, d[k′,i]-d[k,i]≥h dd [k′,i] serves as the safety time interval constraint for the departure time between two trains.

[0083] According to the embodiment of the present disclosure, by selecting different second departure time conditions for the first stopover type and the second stopover type, the first candidate departure time of the kth train at station i can be accurately determined.

[0084] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S10314: determining a first candidate departure time of the kth train at the ith station based on a stopover time interval condition and a preferred departure time of the kth train at the ith station, includes:

[0085] According to the time interval condition for passing through stations and the preferred departure time of the k′th train at the i-th station, the initial candidate departure time is determined.

[0086] Based on the running time, additional time, initial candidate departure time of the kth train between the i-th station and the i+1-th station, the running time of the k′th train between the i-th station and the i+1-th station, the second additional time and the preferred departure time of the k′th train at the i-th station, the crossing time interval between the kth train and the k′th train is determined.

[0087] According to the passing time interval condition in the second departure time condition, the passing time interval and the initial candidate departure time, the first candidate departure time of the kth train at the i station is determined.

[0088] The additional time includes the acceleration time for starting and / or the deceleration time for stopping of the kth vehicle.

[0089] According to the embodiments of the present disclosure, it should be noted that:

[0090] The initial candidate departure time is determined based on the time interval condition for passing stations and the preferred departure time of the k′th train at the i-th station. This can be understood as: based on the preferred departure time of the k′th train at the i-th station, a departure time that can meet the time interval condition for passing stations is determined as the initial candidate departure time of the kth train at the i-th station.

[0091] The running time can be understood as the time required for the kth train to travel from the i-th station to the i+1-th station, calculated based on the preset speed of the kth train and the distance between the i-th station and the i+1-th station.

[0092] The starting acceleration time in the additional time can be understood as the time consumed by the kth vehicle from starting to reaching the preset speed before it reaches the preset speed.

[0093] The parking deceleration time in the additional time can be understood as the time consumed by the k-th vehicle in the process of decelerating from the preset speed to parking.

[0094] Determine the time interval between the kth train and the k′th train, including:

[0095] In the case that the kth train arrives at the i-th station later than the k'th train, scd[k,k',i] is defined as the safe overtaking interval when the kth train arrives at the i-th station later than the k'th train. The relationship between the safe overtaking interval is:

[0096] d[k,i]+scd[k,k′,i]+rt[k,i,i+1]+et[k,i,i+1]=d[k′,i]+rt[k′,i,i+1]+et[k′,i,i+1]

[0097] Where, rt[k,i,i+1] is the running time of the kth train from the i-th station to the i+1-th station, et[k,i,i+1] is the additional time of the kth train from the i-th station to the i+1-th station (including the acceleration time at start and the deceleration time at stop), rt[k',i,i+1] is the running time of the k'th train from the i-th station to the i+1-th station, et[k',i,i+1] is the additional time of the k'th train from the i-th station to the i+1-th station (including the acceleration time at start and the deceleration time at stop), d[k,i] is the departure time of the Kth train at the i-th station, and d[k',i] is the departure time of the K'th train at the i-th station.

[0098] The overtaking time interval condition is used to determine the relationship between the departure time of the kth train at the i-th station and the departure time of the k'th train at the i-th station when the track between stations is single-track and overtaking is not allowed, to ensure that the kth train and the k'th train will not collide during the driving process.

[0099] According to the embodiment of the present disclosure, based on the running time, additional time, initial candidate departure time of the kth train between the i-th station and the i+1-th station, the running time of the k'th train between the i-th station and the i+1-th station, the second additional time and the preferred departure time of the k'th train at the i-th station, the overtaking safety interval of trains k and k' at the station i can be accurately calculated. By using the overtaking safety interval condition as a constraint on the departure time of the kth train at the i-th station and the departure time of the k'th train at the i-th station, the safety of the configured departure time of the kth train at the i-th station can be improved.

[0100] In one example, the no-crossing constraint of the cross-traffic time interval condition is:

[0101] d[k,i]-d[k′,i]≥scd[k′,k,i]or d[k′,i]-d[k,i]≥scd[k,k′,i]

[0102] Where d[k,i] is the departure time of the kth train at the i-th station, d[k′,i] is the departure time of the k′th train at the i-th station, scd[k,k',i] is the overtaking safety interval when the kth train arrives at the i-th station later than the k′th train, and scd[k′,k,i] is the overtaking safety interval when the kth train arrives at the i-th station earlier than the k′th train.

[0103] According to the different arrival orders of the kth train and the k′th train at the i-th station, the constraints satisfied by the overtaking safety interval can be determined from the constraints of no overtaking.

[0104] In one example, the first candidate departure time may be determined based on a stop-by time interval condition and a cross-traffic time interval condition. Specifically, the stop-by time interval condition and the cross-traffic time interval condition may be written as a constraint of a second departure time condition.

[0105] For example, when the kth train passes the ith station later than the k'th train (or the k'th train passes the ith station later than the kth train), and the ith station is a departure-departure (departure station-departure station) transit type for both trains, the combined constraint of the transit time interval and the overtaking time interval between the two trains is defined as:

[0106]

[0107] Among them, h dd [k',i] and hdd [k,i] is the time interval between the kth train and the k′th train, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train, D[i] is the set of trains that depart from the i-th station, and N is the total number of stations.

[0108] For example, when the kth train passes the ith station later than the k'th train (or the k'th train passes the ith station later than the kth train), and the ith station is a through-station (passing station-passing station) for both trains, the combined constraint of the passing time interval and the overtaking time interval between the two trains is defined as:

[0109]

[0110] Among them, h pp [k',i] and h pp [k,i] is the time interval between the kth train and the k′th train, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train, P[i] is the set of trains that pass through the i-th station, and N is the total number of stations.

[0111] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a departure-through station (departure station - passing station) for both trains, or when the k'th train passes the ith station later than the kth train, and the ith station is a through-departure station (passing station - departure station) for both trains, the combined constraints of the passing time interval and the passing time interval between the two trains are defined as follows:

[0112]

[0113] Among them, h pd [k',i] and h dp [k,i] is the time interval between the kth train and the k′th train passing through the station, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train passing through the station, P[i] is the set of trains that pass through the i-th station, and D[i] is the set of trains that depart from the i-th station. N is the total number of stations.

[0114] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a through-station (passing station - departure station) stopover type for both trains, or when the k'th train passes the ith station later than the kth train, and the ith station is a through-station (departure station - passing station) stopover type for both trains, the combined constraints of the passing time interval and the overtaking time interval between the two trains are defined as:

[0115]

[0116] wherein h dp [k',i] and h pd [k,i] is the passing time interval between the kth train and the k'th train, scd[k,k',i] and scd[k',k,i] are the overtaking time interval between the kth train and the k'th train, P[i] is the set of trains passing through the ith station, D[i] is the set of trains departing from the ith station. N is the total number of stations.

