A train operation adjustment plan generation method, device and storage medium

Abstract

The present invention relates to a method, device and storage medium for generating a train operation adjustment plan, the method comprising the following steps: step S1, according to the cause of the fault, the time and location of occurrence, determine the fault section and trapped train information, and estimate the duration of the fault; step S2, obtain the actual train information before the fault and the planned train information after the fault, and perform structured reading according to the vehicle bottom and train sequence; step S3, construct a train operation plan adjustment model that integrates the modes of each stage before the fault, during the fault and fault recovery; step S4, solve the train operation plan adjustment model; step S5, output and apply the adjustment operation diagram. Compared with the prior art, the present invention has the advantages of integrating multiple scheduling strategies, integrating and connecting multiple stages, and improving the efficiency of scheduling and disposal.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a method, a device and a storage medium for generating a train operation adjustment plan under partial section interruption of urban rail transit. Background Art

[0002] Urban rail transit generally has only two main tracks for up and down directions, and inevitable power supply and line faults often lead to interruption of train operation in some sections of a track, which is difficult to eliminate quickly. At this time, trains that have entered the fault section cannot continue to run and can only join the operation after the fault is eliminated; at the same time, the upstream of the interruption direction is prone to accumulation of trains and the downstream is short of trains.

[0003] In such cases, in order to ensure the operation order, the operation management usually adopts a combination of short-circuit reversal and single-line two-way operation. Short-circuit reversal means that the trains planned to pass through the faulty section will be turned back in advance at the station before the faulty section to ensure the passing capacity of the normal section. Single-line two-way operation is to arrange a train to run back and forth on the normal track of the faulty section to ensure that the faulty section is not completely interrupted. Due to the large commuter passenger flow, high traffic density, limited transport resources, and complex operation mode, the adjustment of train operation under partial section interruption is a daunting challenge, and its difficulty continues to escalate with the expansion of the road network scale and the influence of passenger travel characteristics.

[0004] In operational practice, the emergency plan under faults provides adjusted routes and running intervals in normal sections for the interruption of train operation in several specific sections, but does not provide rescue plans and detailed train operation plans for the faulty sections. Although the "automatic equal interval adjustment" mode in the automatic train monitoring (ATS) system can be used to ensure uniform running intervals in fault conditions, it is rarely used because it will greatly reduce the throughput capacity. At present, in the case of faults, it still mainly relies on dispatchers to manually control and adjust train operations in sequence, which not only means greater work pressure and challenges, but also cannot guarantee the efficiency of adjustments and optimization of results. Therefore, dispatching practice requires a method that can generate train operation adjustment plans under faults.

[0005] After searching, the invention patent with Chinese patent publication number CN110203257A and titled "A method and system for dispatching train operation under rail transit incidents" proposes to judge the type of traffic incidents that occurred based on the real-time operation status data of the rail transit network trains, adjust the train operation plan under the traffic incident situation based on the correspondence between the pre-set traffic event type and the train dispatching strategy, and predict the passenger flow change trend in the rail transit network during the traffic incident based on the adjusted train operation plan. This patent focuses on generating auxiliary dispatching information based on the train operation adjustment rule base. For the interruption of operation in the fault section with a greater impact, that is, the interruption of the partial section referred to in this patent, it does not consider the measures for the other track of the fault section to be able to run back and forth, nor does it mention the specific calculation method for adjusting the train schedule in the operation diagram.

[0006] In the paper Rescheduling subway trains by a discrete event model considering service balance performance [J]. Applied Mathematical Modelling, 2016, 40(2): 1446-1466, Xu et al. designed a discrete event-based model and a heuristic capacity detection algorithm to address the situation of service interruption in some sections of the line, considering the mode of alternating single-line and bidirectional operation in the faulty section while keeping the long route unchanged. The algorithm was able to obtain an approximately optimized adjustment operation diagram, but because it did not take into account the train turning back on the small route in the normal section, the capacity loss was obvious, and trains in the normal direction were prone to more delays. Summary of the invention

[0007] The purpose of the present invention is to overcome the defects of the above-mentioned prior art and to provide a train operation adjustment plan generation method, equipment and storage medium, aiming to solve the problem of adjusting and optimizing train operations in different sections and stages, and to provide decision support for dispatchers, so as to improve the operation management level and service quality in the event of partial section interruption.

