Automatic compilation method and system for urban rail train operation diagram for large and small route modes

Abstract

The present invention discloses an automatic compilation method and system for urban rail train operation diagrams for large and small route modes. The present invention includes: configuring basic parameters for the compilation of train operation diagrams, re-dividing the flat-peak transition period based on the basic parameters and adjusting the flat-peak period, and drawing the train operation diagrams for each period; aiming to have a small number of train connection pairs in adjacent periods and uniform train entry and exit sections, and compiling the operation line connection plans for different periods in sequence; compiling the entry and exit plans for the operation lines that need to enter and exit sections; checking the operation diagram conflicts, and establishing a relief network to relieve the conflicts; and obtaining the train operation diagram that can be used in actual operations. The present invention improves the efficiency of train operation diagram compilation in complex operating environments, effectively solves the situation of sudden changes in departure time caused by unreasonable flat-peak transition, and can effectively relieve the conflicts of the operation lines at the turnaround station or the entry and exit stations.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method and system for automatically compiling an urban rail train operation diagram for large and small route modes. Background Art

[0002] Urban rail transit (such as subway) has become the first choice for people to travel in public transportation due to its advantages such as large passenger capacity, high punctuality, short departure interval and reasonable ticket price. Therefore, urban rail transit undertakes important operational tasks in the city, and the rationality of its operation plan layout is directly related to the travel efficiency of the city.

[0003] With the continuous expansion of the scale of urban rail transit network, the travel demand of residents is showing an increasing trend. Due to the different land use conditions along the lines, the travel distribution of residents is more dispersed, and the passenger flow demand during peak hours shows obvious characteristics of uneven temporal and spatial distribution. For lines with uneven temporal and spatial distribution of passenger flow, the operation organization method of large and small route modes can balance the differences in spatial distribution of passenger flow on the lines and improve the transportation capacity of small passenger flow sections.

[0004] As an organizational plan for train operation, the train schedule plans the detailed operation plan of each train, including the operation route, entry and exit times (and stop time), departure frequency, operation line depot, etc.

[0005] Document CN2022101348011 discloses a method and system for automatically compiling a multi-route and multi-time all-day train operation diagram, which determines the train operation plan based on basic parameters, obtains the train operation diagram based on the operation plan, fixes the running line in the downward direction, and adjusts the running line in the upward direction to generate the vehicle bottom connection relationship within a single time period; a linear programming model for solving the connection relationship between different time periods is constructed with the goal of maximizing the number of connecting trains, and a linear programming model for the train entry and exit plan is constructed with the goal of minimizing the entry and exit distance, and the branch and bound algorithm is used to solve it.

[0006] The document "Optimization and compilation of the common line intersection operation diagram of urban rail transit", Zhang Xiaoqian, Cui Bingmou, "Computer Applications and Software", 2016, 33(03): 248-251, discloses an optimization and compilation scheme for the common line intersection operation diagram of urban rail transit. The method adopts the sequential point-pushing method to determine the train operation line, and establishes a car bottom intersection optimization model based on the train operation diagram with the goal of minimizing the number of car bottoms. The model considers the constraints such as the capacity constraint of the turnaround station and the turnaround time constraint, and designs a solution method.

[0007] Similar prior arts include, for example, document CN2021114348119, which discloses a method and system for generating an urban rail train operation diagram for complex operation routes, or "Optimization of Train Operation Planning with Full-Length and Short-Turn Routes of Virtual Coupling Trains". ZHOU X, LUF, WANG L. Applied Sciences, 2022, 12(15): 7935.

[0008] The above existing technologies only consider the operation line planning schemes during the off-peak or peak hours. The operation line rules between the off-peak and peak hours will change suddenly, causing trains to frequently enter and exit the depot, or the situation where there are fewer operation lines after the train leaves the depot. In addition, if there is a conflict between the operation lines, the existing technology is to clear the conflict through manual scheduling, which can solve the conflict problem temporarily, but it will cause new impacts on the subsequent operation lines. Summary of the invention

[0009] The purpose of the present invention is to provide an automatic compilation method for urban rail train operation diagrams for large and small route modes in response to the above-mentioned problems, so as to effectively solve the problems of frequent entry and exit of operation lines and loose operation caused by unreasonable transition between flat and peak hours.