[0117] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a to-to (arrival station-arrival station) passing type for the two trains, or the k'th train passes the ith station later than the kth train, and the ith station is a to-to (arrival station-arrival station) passing type for the two trains, the constraint of the passing time interval condition between the two trains is defined as:

[0118]

[0119]

[0120] wherein d[k,i-1] is the departure time of the kth train at the ith-1 station, rt[k,i-1,i] is the running time of the kth train from the ith-1 station to the ith station, et[k,i-1,i] is the additional time of the kth train from the ith-1 station to the ith station (including start-up acceleration time and stop deceleration time), d[k',i-1] is the departure time of the k'th train at the ith-1 station, rt[k',i-1,i] is the running time of the k'th train from the ith-1 station to the ith station, et[k',i-1,i] is the additional time of the k'th train from the ith-1 station to the ith station (including start-up acceleration time and stop deceleration time), h aa [k',i] and h aa [k,i] is the passing time interval between the kth train and the k'th train. N is the total number of stations.

[0121] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a to-to (arrival station-arrival station) passing type for the two trains, or the k'th train passes the ith station later than the kth train, and the ith station is a to-to (arrival station-arrival station) passing type for the two trains, the constraint of the passing time interval condition between the two trains is defined as:

[0122]

[0123] Where d[k,i-1] is the departure time of the Kth train at the i-1th station, rt[k,i-1,i] is the running time of the kth train from the i-1th station to the i-th station, et[k,i-1,i] is the additional time of the kth train from the i-1th station to the i-th station (including the acceleration time at start and the deceleration time at stop), d[k',i] is the departure time of the K'th train at the i-th station, h ap [k',i] and h pa [k,i] is the time interval between the kth train and the k′th train. N is the total number of stations.

[0124] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a stopover type (arrival station - passing station) for both trains, or when the k'th train passes the ith station later than the kth train, and the ith station is a stopover type (passing station - arriving station) for both trains, the constraints defining the time interval between the two trains are:

[0125]

[0126] Where, d[k',i-1] is the departure time of the K'th train at the i-1th station, rt[k',i-1,i] is the running time of the k'th train from the i-1th station to the i-th station, et[k',i-1,i] is the additional time of the k'th train from the i-1th station to the i-th station (including the acceleration time at start and the deceleration time at stop), d[k,i] is the departure time of the K'th train at the i-th station, h pa [k',i] and h ap [k,i] is the time interval between the kth train and the k′th train. N is the total number of stations.

[0127] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S1032: determining a second candidate departure time of the kth train at the i-th station based on the first departure time condition and the departure time of the kth train, includes:

[0128] Step S10321: Determine the first departure time conditions of the adjacent i-th station and i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations, where the i+1-th station is the adjacent station after the i-th station.

[0129] Step S10322: Determine the second candidate departure time of the kth train at the i-th station based on the departure time of the kth train, the first departure time condition, the preset travel speed of the kth train, and the preset stop time of the kth train.

[0130] According to the embodiment of the present disclosure, it should be noted that:

[0131] The third passing station type can include a stopping station and a passing station (non-stopping station). Specifically, when the kth train passes through the i+1th station, if it needs to stop for a period of time before departure, the third passing station type of the i+1th station relative to the kth train is a stopping station. When the kth train passes through the i+1th station, it does not stop and passes directly, and the third passing station type of the i+1th station relative to the kth train is a passing station.

[0132] According to the embodiment of the present disclosure, by taking the first departure time condition as a constraint on the departure time of the kth train at the i th station and the departure time at the i+1th station, the safety of the configured departure time of the kth train at the i th station can be improved.

[0133] In one embodiment, the embodiment of the present disclosure provides a method for constructing a train operation diagram, comprising steps S101 to S104, wherein step S1032: determining a second candidate departure time of the kth train at the i th station according to the first departure time condition and the departure time of the kth train, comprising:

[0134] In the case of determining that the kth train is a subsequent train, the departure time of the kth train is determined according to the threshold time interval and the arrival time of the terminal station of the historical train before the kth train.

[0135] According to the first departure time condition and the departure time of the kth train, the second candidate departure time of the kth train at the i th station is determined.

[0136] According to the embodiment of the present disclosure, it should be noted that:

[0137] The subsequent train can be understood as the same train as the qth train traveling to the terminal station in the uplink and then changing to the kth train and returning in the downlink. The terminal station reached by the uplink travel is the departure station of the downlink travel.

[0138] The threshold time interval can be selected and adjusted as needed, and is not limited here, which ensures that the train stops for a period of time after traveling to the terminal station in the uplink and then departs in the downlink. When the train is a motor train, high-speed train or subway, the threshold time interval ensures that passengers have sufficient time to get off at the terminal station when traveling to the terminal station in the uplink, and ensures that passengers have sufficient time to get on at the departure station when traveling in the downlink.

[0139] The arrival time of the terminal station of the historical train before the kth train can be understood as the time when the qth train (historical train) arrives at the terminal station.

[0140] According to the embodiment of the present disclosure, by setting a threshold time interval for the connecting train, the departure time of the kth train as the connecting train can be obtained more reasonably, and the second candidate departure time of the kth train at the i-th station can be further more reasonably determined.

[0141] In an example, the arrival and departure time interval of the preceding and following trains (different train numbers but the same train) on a route is greater than 20 minutes, and the constraints are:

[0142]

[0143] Wherein, d[k,Start[k]] is the departure time of the kth train from the starting station, and d[k′,End[k′]] is the arrival time of the k′th train from the previous historical train, where 20 means 20 minutes and 60 means 60 seconds. It means that the trains corresponding to the k-th train and the k′-th train belong to the connecting train set.

[0144] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S1034: based on the first departure time condition, the first candidate departure time, and the departure time of the kth train, using a constraint propagation algorithm, determining the preferred departure time of the kth train at N stations, including:

[0145] Step S10341: Determine the first departure time conditions of the adjacent i-th station and i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations, where the i+1-th station is the adjacent station after the i-th station.

[0146] Step S10342: Based on the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at N stations.

[0147] According to the embodiments of the present disclosure, it should be noted that:

[0148] The third stopover type can include a stopover station or a passing station (non-stop station). Specifically, when the kth train passes through the i+1th station and needs to stop for a period of time before departing, the third stopover type of the i+1th station relative to the kth train is a stopover station. When the kth train passes through the i+1th station without stopping, the third stopover type of the i+1th station relative to the kth train is a passing station.

[0149] According to an embodiment of the present disclosure, by using the first departure time condition as a constraint on the departure time of the kth train at the i-th station and the departure time at the i+1-th station, the safety of the configured departure time of the kth train at the i-th station can be improved.

