Train returning stock track position allocation method and device, electronic equipment and storage medium

Abstract

Embodiments of the present application provide a train returning to a depot track position allocation method and device, electronic equipment and storage medium. In the embodiments of the present application, on the one hand, a task completion rate target is taken as a guide to screen a first optional track position set associated with a first virtual task and a second optional track position set associated with a second virtual task for each train; on the other hand, a mixed integer programming model for train returning to a depot track position allocation is established by taking total shunting times, total shunting distances, total number of blocked trains, total penalty and total preference of all trains as optimization targets. Thus, the train returning to a depot track position can be accurately and reasonably allocated, unnecessary shunting times and parking time caused by unreasonable allocation can be reduced, the reasonable and efficient operation of the car depot and the safe operation of the train can be maximized, and the production efficiency of the car depot can be ensured.

Description

Technical Field

[0001] This application relates to the field of rail vehicle technology, and in particular to a method, device, electronic equipment and storage medium for allocating train return track spaces. Background Technology

[0002] Subways, with their advantages of large capacity, safety, punctuality, environmental friendliness, and comfort, play a vital role in alleviating traffic congestion, optimizing urban spatial layout, and reducing travel costs. They are favored by managers and commuters in large and medium-sized cities, playing an increasingly important role in urban passenger transport. This also places higher demands on their operation. After completing their daily operations, subway cars must return to the depot and park in their designated tracks for maintenance and the following day's departure. The track positions where subway cars are parked upon return have a direct and significant impact on the depot's maintenance efficiency and the convenience of departure the next day. Traditionally, subway track allocation is decided by the operations and maintenance departments on an ad-hoc basis before each car returns to the depot, based on operational requirements. This lack of planning and foresight leads to several problems. First, it can result in the inability to meet the operational requirements of cars returning late that day, causing delays or unnecessary shunting operations. Second, it can cause trains to obstruct each other, increasing the difficulty of arranging departures the following day and significantly reducing the depot's productivity. Summary of the Invention

[0003] This application provides a method, device, electronic equipment, and storage medium for allocating track spaces for trains returning to the depot, in order to accurately and reasonably allocate track spaces for trains returning to the depot and ensure the safe return of trains to the depot.

[0004] This application provides a method for allocating track spaces for trains returning to the depot, comprising: responding to a track space allocation instruction, and in conjunction with a task completion rate target, selecting from the track space set corresponding to the depot each train to be returned to the depot a first set of optional track spaces associated with a first virtual task and a second set of optional track spaces associated with a second virtual task; establishing a mixed integer programming model for allocating track spaces for trains returning to the depot, combining the stopping time of each train at the initial track space, the first set of optional track spaces and the second set of optional track spaces for each train, the mixed integer programming model including multiple decision variables, constraints and an objective function; using the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree and total preference degree corresponding to all trains as optimization objectives, solving the objective function under the constraints, obtaining the values ​​of each decision variable, and generating the track space allocation result for trains returning to the depot based on the values ​​of each decision variable; and performing depot return control based on the track space allocation result for trains returning to the depot.

[0005] This application embodiment also provides a train return track parking space allocation device, including: a screening module, used to respond to a track parking space allocation command, and in conjunction with a task completion rate target, screen out a first optional track parking space set associated with a first virtual task and a second optional track parking space set associated with a second virtual task for each train to return to the depot from the track parking space set corresponding to the depot; an establishment module, used to establish a mixed integer programming model for train return track parking space allocation by combining the stopping time of each train at the initial track parking space, the first optional track parking space set and the second optional track parking space set of each train, the mixed integer programming model including multiple decision variables, constraints and an objective function; an allocation module, used to solve the objective function under the constraint conditions with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree and total preference degree corresponding to all trains as optimization objectives, to obtain the values ​​of each decision variable, and to generate the train return track parking space allocation result based on the values ​​of each decision variable; and a return control module, used to perform return control based on the train return track parking space allocation result.