[0010] The technical solution adopted by the present invention is as follows:

[0011] A method for automatically compiling an urban rail train operation diagram for large and small route modes, comprising:

[0012] S1. Configure basic parameters for compiling a train operation diagram, including peak and off-peak hours and departure intervals during peak and off-peak hours;

[0013] S2. Divide the flat-peak transition period based on the basic parameters, calculate the departure interval of the flat-peak transition period, connect the flat-peak period with the flat-peak transition period, and draw the train operation diagram of each period;

[0014] S3. Based on the train operation diagram of each time period, fix one running line, adjust the other running line, and prepare a running line connection plan in each time period with the goal of minimizing the connection time;

[0015] S4. Based on the train operation diagrams and the running line connection plans in each time period, with the goal of minimizing the number of train connections between adjacent time periods and making the train running lines uniform, the running line connection plans between different time periods are compiled in chronological order;

[0016] S5. Based on the train operation diagram of each time period, prepare the entry and exit plan of the train operation line for the train operation line that needs to enter and exit the section;

[0017] S6. Based on the train operation diagram and entry and exit plans for each time period, determine whether there is a conflict between the operating lines. If so, resolve the conflict.

[0018] Preferably, the basic parameters also include a station set, a minimum turnaround time and a maximum turnaround time at a turnaround station, a stop time at each station, and a section operation time.

[0019] Preferably, dividing the flat-peak transition period based on the basic parameters and calculating the departure interval of the flat-peak transition period includes:

[0020] At predetermined time intervals, transition periods are generated forward and backward from each peak period, and the departure interval of each transition period increases from the departure interval of the peak period to the departure interval of the off-peak period until it is equal to the departure interval of the off-peak period.

[0021] Preferably, in step S2, drawing a train operation diagram for each time period includes:

[0022] Calculate the departure and arrival times of trains at the departure station based on each time period and the corresponding departure intervals;

[0023] Based on the arrival time and departure time of the train at the originating station, the arrival time and departure time of the train at other trains are sequentially calculated;

[0024] According to the arrival time and departure time of trains at each station, draw up the train operation diagram for each time period.

[0025] Preferably, step S3 comprises:

[0026] S301: traverse each time period, fix the running line of the side where no train is sent out from the vehicle depot, and continuously shift the time of the running line in the other direction backward by a predetermined time unit to generate a vehicle bottom connection relationship;

[0027] S302: In the generated vehicle bottom connection relationship, find the running line with the smallest number of turnaround conflicts and the smallest turnaround time, connect the fixed running line, and generate the train operation diagram for the period.

[0028] Preferably, in step S301, the time of continuously translating the running line in another direction backward in a predetermined time unit, and the total duration of the translation is the predetermined time.

[0029] Preferably, step S4 comprises:

[0030] Sort all time periods of the day by time, and form a set of every two adjacent time periods to obtain a set of time periods in pairs;

[0031] Traversing the time period set, respectively determining the number of running lines of the two elements that are online in their time periods, and taking the set element with the smaller number of running lines of the two elements as the reference element;

[0032] Traverse the operating lines in the reference element, and according to the last / first stop track and time of the current operating line, find the operating line in another element in the same set that meets the minimum return time and maximum return time in the basic parameters, and select the operating line with the shortest connection time to connect with the current operating line.

[0033] Preferably, step S5 comprises:

[0034] Traverse the lines running throughout the day, and for the lines without a preceding sequence, obtain the exit plan of the line according to the first stop station and arrival time, the location of the depot, and the form of the transfer track. All the exit plans of the line form the exit plan set of the line;

[0035] Traverse the lines running all day, and for the lines without a subsequent sequence, obtain the entry plan of the line according to the last stop station and arrival time, the location of the depot, and the form of the transfer track. All the entry plans of the line form the entry plan set of the line;

[0036] For all entry and exit operation lines, the entry and exit schemes of the operation lines are selected from the corresponding exit scheme set and entry scheme set with the goal of minimizing the conflict with the return operation.