[0008] The purpose of the present invention can be achieved by the following technical solutions:

[0009] According to a first aspect of the present invention, a method for generating a train operation adjustment plan is provided, the method comprising the following steps:

[0010] Step S1, according to the cause of the fault, the time and location of the fault, determine the fault section and the trapped train information, and estimate the duration of the fault;

[0011] Step S2, obtaining the actual train information before the fault and the planned train information after the fault, and performing structured reading according to the train base and train number sequence;

[0012] Step S3, constructing a train operation plan adjustment model integrating the modes before the fault, during the fault and the fault recovery stage;

[0013] Step S4, solving the train operation plan adjustment model;

[0014] Step S5: output and apply the adjustment operation diagram.

[0015] As a preferred technical solution, the fault section in step S1 is determined comprehensively based on the specific location where the fault occurs and the line topology. In order to make the intersection between the fault section and the normal section completely independent, the determined fault section must be a section where both end stations can turn back.

[0016] As a preferred technical solution, the estimated fault duration in step S1 is determined based on the average duration of historical faults of the same type. After the fault parameters are input, the system automatically retrieves data to give predicted values ​​of the fault duration and end time, while allowing manual modification to update the fault end time according to changes in actual circumstances.

[0017] As a preferred technical solution, the step S2 of obtaining the actual train information before the fault and the planned train information after the fault is specifically as follows:

[0018] Based on real-time train monitoring data and planned operation diagrams, the actual train schedule information for the period before the failure and the planned train schedule information for the period during and after the failure are identified, and the matching relationship between the actual and planned train data for the vehicle before and after the failure is sorted out.

[0019] As a preferred technical solution, the actual train time information for a period of time before the fault occurs can be identified as any time period in which each online train has a technical operation time record at at least one station.

[0020] As a preferred technical solution, the step S3 specifically includes:

[0021] S3.1. Dispatch strategies for parking during abstract fault phase, single-line bidirectional operation, and short-circuit turnaround;

[0022] S3.2. Create a full-stage mixed integer programming model with the goal of ensuring the normal section operation service level as much as possible, taking into account the driving constraints of train arrival and departure intervals and return connections.

[0023] As a preferred technical solution, the S3.1 is specifically:

[0024] The train stuck on the fault track in the fault section stops at the nearest station until the fault ends and then continues to run.

[0025] The trains on the normal track on the other side of the fault section run in both directions on a single line, which means that the first train to enter the track after the fault runs back and forth between them.

[0026] The normal section small route reversal is abstracted as other trains directly reversing to serve in the opposite direction when they run to the fault edge station.

[0027] As a preferred technical solution, the full-stage mixed integer programming model in S3.2 is specifically:

[0028] (1) Decision variables: integer variables indicating the adjusted train arrival and departure times, 0-1 variables indicating whether the train arrival and departure events are cancelled, 0-1 variables indicating whether there are reversal or in-and-out activities, 0-1 variables indicating whether the train is assigned to a certain reversal track, and 0-1 variables indicating whether it is during the fault period or the recovery phase.

[0029] (2) Objective function: Minimize the weighted sum of canceled service and deviated service, where the penalty coefficient for canceled service is much greater than the penalty coefficient for deviated service;

[0030] (3) Constraints: time constraints for stranded train stops, delay range constraints, line cancellation constraints, running and stop time constraints, short-circuit reversal constraints, single-line two-way reversal constraints, terminal reversal constraints, same-direction running interval constraints, same-station departure and arrival interval constraints, and track capacity constraints.

[0031] As a preferred technical solution, in step S4, the train operation plan adjustment model is solved by using an optimization solution tool to find the optimal solution.

[0032] As a preferred technical solution, in step S5, outputting and applying the adjusted operation diagram refers to writing an operation diagram drawing function, displaying the solution result as an adjusted operation diagram through visualization on the planned operation diagram interface, and deriving a new timetable through a data table.