[0006] This application also provides an electronic device, including: a memory and a processor; the memory for storing a computer program; the processor coupled to the memory for executing the computer program to perform steps in the train return track space allocation method.

[0007] This application also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, enables the processor to implement the steps in the train return track space allocation method.

[0008] In this embodiment, on the one hand, guided by the task completion rate target, a first set of optional track positions associated with the first virtual task and a second set of optional track positions associated with the second virtual task are selected for each train; on the other hand, a mixed integer programming model for allocating track positions for trains returning to the depot is established with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree corresponding to all trains as optimization objectives. Therefore, track positions can be accurately and reasonably allocated for trains returning to the depot, reducing unnecessary shunting trips and stopping time caused by unreasonable allocation, maximizing the reasonable and efficient operation of the depot and the safe operation of trains, and ensuring the depot's production efficiency. Attached Figure Description

[0009] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0010] Figure 1A schematic diagram illustrating an application scenario provided in an embodiment of this application;

[0011] Figure 2 A flowchart illustrating a method for allocating train return track spaces as provided in this application embodiment;

[0012] Figure 3 A schematic diagram of a train return track parking space allocation device provided in this application embodiment;

[0013] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Detailed Implementation

[0014] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions of this application will be clearly and completely described below in conjunction with specific embodiments and corresponding drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0015] First, several terms used in the embodiments of this application will be introduced:

[0016] Train: mainly refers to the means of transportation in rail transit, such as but not limited to: subway, light rail, tram, EMU trains and other rail trains.

[0017] A depot is the location of a management center for the parking, inspection, preparation, operation, and repair of trains. Depending on their function, it can be divided into a maintenance depot and an operational parking lot.

[0018] Returning to the depot: refers to the process of a train returning to the depot for maintenance or parking after the end of its daily operating schedule.

[0019] Track: refers to the numbered tracks within a depot used to determine the specific location where a train stops.

[0020] Track parking space: refers to the specific location where trains stop on a track. Usually, a track can include several track parking spaces.

[0021] Traditional subway track space allocation is decided by the operations and maintenance departments on an ad-hoc basis before each train returns to the depot, based on operational requirements. Due to the lack of overall planning and foresight, this can lead to unmet operational requirements for trains returning late that day, causing delays or unnecessary shunting operations. Furthermore, trains blocking each other increases the difficulty of scheduling trains for the following day, significantly reducing the production efficiency of the subway depot. To address this, this application provides a method, apparatus, electronic device, and storage medium for train track space allocation upon train return to the depot. In this application, on the one hand, guided by a task completion rate target, a first set of optional track spaces associated with a first virtual task and a second set of optional track spaces associated with a second virtual task are selected for each train; on the other hand, a mixed integer programming model for train track space allocation upon train return to the depot is established with the total number of shunting operations, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree as optimization objectives. This allows for accurate and reasonable allocation of track positions for returning trains, reducing unnecessary shunting trips and stopping times caused by unreasonable allocation, maximizing the rational and efficient operation of the depot and the safe operation of trains, and ensuring the depot's production efficiency.

[0022] The technical solutions provided by the various embodiments of this application are described in detail below with reference to the accompanying drawings.

[0023] Figure 1 This diagram illustrates an application scenario provided by an embodiment of this application. In practical applications, a depot can provide multiple tracks, such as track 1, track 2, track 3, track 4, track 5, and track 6, etc. Different tracks can provide the same number of parking spaces, or they can provide different numbers of parking spaces. The number of parking spaces provided by each track is flexibly set according to actual application needs. Since a large number of trains return to the depot at the same time or at different times, rationally arranging which track parking spaces these trains park on is the main problem in the train return scenario.

[0024] In the scenario of a train returning to the depot, the following objectives can be considered:

[0025] Task completion rate target: This means maximizing the completion rate of the tasks carried by each train. Different trains may carry the same or different tasks, which include, but are not limited to, regular maintenance, emergency maintenance, vehicle cleaning, equipment replacement, and other categories. Each task needs to be completed on a specific track. Therefore, when trains return to the depot, they should be assigned to track positions that can perform all tasks as much as possible.