[0037] Preferably, step S6 comprises:

[0038] Based on the compiled train operation diagrams and entry and exit plans for each time period, the entire day's operating lines are traversed, and the feasible entry and exit times of the operating lines at each turnaround station are listed. Then, with the goal of not conflicting with the train operating lines passing through the turnaround station, the arrival time and departure time of the operating lines at each turnaround station are determined.

[0039] The present invention also provides an automatic compilation system for urban rail train operation diagrams for large and small route modes, which includes a processor and a computer-readable storage medium, wherein the computer-readable storage medium is configured with a computer program, and the processor runs the computer program to execute the above-mentioned automatic compilation method for urban rail train operation diagrams for large and small route modes.

[0040] In summary, due to the adoption of the above technical solution, the beneficial effects of the present invention are:

[0041] 1. The present invention adds a flat-peak transition period and its departure interval between the flat-peak period and the peak period, so as to achieve a smooth transition between the flat-peak periods, avoid the sudden change of the running line during the flat-peak period, increase the number of train connections in adjacent periods, make the entry and exit of the vehicle bottom more uniform, and greatly improve the utilization rate of the vehicle bottom.

[0042] 2. The present invention can effectively alleviate the conflict of train running lines at the turnaround station or the entry and exit stations, and ensure the uniform distribution of the intervals of the train running lines.

[0043] 3. Compared with the manual compilation method, the present invention can improve the efficiency of drawing the operation diagram; compared with the existing technology, the train operation diagram generation solution proposed by the present invention has lower computational complexity, faster solution time and better solution quality. BRIEF DESCRIPTION OF THE DRAWINGS

[0044] The present invention will now be described by way of example with reference to the accompanying drawings, in which:

[0045] Figure 1 It is a preferred embodiment of the execution process of the method for automatically compiling the urban rail train operation diagram for large and small route modes.

[0046] Figure 2 It is a schematic diagram of the initial train operation diagram after the time periods are re-divided.

[0047] Figure 3 It is an implementation example of connecting the running lines during the morning off-peak period.

[0048] Figure 4 It is an embodiment of connecting the running lines between adjacent time periods.

[0049] Figure 5 It is an embodiment of the entry and exit section running line.

[0050] Figure 6 It is an embodiment of the result of conflict resolution. DETAILED DESCRIPTION

[0051] All features disclosed in this specification, or steps in all methods or processes disclosed, except mutually exclusive features and / or steps, can be combined in any manner.

[0052] Any feature disclosed in this specification (including any additional claims and abstract), unless otherwise stated, may be replaced by other equivalent or alternative features having similar purposes. That is, unless otherwise stated, each feature is only an example of a series of equivalent or similar features.

[0053] The present invention comprehensively proposes a method for automatically compiling an urban rail train operation diagram by utilizing a uniform distribution method, a transition period addition method, a connection plan generation method within a period with the shortest connection time as the goal, a connection plan generation method with the maximum number of train connections in adjacent periods and uniform vehicle entry and exit sections, and a conflict resolution method using a space-time network as a tool.

[0054] Embodiment 1

[0055] like Figure 1 As shown in FIG. 1 , the automatic compilation method of the urban rail train operation diagram for large and small route modes includes:

[0056] S1. Configure the basic parameters for the compilation of train operation diagram.

[0057] The train operation diagram is for a specific period of time. The preparation of the train operation diagram needs to take into account the departure time and arrival time of the running line at each station, and these two times need to be calculated based on parameters such as departure interval, station (section) running time, stop time, etc. The departure interval varies in different time periods. For example, the departure interval during peak hours must be shorter than that during off-peak hours. Therefore, the basic parameters of the configuration at least include the demarcation of off-peak and peak hours, as well as the departure interval during off-peak hours.

[0058] The steps to configure basic parameters include:

[0059] S101: Set the station set S in the line = {1, 2, ... n, n + 1, n + 2, ... 2n}, the upstream station set S up = {1,2,...n}, the set of downlink stations S down ={n+1,n+2,……2n}.