[0033] According to a second aspect of the present invention, there is provided an electronic device, comprising a memory and a processor, wherein a computer program is stored in the memory, and the method described above is implemented when the processor executes the program.

[0034] According to a third aspect of the present invention, there is provided a computer-readable storage medium having a computer program stored thereon, wherein the program implements the method described above when executed by a processor.

[0035] Compared with the prior art, the present invention has the following advantages:

[0036] 1. Identify and match various train operation adjustment strategies under fault conditions, abstract parking disposal, single-line two-way operation, and small-circuit return strategies, and apply them to the operation control of different trains.

[0037] 2. Take into account the train operation modes at each stage, integrate the train operation plans before, during and after the fault, and ensure the continuity of train information.

[0038] 3. Through optimization and rapid calculation, an adjustment operation diagram is given to provide decision support for dispatching and commanding, thus improving dispatching and handling efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 A flow chart of a method for generating a train operation adjustment plan when a train is interrupted in a certain section according to the present invention;

[0040] Figure 2 This is a schematic diagram of the switching principle of train operation mode when the train is interrupted in some sections of the present invention;

[0041] Figure 3 This is an example of the train operation adjustment diagram for partial section interruption of the present invention; DETAILED DESCRIPTION

[0042] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0043] The present invention provides a method for generating a train operation adjustment plan under partial section interruption of urban rail transit, abstracts the train operation adjustment strategies in different sections and stages under faults, and quickly obtains an adjustment operation diagram by establishing a model and solving optimization problems. The present invention integrates multiple scheduling strategies and integrates multiple stages, thereby improving the scheduling efficiency.

[0044] The present invention is further described below. The method of the present invention comprises the following implementation steps: Figure 1 ):

[0045] S1. According to the cause, time and location of the fault, determine the fault section and trapped train information, and estimate the duration of the fault.

[0046] Among them, the fault section is determined comprehensively based on the specific location where the fault occurred and the line topology. Because only a few stations on the urban rail transit line have equipment such as crossovers for reversal, in order to make the intersection between the fault section and the normal section completely independent, the determined fault section must be a section where both ends of the station can turn back, which is often longer than the actual failed section.

[0047] Among them, the estimated fault duration is determined based on the average duration of historical faults of the same type. After the fault parameters are entered, the system automatically retrieves data to give predicted values ​​of the fault duration and end time, while allowing manual modification to update the fault end time based on actual changes in the situation.

[0048] S2. Obtain the actual train information before the fault and the planned train information after the fault, and perform structured reading according to the vehicle base and train number sequence.

[0049] Based on real-time train monitoring data and planned operation diagrams, the actual train schedule information for the period before the failure and the planned train schedule information for the period during and after the failure are identified, and the matching relationship between the actual and planned train data for the vehicle before and after the failure is sorted out.

[0050] Among them, the actual train schedule information for a period of time before the fault occurs should be any time period that can identify that each online train has a technical operation time record at at least one station. In order to quickly read and calculate the system, it should be as short as possible, preferably the maximum value of all unit stop times, section running times or return times. However, in order to facilitate the dispatching personnel to check and inspect, it can be appropriately expanded by a few minutes on this basis.

[0051] S3. Construct a train operation plan adjustment model that integrates the stages before fault, during fault and fault recovery.

[0052] Under the unified adjustment target and driving constraint conditions, the train information in the fault stage is loaded with parking disposal, single-line two-way operation, small-circuit reversal and other scheduling strategies, and the train time information of the transition section between the normal operation stage and the fault stage before the fault, and the fault stage and the recovery stage is tracked to ensure the continuity of train information. Figure 2 )

[0053] S3.1、Dispatching strategies such as parking disposal, single-line two-way operation, short-circuit turnaround, cancellation of operation line, time adjustment, and vehicle bottom utilization adjustment during the abstract fault stage:

[0054] The stuck trains on the faulty track in the faulty section stop for handling, which means that such trains stop at the nearest station until the fault is over and then continue to run; the trains on the normal track on the other side of the faulty section run in both directions on a single line, which means that the first train to enter the track after the fault runs back and forth between them; the normal section has a small route turnaround, which means that other trains directly turn around to serve in the opposite direction when they run to the station at the edge of the fault.