[0026] Shunting objective: If all the tasks carried by a train cannot be completed in the same track position, or if multiple trains need to occupy the same track position, the shunting of trains between track positions is inevitable. In this case, the number of shunting operations and the shunting distance should be minimized as much as possible.

[0027] Departure Convenience Objective: Multiple track positions may exist on the same track. For two adjacent track positions, one is the inner track position, and the other is the outer track position. The outer track position is closer to the track entrance than the inner track position. For example, tracks 3 to 7 each have two track positions. The departure and arrival of trains at the inner track position (e.g., track position 3-1) will be blocked by the outer track position (e.g., track position 3-2). Therefore, the final parking position of the train will greatly affect the allocation space for departure the next day. Trains need to be parked as dispersedly as possible to maximize departure convenience.

[0028] Figure 2 A flowchart illustrating a method for allocating train parking spaces on a depot track, as provided in an embodiment of this application. See also... Figure 2 The method may include the following steps:

[0029] 201. In response to the track parking space allocation instruction, and in conjunction with the task completion rate target, select from the track parking space set corresponding to the depot each train to be returned to the depot the first optional track parking space set associated with the first virtual task and the second optional track parking space set associated with the second virtual task.

[0030] 202. Combining the stopping time of each train at the initial track position, the first set of optional track positions and the second set of optional track positions for each train, establish a mixed integer programming model for allocating track positions for trains returning to the depot. The mixed integer programming model includes multiple decision variables, constraints and objective functions.

[0031] 203. Taking the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree corresponding to all trains as optimization objectives, the objective function is solved under the constraint conditions to obtain the values ​​of each decision variable, and the train return track space allocation results are generated based on the values ​​of each decision variable.

[0032] 204. Control the return to the depot based on the allocation of track spaces for trains returning to the depot.

[0033] In this embodiment, the set of track parking spaces corresponding to the depot includes all track parking spaces provided by the depot, and each track parking space has its own attribute information. The attribute information of a track parking space includes, but is not limited to, the supported task types, the supported vehicle types, the supported operating times, or whether parking is permitted. For example, some track parking spaces can support task types such as cleaning, repair, or replacement. Some track parking spaces can support specific vehicle types such as spare vehicles and engineering vehicles, while some track parking spaces can support ordinary vehicle types other than specific vehicle types. Ordinary vehicle types include, but are not limited to, passenger trains, freight trains, and maintenance trains.

[0034] In this embodiment, to achieve the task completion rate target, the matching relationship between trains and track parking spaces is first analyzed to determine the track parking spaces that each train waiting to return to the depot must park in, the preferred track parking spaces, and the track parking spaces that should be avoided. This provides support for the hard constraints and preference penalties during the modeling and solution phase. In practical applications, factors considered when analyzing the matching relationship between trains and tracks include, but are not limited to: 1. The set of track parking spaces corresponding to tasks such as cleaning, maintenance, and replacement; 2. The set of track parking spaces corresponding to specific train types such as spare trains and engineering trains; 3. The set of track parking spaces corresponding to trains returning at specific times; 4. The set of track parking spaces corresponding to maintenance tasks on special dates; 5. The set of track parking spaces that cannot be parked due to track parking space occupancy.

[0035] In this embodiment, to ensure task completion rate and solution efficiency, all tasks carried by the train are standardized. During task standardization, based on the association between each task carried by the train and the first and second virtual tasks, each task is divided into two task sets: one set associated with the first virtual task and the other set associated with the second virtual task. It is important to note that the first and second virtual tasks are relative to the tasks actually carried by the train; they are hypothetical tasks that do not require train execution. The tasks actually carried by the train are real tasks that require train execution, such as cleaning, maintenance, or replacement tasks.