[0150] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S10342: based on a first departure time condition, a first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train, using a constraint propagation algorithm, determining the preferred departure time of the kth train at N stations, including:

[0151] When it is determined that the kth train is a connecting train, the departure time of the kth train is determined according to the threshold time interval and the terminal arrival time of the historical train before the kth train is connected.

[0152] According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at N stations.

[0153] According to the embodiments of the present disclosure, it should be noted that:

[0154] A connecting train is a train that travels up to the terminal station as the qth train, then changes to the kth train and returns down. The terminal station of the uplink travel is the starting station of the downlink travel.

[0155] The threshold time interval can be selected and adjusted as needed and is not specifically limited here. It ensures that after reaching the terminal station on the upward route, the train stops for a period of time before departing downward. For trains such as EMUs, high-speed trains, or subways, the threshold time interval ensures that passengers have sufficient time to disembark at the terminal station when traveling upward, and sufficient time to board the train at the originating station when traveling downward.

[0156] The arrival time of the terminal station of the historical train before the kth train is connected can be understood as the time when the qth train (historical train) arrives at the terminal station.

[0157] According to the embodiment of the present disclosure, by setting a threshold time interval for the connecting train, the departure time of the kth train as the connecting train can be obtained more reasonably, and the second candidate departure time of the kth train at the i-th station can be further more reasonably determined.

[0158] In an example, the arrival and departure time interval of the preceding and following trains (different train numbers but the same train) on a route is greater than 20 minutes, and the constraints are:

[0159]

[0160] Wherein, d[k,Start[k]] is the departure time of the kth train from the starting station, and d[k′,End[k′]] is the arrival time of the k′th train from the previous historical train, where 20 means 20 minutes and 60 means 60 seconds. It means that the trains corresponding to the k-th train and the k′-th train belong to the connecting train set.

[0161] In one example, in one implementation, an embodiment of the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S10342: based on a first departure time condition, a first candidate departure time, the departure time of the kth train, a preset travel speed of the kth train, and a preset stop time of the kth train, using a constraint propagation algorithm, determining the preferred departure time of the kth train at N stations, including:

[0162] When it is determined that the kth train is a connecting train, the departure time of the kth train is determined according to the threshold time interval and the arrival time of the terminal station of the qth train.

[0163] According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at N stations.

[0164] According to the embodiments of the present disclosure, it should be noted that:

[0165] The terminal station of train q is the same as the starting station of train k. Train q arrives at the same station later than train k.

[0166] According to the embodiment of the present disclosure, by setting a threshold time interval for the connecting train, the departure time of the kth train as the connecting train can be obtained more reasonably, and the second candidate departure time of the kth train at the i-th station can be further more reasonably determined.

[0167] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S10321 and / or step S10341: determining the first departure time conditions of the adjacent i-th station and i+1-th station based on the third stopover type of the k-th train corresponding to the i+1-th station among N stations. The i+1-th station is the adjacent station after the i-th station, including:

[0168] Determine the third stopover type of the kth train corresponding to the i+1th station among N stations.

[0169] When the third stopover type is a non-stop station, the first departure time conditions of the adjacent i-th station and i+1-th station are determined based on the departure time of the i+1-th station, the departure time of the i-th station, the running time and additional time of the k-th train between the i-th station and the i+1-th station.

[0170] The additional time includes the starting acceleration time and / or stopping deceleration time of the kth vehicle.

[0171] According to an embodiment of the present disclosure, based on the third stopover type of the i+1th station corresponding to the kth train among N stations, the first departure time conditions of the adjacent i-th station and i+1-th station can be determined.

[0172] In one example, the departure time interval between two stations satisfies the train running time and additional time constraints:

[0173] If the i+1th station is not a stop, the first departure time condition is constrained as follows:

[0174]

[0175] Where M is the total number of trains, and Pass[k] is the set of trains passing through the i+1th station.

[0176] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S10321 and / or step S10341: determining the first departure time conditions of the adjacent i-th station and i+1-th station based on the third stopover type of the k-th train corresponding to the i+1-th station among N stations. The i+1-th station is the adjacent station after the i-th station, including:

[0177] Determine the third stopover type of the kth train corresponding to the i+1th station among N stations.

[0178] When the third stopover type is a stopover station, the first departure time conditions of the adjacent i-th station and i+1-th station are determined based on the departure time of the i+1-th station, the departure time of the i-th station, the running time of the k-th train between the i-th station and the i+1-th station, the additional time and the parking time threshold.

[0179] The additional time includes the acceleration time for starting and / or the deceleration time for stopping of the kth vehicle.

[0180] According to an embodiment of the present disclosure, based on the third stopover type of the i+1th station corresponding to the kth train among N stations, the first departure time conditions of the adjacent i-th station and i+1-th station can be determined.

[0181] In one example, the departure time interval between two stations satisfies the train running time and additional time constraints:

[0182] If the i+1th station is a stop, the first departure time condition is constrained as follows:

[0183]

[0184]

[0185] Among them, M is the total number of trains, w min is the minimum stop time, w max is the maximum stop time, Stop[k] is the set of trains that stop at the i+1th station.

[0186] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S102: determining the k′th train corresponding to the i-th station among N stations, and then further including:

[0187] When k′ is greater than 1, the preferred departure time of the k′th train at the i-th station is determined using the constraint propagation algorithm based on the first departure time condition, the second departure time condition, and the preferred departure time of the k″th train at the i-th station. The first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station. The k″th train is the adjacent train that passes through the i-th station before the k′th train.

[0188] According to the embodiment of the present disclosure, the preferred departure time of the k′th train at the i-th station can be determined.

[0189] In one embodiment, the present disclosure provides a method for constructing a train operation diagram, including steps S101 to S104, wherein step S102: determining the k′th train corresponding to the i-th station among N stations, and then further including:

[0190] When k′ is equal to 1, the optimal departure time of the k′th train at the i-th station is determined using the constraint propagation algorithm according to the first departure time condition and the departure time of the k′th train.

[0191] According to the embodiment of the present disclosure, the preferred departure time of the k′th train at the i-th station can be determined.

[0192] In an embodiment, if the departure time of each of the N stations corresponding to the kth train cannot be obtained according to any of the above embodiments of the present disclosure, the stop plan and the departure time window of the kth train can be adjusted, or the stop plan and the departure time window of the associated train corresponding to the station for which the kth train cannot be solved are adjusted.

[0193] According to the embodiments of the present disclosure, it should be noted that:

[0194] The stop plan can be understood as the preset departure station, passing station, stop station and terminal station of the train.

[0195] The departure time window can be understood as the time interval of the train departing from the departure station. For example, the departure time is within the given departure time window:

[0196]

[0197] Wherein, T s [k] is the planned departure time of the kth train, tol[k] is the variable deviation, and d[k, Start[k]] is the departure station of the kth train.