[0055] S3.2. Create a full-stage mixed integer programming model with the goal of ensuring the normal section operation service level as much as possible, taking into account the train arrival and departure intervals, return connections and other driving constraints:

[0056] (1) Decision variables: integer variables indicating the adjusted train arrival and departure times, 0-1 variables indicating whether the train arrival and departure events are cancelled, 0-1 variables indicating whether there are reversal or depot entry and exit activities, 0-1 variables indicating whether the train is assigned to a certain reversal track, and 0-1 variables indicating whether it is during the fault period or the recovery phase.

[0057] (2) Objective function: Minimize the weighted sum of canceled scheduled services and deviated scheduled services, where the penalty coefficient for canceled scheduled services should be much larger than the penalty coefficient for deviated scheduled services to avoid significant capacity loss and to ensure the normal section operation service level as much as possible.

[0058] (3) Constraints: time constraints for stranded trains to stop, delay range constraints, line cancellation constraints, running and stop time constraints, short-circuit reversal constraints, single-line two-way reversal constraints, terminal reversal constraints, same-direction running interval constraints, same-station departure and arrival interval constraints, track capacity constraints, etc.

[0059] S4. Solve the train operation plan adjustment model and find the optimal solution by using optimization solving tools.

[0060] S5. Output and apply the adjustment operation diagram

[0061] Write a function to draw a running chart, visualize the solution results in the planned running chart interface as an adjusted running chart, and export a new timetable through a data table.

[0062] like Figure 3The following is an example of an adjusted operation diagram. The gray rectangle represents the time and space scope of the interruption, indicating the fault stage; the train information 15 minutes before the fault on the left side indicates the normal operation status before the interruption occurs, and the right side runs according to the plan after a period of time, indicating the recovery stage and the normal operation stage again, and runs according to the plan. In terms of the operation line, the solid line represents the operation line to be executed according to the plan or adjustment; the dotted line represents the planned itinerary with deviation after adjustment; the dashed line represents the canceled planned itinerary, and these two types do not need to be executed; the dot-dash line represents the operation line after the small route reversal, which needs to be executed. The broken line at the two terminal stations indicates the reversal connection relationship under the car, in which two different heights are used to distinguish the two reversal tracks after the station. When both are idle, it is considered that the train can freely choose one of them. It can be seen that before the fault, the train runs according to the plan, during the fault, all the small routes on both sides are reversing, and the middle train runs in both directions on a single line. After the fault is over, it enters the recovery stage and runs in accordance with the plan until it operates normally again according to the plan.

[0063] The above is an introduction to the method embodiment. The following is a further explanation of the scheme of the present invention through electronic equipment and storage medium embodiments.

[0064] The electronic device of the present invention includes a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). In the RAM, various programs and data required for device operation can also be stored. The CPU, ROM and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0065] Multiple components in the device are connected to the I / O interface, including: input units, such as keyboards, mice, etc.; output units, such as various types of displays, speakers, etc.; storage units, such as disks, optical disks, etc.; and communication units, such as network cards, modems, wireless communication transceivers, etc. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunication networks.

[0066] The processing unit performs the various methods and processes described above, such as methods S1 to S5. For example, in some embodiments, methods S1 to S5 may be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S5 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S5 in any other appropriate manner (e.g., by means of firmware).

[0067] The functions described above herein may be performed at least in part by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), complex programmable logic devices (CPLDs), and the like.

[0068] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. These program codes can be provided to a processor or controller of a general-purpose computer, a special-purpose computer or other programmable data processing device, so that the program code, when executed by the processor or controller, enables the functions / operations specified in the flow chart and / or block diagram to be implemented. The program code can be executed entirely on the machine, partially on the machine, partially on the machine as a stand-alone software package and partially on a remote machine, or entirely on a remote machine or server.

[0069] In the context of the present invention, a machine-readable medium may be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, device, or equipment. A machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices, or equipment, or any suitable combination of the foregoing. A more specific example of a machine-readable storage medium may 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.