[0060] S102: Set the train departure intervals for peak hours and off-peak hours to H respectively. high and H low (Or you can set the train departure frequency F during peak hours and off-peak hours high and F low ), the minimum and maximum return times at the turnaround station are and

[0061] S103: Set the start and end time of each time period, and set the morning and off-peak time period to The morning peak hours are The peak time is The evening peak period is The evening peak period is

[0062] S104: Set the train stop time at each station to d n, n∈S, let the running time of the interval be r n , n∈S.

[0063] S2. Based on the basic parameters, the flat-peak transition period is divided, the departure interval of the flat-peak transition period is calculated, and the flat-peak period is connected with the flat-peak transition period. (Based on the basic parameters, the divided flat-peak transition period and the adjusted flat-peak period) the train operation diagram of each period is drawn according to the departure interval of each period, such as Figure 2 shown.

[0064] The basic configuration parameters only include the flat and peak time periods, which are not directly connected. For example, there are multiple time periods between the morning flat peak and the morning peak. These time periods are called transition periods between the flat and peak times, and the parameters of these time periods need to be configured progressively.

[0065] The method for dividing the transition period between the peak and the flat period and calculating the departure interval between each period includes: generating transition periods forward and backward from each peak period at a predetermined time interval, and the departure interval of each transition period is calculated from H high Xiang H low Increase in each period (forward transition period direction is forward, backward transition period direction is backward) until it is equal to H low The specific process includes:

[0066] S201: Based on the morning off-peak period Morning rush hour and the departure interval H during peak hours high and H low , in units of 30 minutes (configurable, the same below), starting from the morning peak Generate transition periods forward, and the departure intervals of each transition period (forward and backward) are from H high Xiang H low Increase gradually from time to time until it reaches H low Equal, in chronological order, get the time periods in sequence and the departure intervals for each period H1 tp1 ……H1 tpi Similarly, we can get the parameters of other transition periods: based on the morning peak period Noon peak time and the departure interval H during peak hours high and H low , in units of 30 minutes, from the end of the morning peak The transition period is generated backwards, and the departure interval of each transition period is from H high Xiang H low Increase gradually from time to time until it reaches H low Equal, in chronological order, get the time periods in sequence and the departure intervals at different times H2 tp1 ...H2 tpi . Based on the midday peak period Evening peak period and the departure interval H during peak hours high and H low , in units of 30 minutes, starting from the evening peak Transition periods are generated forward, and the departure intervals of each transition period are from H high Xiang H low Increase gradually from time to time until it reaches H low Equal, in chronological order, get the time periods in sequence and the departure intervals at different times H3 tp1 ……H3 tpi Based on the evening peak period Late peak period and the departure interval H during peak hours high and H low , in units of 30 minutes, from the end of the evening peak The transition period is generated backwards, and the departure interval of each transition period is from H high Xiang H low Increase until and H low Equal, in chronological order, get the time periods in sequence and the departure intervals for each period H4 tp1 ……H4 tpi Usually, the length of the time period between flat and peak hours is the same, so the number of time periods divided into each time period is also the same. If there is a difference between the time periods between flat and peak hours, the divided time periods can be increased accordingly, and the departure intervals of each time period in this time period can be adjusted accordingly.

[0067] Methods for connecting off-peak hours include:

[0068] S202: Modify the start time and / or end time of each flat peak period, so that the start time of the flat peak period continues the end time of the latest transition period generated after the end of the previous peak period (if any), and the end time of the flat peak period continues the start time of the earliest transition period generated before the next peak period (if any). That is, the flat peak period in the middle is followed by the flat-to-peak transition period before and after, the front flat peak period is followed by the flat-to-peak transition period afterward, and the back flat peak period is followed by the flat-to-peak transition period beforeward.

[0069] It also includes the sequential calculation of the departure and arrival times of trains (running lines) at each station starting from the departure station:

[0070] S203: Calculate the departure time and arrival time of the train at the departure station based on each time period and the corresponding departure interval.

[0071] The arrival time of the train at the departure station 1 is recorded as The departure time is recorded as And satisfy:

[0072]

[0073]

[0074] in is the arrival time of the previous train at the departure station 1, H is the departure interval of the train during the departure period, and d1 is the stop time of the train at station 1.