[0198] As Figure 5 shown, in an application example, for a high-speed rail line, after inputting a given number of trains, the stop plan of each train and the departure time window, the departure time of each corresponding station of each train can be solved and the timetable result (train operation diagram) can be generated via the constructed mathematical model and the given stop plan and departure time window. If the mathematical model solving process indicates that there is no solution, it means that the input stop plan and departure time window of each train will cause some constraints (the first departure time condition and the second departure time condition) to be unable to be met, and the train stop plan or the departure time window needs to be modified for re-solution.

[0199] Wherein, the objective function is to find a feasible solution, and the objective function is 0.

[0200] The mathematical model is:

[0201] The decision variable is defined as:

[0202] d[k, i] ∈ Z ∩ [0, 24 × 60 × 60]

[0203] Wherein, Z is the coefficient of taking integer, d[k, i] is the departure time of the kth train at the i th station. 24 × 60 × 60 represents 24 hours multiplied by 60 minutes multiplied by 60 seconds.

[0204] The constraints defined by the mathematical model include:

[0205] Define Start[k], End[k], Pass[k], Stop[k] as the starting station, terminal station, passing station, and stop station of the kth train respectively. s [k] is the planned departure time of the kth train, and tol[k] is the variable deviation.

[0206] Departure time is within the given window:

[0207]

[0208] Among them, T s [k],tol[k] is the planned departure time of the kth train and its variable deviation, d[k,Start[k]] is the starting station of the kth train, and M is the total number of trains.

[0209] Define rt[k,i,i+1],et[k,i,i+1] as the running time of the kth train from the i-th station to the i+1-th station and the additional time (including the acceleration time when starting and the deceleration time when stopping).

[0210] The departure time interval between two stations satisfies the train running time and additional time constraints:

[0211] If the i+1th station is not a stop, the first departure time condition is constrained as follows:

[0212]

[0213] Where M is the total number of trains, and Pass[k] is the set of trains passing through the i+1th station.

[0214] If the i+1th station is a stop, the first departure time condition is constrained as follows:

[0215]

[0216]

[0217] Among them, M is the total number of trains, w min is the minimum stop time, w max is the maximum stop time, Stop[k] is the set of trains that stop at the i+1th station.

[0218] The arrival time of each train terminal is set as:

[0219] d[k,End[k]]=d[k,End[k]-1]+rt[k,End[k]-1,End[k]]+et[k,End[k]-1,End[k]

[0220] Among them, d[k,End[k]] is the arrival time of the terminal station, and d[k,End[k]-1] is the departure time of the station before the terminal station.

[0221] When the kth train passes the ith station later than the k'th train (or the k'th train passes the ith station later than the kth train), and the ith station is a departure-departure (departure station-departure station) stopover type for both trains, the combined constraints of the stopover time interval and the overtaking time interval between the two trains are defined as follows:

[0222]

[0223] Among them, h dd [k',i] and h dd [k,i] is the time interval between the kth train and the k′th train passing through the station, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train passing through the station, and D[i] is the set of trains departing from the i-th station.

[0224] When the kth train passes the ith station later than the k'th train (or the k'th train passes the ith station later than the kth train), and the ith station is a through-station (passing station-passing station) for both trains, the combined constraint of the passing time interval and the overtaking time interval between the two trains is defined as:

[0225]

[0226] Among them, h pp [k',i] and h pp [k,i] is the time interval between the kth train and the k′th train passing through the station, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train passing through the station, and P[i] is the set of trains passing through the i-th station.

[0227] When the kth train passes the ith station later than the k'th train, and the ith station is a departure-through station (departure station - passing station) for both trains, or when the k'th train passes the ith station later than the kth train, and the ith station is a through-departure station (passing station - departure station) for both trains, the combined constraints of the passing time interval and the passing time interval between the two trains are defined as follows:

[0228]

[0229] Among them, h pd [k',i] and h dp[k,i] is the time interval between the kth train and the k′th train passing through the station, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train passing through the station, P[i] is the set of trains passing through the i-th station, and D[i] is the set of trains departing from the i-th station.

[0230] For example, when the kth train passes the ith station later than the k'th train, and the ith station is a departure-through station (passing station - departure station) transit type for both trains, or when the k'th train passes the ith station later than the kth train, and the ith station is a departure-through station (departure station - passing station) transit type for both trains, the combined constraints of the transit time interval and the overtaking time interval between the two trains are defined as:

[0231]

[0232]

[0233] Among them, h dp [k',i] and h pd [k,i] is the time interval between the kth train and the k′th train passing through the station, scd[k,k',i] and scd[k',k,i] are the time intervals between the kth train and the k′th train passing through the station, P[i] is the set of trains passing through the i-th station, and D[i] is the set of trains departing from the i-th station.

[0234] When the kth train passes the ith station later than the k′th train, and the ith station has a stopover type of arrival (arrival station-arrival station) relative to the two trains, or when the k′th train passes the ith station later than the kth train, and the ith station has a stopover type of arrival (arrival station-arrival station) relative to the two trains, the time interval between the two trains is defined as follows:

[0235]

[0236] Where, d[k,i-1] is the departure time of the Kth train at the i-1th station, rt[k,i-1,i] is the running time of the kth train from the i-1th station to the i-th station, et[k,i-1,i] is the additional time of the kth train from the i-1th station to the i-th station (including the acceleration time at start and the deceleration time at stop), d[k',i-1] is the departure time of the K'th train at the i-1th station, rt[k',i-1,i] is the running time of the k'th train from the i-1th station to the i-th station, et[k',i-1,i] is the additional time of the k'th train from the i-1th station to the i-th station (including the acceleration time at start and the deceleration time at stop), h aa [k',i] and h aa[k, i] is the passing time interval between the kth train and the k'th train.

[0237] The constraint of defining the passing time interval condition between two trains is defined as:

[0238]

[0239] wherein d[k, i-1] is the departure time of the kth train at the i-1th station, rt[k, i-1, i] is the running time of the kth train from the i-1th station to the ith station, et[k, i-1, i] is the additional time of the kth train from the i-1th station to the ith station (including the acceleration time of starting and the deceleration time of stopping), h ap [k', i] and h pa [k, i] is the passing time interval between the kth train and the k'th train.

[0240] The constraint of defining the passing time interval condition between two trains is defined as:

[0241]

[0242] wherein d[k', i-1] is the departure time of the k'th train at the i-1th station, rt[k', i-1, i] is the running time of the k'th train from the i-1th station to the ith station, et[k', i-1, i] is the additional time of the k'th train from the i-1th station to the ith station (including the acceleration time of starting and the deceleration time of stopping), h pa [k', i] and h ap [k, i] is the passing time interval between the kth train and the k'th train.