[0036] Furthermore, during task standardization, each train awaiting return to the depot is selected from the set of track positions corresponding to the depot, corresponding to a first set of optional track positions associated with the first virtual task and a second set of optional track positions associated with the second virtual task. It is worth noting that the optional track positions in the first set of optional track positions are those that each task in the task set associated with the first virtual task can choose to park in. For ease of understanding and distinction, the optional track positions in the first set of optional track positions can be referred to as the first optional track positions. Similarly, the optional track positions in the second set of optional track positions are those that each task in the task set associated with the second virtual task can choose to park in. For ease of understanding and distinction, the optional track positions in the second set of optional track positions can be referred to as the second optional track positions.

[0037] In this embodiment, the first set of optional track spaces and the second set of optional track spaces corresponding to each train can be determined by combining the attribute information of the mission train carried by each train and the attribute information of each track space. Further optionally, to better achieve the task completion rate target, step 201 is implemented as follows: For each train, select all or part of the track positions from the track position set and add them to the first optional track position set, and select all or part of the track positions from the track position set and add them to the second optional track position set; in order of task start time from earliest to latest, sequentially take each task of the train as the current task; based on the current task, the attribute information of the train, and the attribute information of each track position, filter out the track position set to be merged corresponding to the current task from the track position set; take the intersection of the track position set to be merged with the first optional track position set and the second optional track position set respectively to obtain the first intersection and the second intersection; update the first optional track position set or the second optional track position set based on the first intersection and the second intersection, and return to execute the step of sequentially taking each task of the train as the current task until the last task of the train is taken as the current task.

[0038] Specifically, the task start time refers to the time when the task begins execution. For example, a cleaning task starts cleaning at a certain time, a maintenance task starts maintenance at a certain time, a replacement task starts replacing parts at a certain time, and so on. Each task on the train is traversed sequentially according to its start time. It is determined whether each task is associated with a first virtual task or a second virtual task, and the first or second set of optional track positions is updated based on the association result.

[0039] In this embodiment, firstly, a first virtual task and a second virtual task are assigned to each train, and the first and second virtual tasks are initialized. When initializing the first virtual task, all or some track spaces are selected from the track space set and added to the first optional track space set. Similarly, when initializing the second virtual task, all or some track spaces are selected from the track space set and added to the second optional track space set. Next, each task carried by a train is traversed sequentially from earliest to latest task start time. Based on the attribute information of the task, the train, and each track space, a set of track spaces to be merged corresponding to the current task is selected from the track space set. The track spaces in the set to be merged are candidate track spaces that can complete the task. Then, based on the intersection between the set of track spaces to be merged and the first and second optional track space sets, the first or second optional track space set is updated. Specifically, the intersection of the set of track spaces to be merged with the first set of optional track spaces and the second set of optional track spaces is obtained, resulting in a first intersection and a second intersection. If the number of track spaces in the first intersection is greater than or equal to the number of track spaces in the second intersection, the first intersection and the set of track spaces to be merged are merged to obtain a new first set of optional track spaces. If the number of track spaces in the first intersection is less than the number of track spaces in the second intersection, the second intersection and the set of track spaces to be merged are merged to obtain a new second set of optional track spaces. This process is repeated until all tasks for each train have been traversed, thus determining the final first and second sets of optional track spaces for each train.

[0040] It's worth noting that if the number of parking spaces in the first intersection is greater than or equal to the number of parking spaces in the second intersection, it indicates that the currently traversed task is associated with the first virtual task. In this case, in addition to updating the first set of optional parking spaces, the currently traversed task can also be added to the task set associated with the first virtual task. If the number of parking spaces in the first intersection is less than the number of parking spaces in the second intersection, it indicates that the currently traversed task is associated with the second virtual task. In this case, in addition to updating the second set of optional parking spaces, the currently traversed task can also be added to the task set associated with the second virtual task.

[0041] In this embodiment, a mixed integer programming model for allocating track spaces for trains returning to the depot can be established by combining the stopping time of each train at the initial track space, the first set of optional track spaces and the second set of optional track spaces for each train. The mixed integer programming model includes multiple decision variables, constraints and objective functions.