[0075] Based on this data and the basic parameters configured in step S1, the departure time and arrival time of the train at each station can be calculated in sequence, that is,

[0076] S204: Based on the arrival time and departure time of the train at the departure station, the arrival time of the train at other stations i, i∈S is sequentially calculated (denoted as ) and departure time (denoted as ), and satisfies

[0077]

[0078]

[0079] in represents the departure time of the train at the previous station, r i represents the running time of interval i, d i represents the stop time at station i.

[0080] With the above parameters, the train operation diagram for each time period can be drawn.

[0081] S3. Based on the train operation diagram of each time period, fix the down (or up) line, adjust the up (or down) line, and prepare the line connection plan for each time period with the goal of minimizing the connection time.

[0082] Taking the fixed running line of the party without train depot as an example, the method of preparing the train running line connection plan includes:

[0083] S301: Traverse each time period, fix the running line on the side where no train is sent out from the vehicle depot, and continuously shift the time of the running line in the other direction backwards in a predetermined time unit to generate an alternative undercarriage connection relationship. For example, in units of 5s (adjustable), the time of the running line in the other direction is continuously shifted backwards by 30min (adjustable time), and 360 running line connection schemes including undercarriage connection relationships are generated. The so-called shift means that all the time of the running line (such as arrival time, departure time, etc.) is moved backwards by a certain time (such as the above 5s).

[0084] S302: In the generated vehicle bottom connection relationship, with the goal of minimizing the number of turnaround conflicts and the turnaround time, find the operating line of the best translation solution, connect the fixed operating line, and generate the train operation diagram for the period.

[0085] The minimum number of turnaround conflicts and the minimum turnaround time are understood as follows: first, select the operating line connection plan with the minimum number of turnaround conflicts from the alternative vehicle bottom connection relationships, and on this basis, select the operating line connection plan with the minimum turnaround time.

[0086] Through the above method, we can get the connection plan of uplink and downlink lines in each period. The results are as follows: Figure 3 shown.

[0087] S4. Based on the train operation diagrams and the line connection plans for each time period, with the goal of minimizing the number of train connections between adjacent time periods and making the train lines uniform, prepare the line connection plans for different time periods in chronological order.

[0088] This step includes:

[0089] S401: Based on the train operation diagrams and their connection relationships / schemes in each time period, all time periods of the day are sorted by time, and each two adjacent time periods are grouped into a set to obtain a set of time periods in pairs.

[0090] Each set consists of two elements, the first element is called set element 0, and the second element is called set element 1. For example, middle, is called set element 0, It is called collection element 1.

[0091] S402: traverse the time period set, and determine the number of running lines that go online or offline at the junction of the time periods of set element 0 and set element 1 respectively (i.e., the number of ending running lines of set element 0, and the number of starting running lines of set element 1), and take the set element with the smaller number of running lines among the two elements as the reference element.

[0092] S403: traverse the running lines in the reference element, and according to the last (or first, if set element 0 is the reference element, then it is the last one; otherwise, if set element 1 is the reference element, then it is the first one) stop track and time of running line i (the current running line, i.e., the running line currently traversed, each running line will be traversed, the same applies to the following text), find another element in the same set that satisfies the minimum return time and the maximum return time respectively. and (i.e. the minimum and maximum return times configured in the basic parameters) of the running lines, and selects the running line with the smallest connection time (which is in another element) to connect to the running line i.

[0093] Through the above steps, the connection plan with the minimum connection time between adjacent time periods can be obtained, and then the train operation diagram of the entire operation period can be obtained. The result is as follows: Figure 4 shown.

[0094] The above steps prepare the inter-station traffic plan, the return connection plan, and the inter-time connection plan for the train running line in each time period. The method also includes:

[0095] S5. Based on the train operation diagrams of each time period, prepare the entry and exit plan for the train lines that need to enter and exit the section.

[0096] This step includes:

[0097] S501: Traverse the running lines of the whole day, for the running line i (referring to those running lines without a predecessor) (i.e., there is no preceding running line, such as running lines starting from some originating stations or intermediate stations), obtain the exit plan of the running line i according to the first stop station and arrival time of the running line, the position of the depot, and the form of the transfer track. All the exit plans of the running line i form the exit plan set O of the running line i i As an alternative. Due to different first stop stations, different arrival times, different locations of vehicle depots, or different forms of conversion rails, the resulting exit plans are also different. These variable parameters can be input into a computer, and all feasible exit plans can be automatically generated through a configured algorithm. Planning exit plans based on these parameters is a method well known to those skilled in the art. Here, how to generate an exit plan is described in detail. The key point of the present invention is that this step requires the generation of multiple alternative exit plans. As for how to generate an exit plan based on these parameters and what kind of exit plan it is, the present invention does not impose specific restrictions.