[0243] The constraint of defining the interval between the arrival and departure times of the trains before and after the route connection (different train numbers but the same train) to be greater than 20 minutes is defined as:

[0244]

[0245] Wherein, d[k,Start[k]] is the departure time of the kth train from the starting station, and d[k′,End[k′]] is the arrival time of the k′th train from the previous historical train, where 20 means 20 minutes and 60 means 60 seconds. It means that the trains corresponding to the k-th train and the k′-th train belong to the connecting train set.

[0246] Define the time interval between the following train and other trains as follows:

[0247]

[0248] Among them, d[k,Start[k]] is the departure time of the starting station of the kth train, d[k′,End[k′]] is the arrival time of the other train (k′th train) at the terminal station, and h da [k,Start[k]] is the time interval between the departure and arrival of the kth train.

[0249] In one example, depending on the combination of the first stopover type and the second stopover type, the stopover time interval condition in the second departure time condition may vary. That is, the safe time interval between the departure time of the kth train at the i-th station and the departure time of the k'th train at the i-th station may vary. For example, if the first stopover type of the i-th station relative to the kth train is a departure station, and the first stopover type of the i-th station relative to the k'th train is also a departure station, the safe time interval constraint for the departure times of the two trains in the stopover time interval condition is determined as:

[0250]

[0251] Among them, d[k,i] is the departure time of the kth train at the i-th station, d[k′,i] is the departure time of the k′th train at the i-th station, and h dd [k,i] and h dd [k′,i] is the safety time interval between the departure time of the kth train at the i-th station and the departure time of the k′th train at the i-th station, and D[i] is the set of trains departing from the i-th station.

[0252] It should be noted that when the kth train arrives at the i-th station later than the k′th train, d[k,i]-d[k′,i]≥h dd [k,i] is used as the safety time interval constraint between the departure times of two trains. When the k′th train arrives at the i-th station later than the kth train, d[k′,i]-d[k,i]≥h dd[k′,i] serves as a safety time interval constraint for the departure times of two trains. We can introduce variables Z[count] and Z[count+1] to determine whether the kth train arrives at the ith station later than the k′th train, or whether the k′th train arrives at the ith station later than the kth train.

[0253] Z[count],Z[count+1]∈{0,1}

[0254] d[k,i]-d[k′,i]≥h dd [k,i]-M(1-Z[count])

[0255] d[k′,i]-d[k,i]≥h dd [k′,i]-M(1-Z[count+1])

[0256] Z[count]+Z[count+1]≥1

[0257] Where M is the coefficient, d[k,i] is the departure time of the kth train at the i-th station, d[k′,i] is the departure time of the k′th train at the i-th station, and h dd [k,i] and h dd [k′,i] is the safety time interval between the departure time of the kth train at the i-th station and the departure time of the k′th train at the i-th station.

[0258] When Z[count] is 1 according to the above formula, it means that the kth train arrives at the i-th station later than the k′th train. Therefore, d[k,i]-d[k′,i]≥h dd [k,i] is used as the safety time interval constraint between the departure times of the two trains. When Z[count+1] is calculated to be 1, it means that the k′th train arrives at the i-th station later than the kth train, and d[k′,i]-d[k,i]≥h is selected. dd [k′,i] serves as the safety time interval constraint for the departure time between two trains.

[0259] like Figure 6 As shown, an embodiment of the present disclosure provides a device for constructing a train operation diagram, comprising:

[0260] The first determining module 610 is configured to determine the N stations corresponding to the kth train among the M trains, where M, k, and N are all greater than 1.

[0261] The second determining module 620 is configured to determine the k'th train corresponding to the i-th station among the N stations, where k' and i are both greater than or equal to 1, and the k'th train is the adjacent train that passes through the i-th station before the k-th train.

[0262] The third determination module 630 is configured to determine the preferred departure time of the kth train at each of the N stations using a constraint propagation algorithm based on the first departure time condition, the second departure time condition, and the preferred departure time of the k'th train at the i-th station. The first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station.

[0263] The operation diagram module 640 is used to construct a train operation diagram according to the preferred departure time of each of the M trains.

[0264] In one embodiment, the third determining module 630 includes:

[0265] The first determining submodule is used to determine the first candidate departure time of the kth train at the i-th station according to the second departure time condition and the preferred departure time of the k'th train at the i-th station.

[0266] The second determining submodule is used to determine a second candidate departure time of the kth train at the i-th station according to the first departure time condition and the departure time of the kth train.

[0267] The third determination submodule is used to determine the preferred departure time of the kth train at N stations respectively using a constraint propagation algorithm according to the first candidate departure time and the second candidate departure time.

[0268] In one embodiment, the third determining module 630 includes:

[0269] The first determining submodule is used to determine the first candidate departure time of the kth train at the i-th station according to the second departure time condition and the preferred departure time of the k'th train at the i-th station.

[0270] The fourth determination submodule is used to determine the preferred departure time of the kth train at N stations using a constraint propagation algorithm based on the first departure time condition, the first candidate departure time, and the departure time of the kth train.

[0271] In one embodiment, the first determining submodule is configured to:

[0272] Determine the first stopover type of the i-th station relative to the k-th train.

[0273] Determine the second stopover type of the i-th station relative to the k'th train.

[0274] A stopover time interval condition in the second departure time condition is determined according to the first stopover type and the second stopover type.

[0275] The first candidate departure time of the kth train at the i th station is determined according to the passing time interval condition and the preferred departure time of the k'th train at the i th station.

[0276] In an embodiment, wherein the first candidate departure time of the kth train at the i th station is determined according to the passing time interval condition and the preferred departure time of the k'th train at the i th station, comprises:

[0277] The initial candidate departure time is determined according to the passing time interval condition and the preferred departure time of the k'th train at the i th station.

[0278] The overtaking time interval between the kth train and the k'th train is determined according to the running time of the kth train between the i th station and the i+1 th station, the additional time, the initial candidate departure time, the running time of the k'th train between the i th station and the i+1 th station, the second additional time and the preferred departure time of the k'th train at the i th station.

[0279] The first candidate departure time of the kth train at the i th station is determined according to the overtaking time interval condition in the second departure time condition, the overtaking time interval and the initial candidate departure time.

[0280] The additional time comprises the departure acceleration time and / or the parking deceleration time of the kth train.

[0281] In an embodiment, wherein the second determining submodule is configured to:

[0282] The first departure time condition of the adjacent i th station and i+1 th station is determined according to the third passing type of the i+1 th station corresponding to the kth train in the N stations. The i+1 th station is the adjacent station after the i th station.

[0283] The second candidate departure time of the kth train at the i th station is determined according to the departure time of the kth train, the first departure time condition, the preset running speed of the kth train and the preset parking time of the kth train.