[0070] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any technician familiar with the technical field can easily think of various equivalent modifications or replacements within the technical scope disclosed by the present invention, and these modifications or replacements should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention shall be based on the protection scope of the claims.

Claims

1. A method for generating a train operation adjustment plan, characterized in that: The method comprises the following steps: Step S1, according to the cause of the fault, the time and location of the fault, determine the fault section and the trapped train information, and estimate the duration of the fault; Step S2, obtaining the actual train information before the fault and the planned train information after the fault, and performing structured reading according to the train base and train number sequence; Step S3, constructing a train operation plan adjustment model integrating the modes before the fault, during the fault and the fault recovery stage; Step S4, solving the train operation plan adjustment model; Step S5, outputting and applying the adjustment operation diagram; The step S3 specifically includes: S3.

1. Dispatch strategies for parking during abstract fault phase, single-line bidirectional operation, and short-circuit turnaround; S3.

2. Create a full-stage mixed integer programming model with the goal of ensuring the normal section operation service level as much as possible, taking into account the driving constraints of train arrival and departure intervals and return connections; The S3.1 is specifically: The train stuck on the fault track in the fault section stops at the nearest station until the fault ends and then continues to run. The trains on the normal track on the other side of the fault section run in both directions on a single line, which means that the first train to enter the track after the fault runs back and forth between the two tracks. Normal section small route reversal, abstractly, other trains directly reversing to serve the opposite direction when they run to the fault edge station; The full-stage mixed integer programming model in S3.2 is specifically: (1) Decision variables: integer variables indicating the adjusted train arrival and departure times, 0-1 variables indicating whether the train arrival and departure events are cancelled, 0-1 variables indicating whether there are reversal or in-and-out activities, 0-1 variables indicating whether the train is assigned to a certain reversal track, and 0-1 variables indicating whether it is during the fault period or the recovery phase. (2) Objective function: Minimize the weighted sum of canceled service and deviated service, where the penalty coefficient for canceled service is much greater than the penalty coefficient for deviated service; (3) Constraints: time constraints for stranded train stops, delay range constraints, line cancellation constraints, running and stop time constraints, short-circuit reversal constraints, single-line two-way reversal constraints, terminal reversal constraints, same-direction running interval constraints, same-station departure and arrival interval constraints, and track capacity constraints.

2. A method for generating a train operation adjustment plan according to claim 1, characterized in that: The fault section in step S1 is determined comprehensively based on the specific location where the fault occurs and the line topology. In order to make the intersection between the fault section and the normal section completely independent, the determined fault section must be a section where both end stations can turn back.

3. A method for generating a train operation adjustment plan according to claim 1, characterized in that: The estimated fault duration in step S1 is determined based on the average duration of similar faults in history. After the fault parameters are input, the system automatically retrieves data to give predicted values ​​of the fault duration and end time, while allowing manual modification to update the fault end time based on actual changes in the situation.

4. The method for generating a train operation adjustment plan according to claim 1, characterized in that: The step S2 of obtaining the actual train information before the fault and the planned train information after the fault is specifically as follows: Based on real-time train monitoring data and planned operation diagrams, the actual train schedule information for the period before the failure and the planned train schedule information for the period during and after the failure are identified, and the matching relationship between the actual and planned train data for the vehicle before and after the failure is sorted out.

5. A method for generating a train operation adjustment plan according to claim 4, characterized in that: The actual train time information for a period of time before the fault occurs is any time period in which each online train has a technical operation time record at at least one station.

6. A method for generating a train operation adjustment plan according to claim 1, characterized in that: In the step S4, the train operation plan adjustment model is solved by using an optimization solution tool to find the optimal solution.

7. A method for generating a train operation adjustment plan according to claim 1, characterized in that: In the step S5, outputting and applying the adjusted operation diagram refers to writing an operation diagram drawing function, displaying the solution result as an adjusted operation diagram on the planned operation diagram interface through visualization, and deriving a new timetable through a data table.

8. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 7 is implemented.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 7 is implemented.

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