[0098] S502: Similar to S501, traverse the entire day's running lines, and for the running line j without a subsequent sequence (referring to those running lines without a subsequent sequence), obtain the entry scheme of the running line j according to the last stop station and arrival time of the running line, the location of the depot, and the form of the transfer track. All the entry schemes of the running line j form the entry scheme set I of the running line j j As an alternative.

[0099] S503: For all entry and exit operation lines, with the goal of minimizing the conflict with the return operation, in the corresponding exit plan set O i and entry scheme set I j Select the entry and exit plan of the running line.

[0100] Through the above steps, we can get the entry and exit plan of each running line throughout the day. The results of some running time periods are as follows: Figure 5 shown.

[0101] In the above-prepared operation line plan, there may be some operation line conflicts. For this, it is necessary to prepare a plan to resolve the conflicts. The method also includes:

[0102] S6. Based on the train operation diagram and entry and exit plans for each time period, determine whether there is a conflict between the operating lines. If so, resolve the conflict.

[0103] This step first traverses the entire day's operating lines based on the compiled train operation diagrams and entry and exit plans for each time period, lists the feasible entry and exit times of the operating lines at each turnaround station (based on basic parameters), and then determines the arrival and departure times of the operating lines at each turnaround station with the goal of not conflicting with the train operation lines passing through the turnaround station.

[0104] Specifically, this step determines whether there is a conflict at the turnaround station based on the train operation diagram, the connection relationship of the operation line and the entry and exit plan. If so, correct the conflict, including:

[0105] S601: Based on the train operation diagram, the turnaround station and the connection relationship between the running lines c ij , establish a relief network for all lines passing through the station. The specific steps include:

[0106] S602: If the bottom of the train l is connected to the down line i (the current line traversed, each line will be traversed) at the station k (k∈S) and connected to the up line j (referring to the connected line), then the connection relationship between the lines can be expressed as The arrival time of line i at station k is The departure time of line i at station k is The arrival time of line j at station k is The departure time of line j at station k is If the car bottom l is used for exiting or entering the section and connecting to the running line i at station k, the connection relationship between the running lines can be expressed as

[0107] S603: For the return connection relationship The minimum and maximum stop times of running line i at station k are and in is the parameter setting, and satisfy The stop time of line i at station k At arrival time On this basis, the feasible departure time of running line i at station k is calculated in units of 1s (adjustable, the same below), and the departure time set of running line i at station k is established Set the arrival time of line i at station k and departure time Establish a connection relationship between each element in.

[0108] The stop time of running line j at station k is At departure time On this basis, the feasible arrival time of running line j at station k is calculated in units of 1s, and the arrival time set of running line j at station k is established. Set the arrival time of line j at station k Each element and departure time in Establish a connection relationship.

[0109] Collect the departure times of line i at station k The set of arrival times of each element and route j at station k Each element in is connected according to the aforementioned return time requirements.

[0110] S604: For outgoing or incoming connection relationship The stop time of running line i at station k is in and The parameter specifies the departure time of line i at station k. According to the stop time of the running line Departure time on the running line On this basis, the feasible arrival time of running line i at station k is calculated in units of 1s, and the arrival time set of running line i at station k is established. And establish the arrival time set Each element and departure time Traverse the arrival time set The departure time at the depot is calculated based on the travel time of line i between station k and the depot, and the departure time set of line i at the depot is established. And create a departure time collection Each element in the set with the arrival time The connection relationship of each element in .

[0111] S605: For the running line i passing through the station k, a connection relationship between the arrival time and the departure time of the running line i at the station k is established according to the arrival time and the departure time of the running line.