[0284] In an embodiment, wherein the second determining submodule is configured to:

[0285] In the case of determining that the kth train is a following train, the departure time of the kth train is determined according to the threshold time interval and the arrival time of the terminal station of the historical train before the kth train.

[0286] The second candidate departure time of the kth train at the i th station is determined according to the first departure time condition and the departure time of the kth train.

[0287] In an embodiment, wherein the fourth determining submodule is configured to:

[0288] determine the first departure time condition of the adjacent ith station and the ith+1 station according to the third passing station type of the ith+1 station corresponding to the kth train in the N stations.

[0289] determine the preferred departure time of the kth train at the N stations respectively by using a constraint propagation algorithm according to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset running speed of the kth train, and the preset parking time of the kth train.

[0290] In an embodiment, wherein the preferred departure time of the kth train at the N stations respectively is determined by using a constraint propagation algorithm according to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset running speed of the kth train, and the preset parking time of the kth train, comprises:

[0291] In a case where the kth train is a successive train, determine the departure time of the kth train according to the threshold time interval and the arrival time of the terminal station of the historical train before the kth train.

[0292] determine the preferred departure time of the kth train at the N stations respectively by using a constraint propagation algorithm according to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset running speed of the kth train, and the preset parking time of the kth train.

[0293] In an embodiment, wherein the first departure time condition of the adjacent ith station and the ith+1 station is determined according to the third passing station type of the ith+1 station corresponding to the kth train in the N stations, comprises:

[0294] determine the third passing station type of the ith+1 station corresponding to the kth train in the N stations.

[0295] In a case where the third passing station type is a non-stopping station, determine the first departure time condition of the adjacent ith station and the ith+1 station according to the departure time of the ith+1 station, the departure time of the ith station, the running time of the kth train between the ith station and the ith+1 station, and the additional time.

[0296] The additional time comprises the starting acceleration time and / or the parking deceleration time of the kth train.

[0297] In an embodiment, wherein the first departure time condition of the adjacent ith station and the ith+1 station is determined according to the third passing station type of the ith+1 station corresponding to the kth train in the N stations, comprises:

[0298] determine the third passing station type of the ith+1 station corresponding to the kth train in the N stations.

[0299] In a case that the third passing station type is a stop station, a first departure time condition of the adjacent ith station and the ith+1 station is determined according to a departure time of the ith+1 station, a departure time of the ith station, a running time of the kth train between the ith station and the ith+1 station, an additional time and a stop time threshold.

[0300] The additional time includes a departure acceleration time and / or a stop deceleration time of the kth train.

[0301] In an embodiment, the device for constructing a train diagram further comprises:

[0302] The fourth determining module is configured to, in a case that k' is greater than 1, determine the preferred departure time of the k'th train at the ith station by using a constraint propagation algorithm according to the first departure time condition, the second departure time condition and a preferred departure time of a k''th train at the ith station. The first departure time condition is used to constrain the departure time interval of adjacent two stations of the same train, the second departure time condition is used to constrain the departure time interval of adjacent two trains passing through the same station, and the k''th train is an adjacent train passing through the ith station before the k'th train.

[0303] In an embodiment, the device for constructing a train diagram further comprises:

[0304] The fifth determining module is configured to, in a case that k' is equal to 1, determine the preferred departure time of the k'th train at the ith station by using a constraint propagation algorithm according to the first departure time condition and a departure time of the k'th train.

[0305] The specific functions and examples of the modules and sub-modules of the device of the embodiments of the present disclosure are described in the related description of the corresponding steps in the above method embodiments, which will not be described here.

[0306] In the technical solutions of the present disclosure, the acquisition, storage and application of user personal information comply with relevant laws and regulations and do not violate public order and good customs.

[0307] According to the embodiments of the present disclosure, the present disclosure further provides an electronic device, a readable storage medium and a computer program product.

[0308] Figure 7A schematic block diagram of an example electronic device 700 that can be used to implement embodiments of the present disclosure is shown. The electronic device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The electronic device can also represent various forms of mobile devices, such as personal digital assistants, cellular phones, smartphones, wearable devices, and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present disclosure described and / or claimed herein.

[0309] like Figure 7 As shown, the device 700 includes a computing unit 701, which can perform various appropriate actions and processes according to a computer program stored in a read-only memory (ROM) 702 or a computer program loaded from a storage unit 708 into a random access memory (RAM) 703. Various programs and data required for the operation of the device 700 can also be stored in the RAM 703. The computing unit 701, the ROM 702, and the RAM 703 are connected to each other via a bus 704. An input / output (I / O) interface 705 is also connected to the bus 704.

[0310] Various components in device 700 are connected to I / O interface 705, including an input unit 706, such as a keyboard and mouse; an output unit 707, such as various types of displays and speakers; a storage unit 708, such as a magnetic disk and optical disk; and a communication unit 709, such as a network card, a modem, a wireless communication transceiver, etc. Communication unit 709 allows device 700 to exchange information / data with other devices via a computer network such as the Internet and / or various telecommunication networks.

[0311] The computing unit 701 can be various general and / or special purpose processing components with processing and computing capabilities. Some examples of the computing unit 701 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various specialized artificial intelligence (AI) computing chips, various computing units running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The computing unit 701 performs various methods and processes described above, such as the method of constructing a train working diagram. For example, in some embodiments, the method of constructing a train working diagram can be implemented as a computer software program tangibly embodied in a machine-readable medium, such as the storage unit 708. In some embodiments, part or all of the computer program can be loaded and / or installed onto the device 700 via the ROM 702 and / or the communication unit 709. When the computer program is loaded onto the RAM 703 and executed by the computing unit 701, one or more steps of the method of constructing a train working diagram described above can be performed. Alternatively, in other embodiments, the computing unit 701 can be configured to perform the method of constructing a train working diagram by any other appropriate means, such as by means of firmware.

[0312] Various implementations of the systems and techniques described above can be realized in digital electronic circuitry, integrated circuitry, a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on a chip (SOC), a programmable logic device (CPLD), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementation in one or more computer programs that are executable and / or interpretable on a programmable system including at least one programmable processor, which can be special or general purpose, coupled to receive data and instructions from, and to transmit data and instructions to, a storage system, at least one input device, and at least one output device.

[0313] Program code for carrying out methods of the present disclosure can be written in any combination of one or more programming languages. The program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / acts specified in the flowcharts and / or block diagrams. The program code can be executed entirely on a machine, partially on a machine, partially on a machine as a stand-alone software package, partially on a machine and partially on a remote machine or entirely on a remote machine or server.

[0314] In the context of the present disclosure, a machine-readable medium can be a tangible medium that can contain or store a program for use by or in conjunction with an instruction execution system, device or equipment. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, device or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium can include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0315] To provide interaction with a user, the systems and techniques described herein can be implemented on a computer having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to the user, and a keyboard and pointing device (e.g., a mouse or trackball) through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user. For example, the feedback provided to the user can be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback). And the input from the user can be received in any form (including acoustic input, voice input, or tactile input).