[0112] S606: Based on the time set and connection relationship of the various operating lines, the arrival time and departure time of the operating lines passing through station k at station k (the stop time is also determined), and then the operating lines are sorted according to the arrival time in the train operation diagram, and the arrival time and departure time (or stop time) of each operating line at station k are calculated in turn with the minimum stop time (or other goals) as the goal, that is, a connection relationship is determined from the connection relationships established in the previous steps. The conflict resolution results of part time are as follows: Figure 6 shown.

[0113] Embodiment 2

[0114] This embodiment discloses an automatic compilation system for urban rail train operation diagrams for large and small route modes, wherein the definitions or explanations of the parameters involved are the same as those in Embodiment 1. The system includes a processor and a computer-readable storage medium, wherein the computer-readable storage medium is configured with a computer program, and the processor runs the computer program to execute any one of the automatic compilation methods for urban rail train operation diagrams for large and small route modes in Embodiment 1.

[0115] Specifically, the system includes a parameter configuration unit, a transition period planning unit, an intra-segment connection planning unit, an inter-segment connection planning unit, an entry-exit planning unit, and a conflict resolution unit, wherein:

[0116] The parameter configuration unit is configured to receive the configured basic parameters, which include the peak and flat time periods and the departure intervals during the peak and flat time periods. Further, the basic parameters also include a station set, a minimum turnaround time and a maximum turnaround time at a turnaround station, a stop time at each station, and an interval operation time. The unit receives the configuration of the basic parameters according to steps S101-S104 of an embodiment.

[0117] The transition period planning unit is connected to the parameter configuration unit, and is configured to: divide the flat-peak transition period based on the basic parameters, calculate the departure interval of the flat-peak transition period, connect the flat-peak period with the flat-peak transition period, and draw the train operation diagram of each period. In some embodiments, the unit generates transition periods forward and backward from each peak period according to the configured time interval, and the departure interval of each transition period is from H high Xiang H low Increase in each period (forward transition period direction is forward, backward transition period direction is backward) until it is equal to H low The unit executes steps S201-S204 in the first embodiment to complete the configuration task.

[0118] The intra-segment connection planning unit is connected to the transition period planning unit, and is configured to: fix one running line and adjust the other running line based on the train operation diagram of each period, and prepare the running line connection plan in each period with the shortest connection time as the goal. The example of the operation of the intra-segment connection planning unit is the actions of steps S301-S302 in Example 1.

[0119] The inter-segment connection planning unit is connected to the intra-segment connection planning unit, and is configured to: based on the train operation diagrams in each time period and the operation line connection plans in each time period, with the goal of minimizing the number of train connection pairs in adjacent time periods and uniform train operation lines, compile the operation line connection plans between different time periods in time. The implementation example of its operation is the actions of steps S401-S403 in the first embodiment.

[0120] The entry and exit planning unit is connected to the inter-section planning unit and is configured to: based on the train operation diagram of each time period, compile the entry and exit plan of the train line for the train line that needs to enter and exit the section. The implementation example of the operation of this unit is the actions of steps S501-S503 of the first embodiment.

[0121] The conflict resolution unit is connected to the entry and exit planning unit, and is configured to: determine whether there is a conflict between the operating lines based on the train operation diagram and the entry and exit plan of each time period, and if so, resolve the conflict.

[0122] Based on the compiled train operation diagrams and entry and exit plans for each time period, the unit traverses the operation lines throughout the day and lists the feasible entry and exit times of the operation lines at each station (based on basic parameters); with the goal of not conflicting with the train operation lines passing through the station, the arrival and departure times of the operation lines at each station are determined. Specifically, the unit performs the actions of steps S601-S606 in the first embodiment to complete the above-configured tasks.

[0123] The present invention is not limited to the above-mentioned specific embodiments, but extends to any new features or any new combination disclosed in this specification, as well as any new method or process steps or any new combination disclosed.