[0316] The systems and techniques described herein can be implemented in a computing system that includes back-end components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes front-end components (e.g., a user computer having a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such back-end components, middleware components, or front-end components. The components of the system can be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include a local area network (LAN), a wide area network (WAN), and the Internet.

[0317] A computer system may include a client and a server. The client and server are generally remote from each other and typically interact through a communication network. The client-server relationship arises through computer programs running on the respective computers and having a client-server relationship with each other. The server may be a cloud server, a server in a distributed system, or a server integrated with a blockchain.

[0318] It should be understood that the various forms of the processes shown above can be used to reorder, add, or delete steps. For example, the steps described in this disclosure can be performed in parallel, sequentially, or in a different order, as long as the desired results of the technical solutions disclosed in this disclosure can be achieved. This is not limited herein.

[0319] The above specific embodiments do not constitute a limitation on the scope of protection of this disclosure. Those skilled in the art will appreciate that various modifications, combinations, sub-combinations, and substitutions may be made based on design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the principles of this disclosure shall be included within the scope of protection of this disclosure.

Claims

1. A method for constructing a train operation diagram, comprising: Determine the N stations corresponding to the kth train among M trains; where M, k, and N are all greater than 1; Determine the k'th train corresponding to the i-th station among the N stations; wherein k' and i are both greater than or equal to 1, and the k'th train is an adjacent train that passes through the i-th station before the k-th train; Determine the preferred departure times of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the second departure time condition, and the preferred departure time of the k'th train at the i-th station; wherein the first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station; and Constructing a train operation diagram according to the preferred departure time of each of the M trains; The method of determining the preferred departure times of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the second departure time condition, and the preferred departure time of the k′th train at the i-th station includes: Determining a first candidate departure time for the kth train at the ith station based on the second departure time condition and the preferred departure time of the k'th train at the ith station; According to the first departure time condition, the first candidate departure time, and the departure time of the k-th train, the preferred departure time of the k-th train at the N stations is determined using a constraint propagation algorithm.

2. The method according to claim 1, wherein The method of determining the preferred departure time of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the first candidate departure time, and the departure time of the kth train includes: Determining a second candidate departure time of the kth train at the i-th station according to the first departure time condition and the departure time of the kth train; According to the first candidate departure time and the second candidate departure time, the preferred departure time of the kth train at the N stations is determined using a constraint propagation algorithm.

3. The method according to claim 2, wherein: The determining, based on the second departure time condition and the preferred departure time of the k′th train at the i-th station, a first candidate departure time of the kth train at the i-th station includes: Determine a first stopover type of the i-th station relative to the k-th train; Determine a second stopover type of the i-th station relative to the k′-th train; Determining a stopover time interval condition in a second departure time condition according to the first stopover type and the second stopover type; According to the stopover time interval condition and the preferred departure time of the k′th train at the i-th station, a first candidate departure time of the kth train at the i-th station is determined.

4. The method according to claim 3, wherein: The determining, based on the stopover time interval condition and the preferred departure time of the k′th train at the i-th station, a first candidate departure time of the kth train at the i-th station includes: Determining an initial candidate departure time according to the stop-over time interval condition and the preferred departure time of the k′th train at the i-th station; Determine the passing time interval between the kth train and the k'th train based on the running time of the kth train between the ith station and the i+1th station, the additional time, the initial candidate departure time, the running time of the k'th train between the ith station and the i+1th station, the second additional time, and the preferred departure time of the k'th train at the ith station; wherein the i+1th station is the adjacent station after the ith station; Determine a first candidate departure time for the kth train at the i station based on the crossing time interval condition in the second departure time condition, the crossing time interval, and the initial candidate departure time; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

5. The method according to claim 2, wherein: Determining a second candidate departure time of the kth train at the i-th station according to the first departure time condition and the departure time of the kth train includes: Determining the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations; wherein the i+1-th station is the adjacent station after the i-th station; According to the departure time of the kth train, the first departure time condition, the preset travel speed of the kth train, and the preset stop time of the kth train, a second candidate departure time of the kth train at the i-th station is determined.

6. The method according to claim 2, wherein: Determining a second candidate departure time of the kth train at the i-th station according to the first departure time condition and the departure time of the kth train includes: When it is determined that the kth train is a connecting train, determining the departure time of the kth train according to the threshold time interval and the terminal arrival time of the historical train before the kth train is connected; According to the first departure time condition and the departure time of the k-th train, a second candidate departure time of the k-th train at the i-th station is determined.

7. The method according to claim 1, wherein The method of determining the preferred departure time of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the first candidate departure time, and the departure time of the kth train includes: Determining the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations; wherein the i+1-th station is the adjacent station after the i-th station; According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset driving speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at the N stations respectively.

8. The method according to claim 7, wherein: The method of determining the preferred departure times of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train includes: When it is determined that the kth train is a connecting train, determining the departure time of the kth train according to the threshold time interval and the terminal arrival time of the historical train before the kth train is connected; According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset driving speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at the N stations respectively.

9. The method according to claim 5 or 7, wherein: The determining of the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations includes: Determine the third stopover type of the i+1th station among the N stations corresponding to the kth train; When the third stopover type is a non-stop station, determining the first departure time conditions for the adjacent i-th station and the i+1-th station based on the departure time of the i+1-th station, the departure time of the i-th station, the running time of the k-th train between the i-th station and the i+1-th station, and the additional time; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

10. The method according to claim 5 or 7, wherein: The determining of the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations includes: Determine the third stopover type of the i+1th station among the N stations corresponding to the kth train; When the third stopover type is a stopover station, determining the first departure time conditions for the adjacent i-th station and the i+1-th station based on the departure time of the i+1-th station, the departure time of the i-th station, the running time of the k-th train between the i-th station and the i+1-th station, the additional time, and the stop time threshold; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

11. The method according to claim 1, wherein After determining the k′th train number corresponding to the i-th station among the N stations, the method further includes: When k′ is greater than 1, the preferred departure time of the k′th train at the i-th station is determined using a constraint propagation algorithm based on the first departure time condition, the second departure time condition and the preferred departure time of the k″th train at the i-th station; wherein the first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station, and the k″th train is the adjacent train that passes through the i-th station before the k′th train.

12. The method according to claim 1, wherein After determining the k′th train number corresponding to the i-th station among the N stations, the method further includes: When k′ is equal to 1, the preferred departure time of the k′th train at the i-th station is determined using a constraint propagation algorithm according to the first departure time condition and the departure time of the k′th train.

13. A device for constructing a train operation diagram, comprising: The first determination module is used to determine the N stations corresponding to the kth train among the M trains; wherein M, k, and N are all greater than 1; A second determining module is configured to determine the k'th train corresponding to the i-th station among the N stations; wherein k' and i are both greater than or equal to 1, and the k'th train is an adjacent train that passes through the i-th station before the k-th train; a third determination module configured to determine the preferred departure times of the kth train at the N stations respectively based on the first departure time condition, the second departure time condition, and the preferred departure time of the k′th train at the i-th station, using a constraint propagation algorithm; wherein the first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, and the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station; and A train operation diagram module, configured to construct a train operation diagram according to the preferred departure time of each of the M trains; The third determination module is also used to determine the first candidate departure time of the kth train at the i-th station based on the second departure time condition and the preferred departure time of the k′th train at the i-th station; and to determine the preferred departure time of the kth train at the N stations respectively based on the first departure time condition, the first candidate departure time, and the departure time of the kth train using the constraint propagation algorithm.

14. The device according to claim 13, wherein The third determining module includes: A first determining submodule is configured to determine a first candidate departure time of the kth train at the ith station based on a second departure time condition and the preferred departure time of the k′th train at the ith station; A second determining submodule is configured to determine a second candidate departure time of the kth train at the i-th station according to the first departure time condition and the departure time of the kth train; The third determination submodule is used to determine the preferred departure time of the kth train at the N stations respectively using a constraint propagation algorithm according to the first candidate departure time and the second candidate departure time.

15. The device according to claim 13, wherein The third determining module includes: A first determining submodule is configured to determine a first candidate departure time of the kth train at the ith station based on a second departure time condition and the preferred departure time of the k′th train at the ith station; The fourth determination submodule is used to determine the preferred departure time of the kth train at the N stations according to the first departure time condition, the first candidate departure time, and the departure time of the kth train using a constraint propagation algorithm.

16. The device according to claim 14 or 15, wherein The first determining submodule is used for: Determining a first stopover type of the i-th station relative to the k-th train; Determine a second stopover type of the i-th station relative to the k′-th train; Determining a stopover time interval condition in a second departure time condition according to the first stopover type and the second stopover type; According to the stopover time interval condition and the preferred departure time of the k′th train at the i-th station, a first candidate departure time of the kth train at the i-th station is determined.

17. The device according to claim 16, wherein The determining, based on the stopover time interval condition and the preferred departure time of the k′th train at the i-th station, a first candidate departure time of the kth train at the i-th station includes: Determining an initial candidate departure time according to the stop-over time interval condition and the preferred departure time of the k′th train at the i-th station; Determine the passing time interval between the kth train and the k'th train based on the running time of the kth train between the ith station and the i+1th station, the additional time, the initial candidate departure time, the running time of the k'th train between the ith station and the i+1th station, the second additional time, and the preferred departure time of the k'th train at the ith station; wherein the i+1th station is the adjacent station after the ith station; Determine a first candidate departure time for the kth train at the i station based on the crossing time interval condition in the second departure time condition, the crossing time interval, and the initial candidate departure time; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

18. The device according to claim 14, wherein The second determining submodule is used for: Determining the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations; wherein the i+1-th station is the adjacent station after the i-th station; According to the departure time of the kth train, the first departure time condition, the preset travel speed of the kth train, and the preset stop time of the kth train, a second candidate departure time of the kth train at the i-th station is determined.

19. The device according to claim 14, wherein The second determining submodule is used for: When it is determined that the kth train is a connecting train, determining the departure time of the kth train according to the threshold time interval and the terminal arrival time of the historical train before the kth train is connected; According to the first departure time condition and the departure time of the k-th train, a second candidate departure time of the k-th train at the i-th station is determined.

20. The apparatus according to claim 15, wherein The fourth determining submodule is used for: Determining the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations; wherein the i+1-th station is the adjacent station after the i-th station; According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset driving speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at the N stations respectively.

21. The device according to claim 20, wherein The method of determining the preferred departure times of the kth train at the N stations using a constraint propagation algorithm based on the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset travel speed of the kth train, and the preset stop time of the kth train includes: When it is determined that the kth train is a connecting train, determining the departure time of the kth train according to the threshold time interval and the terminal arrival time of the historical train before the kth train is connected; According to the first departure time condition, the first candidate departure time, the departure time of the kth train, the preset driving speed of the kth train, and the preset stop time of the kth train, the constraint propagation algorithm is used to determine the preferred departure time of the kth train at the N stations respectively.

22. The device according to claim 18 or 20, wherein The determining of the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations includes: Determine the third stopover type of the i+1th station among the N stations corresponding to the kth train; When the third stopover type is a non-stop station, determining the first departure time conditions for the adjacent i-th station and the i+1-th station based on the departure time of the i+1-th station, the departure time of the i-th station, the running time of the k-th train between the i-th station and the i+1-th station, and the additional time; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

23. The device according to claim 18 or 20, wherein The determining of the first departure time conditions of the adjacent i-th station and the i+1-th station according to the third stopover type of the k-th train at the i+1-th station among the N stations includes: Determine the third stopover type of the i+1th station among the N stations corresponding to the kth train; When the third stopover type is a stopover station, determining the first departure time conditions for the adjacent i-th station and the i+1-th station based on the departure time of the i+1-th station, the departure time of the i-th station, the running time of the k-th train between the i-th station and the i+1-th station, the additional time, and the stop time threshold; The additional time includes the starting acceleration time and / or the stopping deceleration time of the k-th vehicle.

24. The apparatus of claim 13, further comprising: The fourth determination module is used to determine the preferred departure time of the k'th train at the i-th station based on the first departure time condition, the second departure time condition and the preferred departure time of the k"th train at the i-th station using the constraint propagation algorithm when k' is greater than 1; wherein the first departure time condition is used to constrain the departure time interval between two adjacent stations of the same train, the second departure time condition is used to constrain the departure time interval between two adjacent trains passing through the same station, and the k"th train is the adjacent train that passes through the i-th station before the k'th train.

25. The apparatus of claim 13, further comprising: The fifth determination module is used to determine the preferred departure time of the k'th train at the i-th station using the constraint propagation algorithm based on the first departure time condition and the departure time of the k'th train when k' is equal to 1.

26. An electronic device comprising: at least one processor; as well as a memory communicatively connected to the at least one processor; wherein, The memory stores instructions that can be executed by the at least one processor, and the instructions are executed by the at least one processor to enable the at least one processor to perform the method according to any one of claims 1 to 12.

27. A non-transitory computer-readable storage medium storing computer instructions, wherein: The computer instructions are used to cause the computer to execute the method according to any one of claims 1 to 12.

28. A computer program product comprising a computer program which, when executed by a processor, implements the method according to any one of claims 1 to 12.

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