Claims

1. A method for automatically compiling an urban rail train operation diagram for large and small route modes, characterized in that: include: S1. Configure basic parameters for compiling a train operation diagram, including peak and off-peak hours and departure intervals during peak and off-peak hours; S2. Divide the flat-peak transition period based on the basic parameters, calculate the departure interval of the flat-peak transition period, connect the flat-peak period with the flat-peak transition period, and draw the train operation diagram of each period; S3. Based on the train operation diagram of each time period, fix the down line, adjust the up line, and prepare the line connection plan in each time period with the goal of minimizing the connection time; S4. Based on the train operation diagrams and the line connection plans in each time period, with the goal of minimizing the number of train connections between adjacent time periods and making the train lines uniform, a line connection plan between different time periods is compiled in chronological order; The S4 includes: Sort all time periods of the day by time, and form a set of every two adjacent time periods to obtain a set of time periods in pairs; Traversing the time period set, respectively determining the number of running lines of the two elements that are online in their time periods, and taking the set element with the smaller number of running lines of the two elements as the reference element; Traverse the running lines in the reference element, and according to the last / first stop track and time of the current running line, find a running line in another element in the same set that meets the minimum return time and maximum return time in the basic parameters, and select the running line with the shortest connection time to connect with the current running line; S5. Based on the train operation diagram of each time period, prepare the entry and exit plan of the train operation line for the train operation line that needs to enter and exit the section; S6. Based on the train operation diagram and entry and exit plans for each time period, determine whether there is a conflict between the operating lines. If so, resolve the conflict.

2. The method for automatically compiling an urban rail train operation diagram for large and small route modes according to claim 1, characterized in that: The basic parameters also include a station set, a minimum turnaround time and a maximum turnaround time at a turnaround station, a stop time at each station, and a section operation time.

3. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 1, characterized in that: The dividing of the flat-peak transition period based on the basic parameters and calculating the departure interval of the flat-peak transition period includes: At predetermined time intervals, transition periods are generated forward and backward from each peak period, and the departure interval of each transition period increases from the departure interval of the peak period to the departure interval of the off-peak period until it is equal to the departure interval of the off-peak period.

4. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 3, characterized in that: In S2, the train operation diagram for each time period is drawn, including: Calculate the departure and arrival times of trains at the departure station based on each time period and the corresponding departure intervals; Based on the arrival and departure time of the train at the originating station, the arrival and departure time of the train at other stations are sequentially calculated; According to the arrival time and departure time of trains at each station, draw up the train operation diagram for each time period.

5. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 1, characterized in that: The S3 includes: S301: traverse each time period, fix the running line of the side where no train is sent out from the vehicle depot, and continuously shift the time of the running line in the other direction backward by a predetermined time unit to generate a vehicle bottom connection relationship; S302: In the generated vehicle bottom connection relationship, find the running line with the smallest number of turnaround conflicts and the smallest turnaround time, connect the fixed running line, and generate the train operation diagram for the period.

6. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 5, characterized in that: In S301, the time for continuously translating the running line in another direction backward in a predetermined time unit, and the total duration of the translation is the predetermined time.

7. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 1, characterized in that: The S5 includes: Traverse the lines running throughout the day, and for the lines without a preceding sequence, obtain the exit plan of the line according to the first stop station and arrival time, the location of the depot, and the form of the transfer track. All the exit plans of the line form the exit plan set of the line; Traverse the lines running all day, and for the lines without a subsequent sequence, obtain the entry plan of the line according to the last stop station and arrival time, the location of the depot, and the form of the transfer track. All the entry plans of the line form the entry plan set of the line; For all entry and exit operation lines, the entry and exit schemes of the operation lines are selected from the corresponding exit scheme set and entry scheme set with the goal of minimizing the conflict with the return operation.

8. The method for automatically compiling an urban rail train operation diagram for large and small route modes as claimed in claim 2, characterized in that: The S6 includes: Based on the compiled train operation diagrams and entry and exit plans for each time period, the entire day's operating lines are traversed, and the feasible entry and exit times of the operating lines at each turnaround station are listed. Then, with the goal of not conflicting with the train operating lines passing through the turnaround station, the arrival time and departure time of the operating lines at each turnaround station are determined.

9. An automatic compilation system for urban rail train operation diagrams for large and small route modes, characterized in that: It includes a processor and a computer-readable storage medium, wherein the computer-readable storage medium is configured with a computer program, and the processor runs the computer program to execute the automatic compilation method of urban rail train operation diagram for large and small route modes as described in any one of claims 1 to 8.

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