[0042] In this embodiment, the initial track position can be understood as the track position where the train stops when returning to the depot. If, relative to the initial track position, the train needs to be moved to another track position due to shunting, that other track position can be referred to as the target track position.

[0043] In this embodiment, since mixed-integer programming models have the advantage of high speed in solving large-scale linear models, a mixed-integer programming model is established for the allocation of train parking spaces on the depot return track to improve the solution efficiency. Specifically, the mixed-integer programming model includes multiple decision variables, constraints, and an objective function.

[0044] In practical applications, decision variables can be selected as needed. Further optionally, to more accurately and reasonably allocate track positions for returning trains, multiple decision variables can be set, including: the initial track position where each train parks upon returning to the depot; whether each train needs to be shunted after returning to the depot; whether each train remains parked in the initial track position after shunting; whether each train is moved from the initial track position to the target track position via shunting operation; whether each train is blocked by other trains when parked in the initial track position; and the parking time of each train in the initial track position.

[0045] In practical applications, objective functions can be designed as needed. Further optionally, to more accurately and rationally allocate track positions for returning trains, an objective function can be established based on multiple decision variables: the preference and penalty for each train parking in each track position, and the shunting distance for each train moving from its initial track position to its target track position. Further optionally, a first sub-objective function can be determined based on the shunting demand information of each train after returning to the depot, representing the total number of shunting operations for all trains; a second sub-objective function can be determined based on the shunting results of each train moving from its initial track position to its target track position, representing the total shunting distance for all trains; a third sub-objective function can be determined based on the obstruction results of each train being blocked by other trains while parked in its initial track position, representing the total number of blocked trains for all trains; and a third sub-objective function can be determined based on the obstruction results of each train still parked in its initial track position after shunting. The fourth sub-objective function is determined based on the initial track and rail parking information after shunting, and the penalty for each train parking in each track and rail parking position. This fourth sub-objective function represents the total penalty for all trains. The fifth sub-objective function is determined based on the initial track and rail parking position of each train upon returning to the depot, the post-shunting parking information of each train, and the preference for each train parking in each track and rail parking position. This fifth sub-objective function represents the fifth part of the total preference for all trains. Based on the first, second, third, fourth, and fifth sub-objective functions, an objective function is generated.

[0046] In practical applications, the objective function can be obtained by weighted summation, mean calculation, or L2 norm calculation of the first, second, third, fourth, and fifth sub-objective functions, but it is not limited to these methods.

[0047] For ease of understanding, let's assume the set of trains returning to the depot is denoted as M, M = {1, 2, ..., m}, where M and m are positive integers, meaning there are m trains in the set of trains returning to the depot.

[0048] Suppose the set of lane parking spaces is denoted as N, N = {1, 2, ..., n}, where N and n are positive integers, and the set of lane parking spaces contains n lane parking spaces;

[0049] Suppose that the set of the first optional track parking spaces corresponding to the first virtual task associated with train i is denoted as Ja. i where i is a positive integer, i∈M;

[0050] Suppose that the set of second optional track parking spaces corresponding to the second virtual task associated with train i is denoted as Jb. i ;

[0051] Let P be the preference for train i to be parked at track position j. ij j is a positive integer, j∈N, and the preference degree P ij The larger the value, the more suitable train i is to be parked in track space j; that is, train i should be parked in track space j.

[0052] Let F be the penalty for train i to stop at track position j. ij Penalty F ij The larger the value, the less suitable it is for train i to park in track space j; that is, train i should avoid parking in track space j.

[0053] Let d be the shunting distance from track parking space j to track parking space k. jk k is a positive integer, k∈N;

[0054] Assume the return time of train i (starting from the return start time) is denoted as t. i ;

[0055] Assume the start time of the first virtual task associated with train i is denoted as start. i ;

[0056] Assume the task completion time corresponding to the first virtual task associated with train i is denoted as Ta. i ;

[0057] Assume the task completion time for the second virtual task associated with train i is denoted as Tb. i ;

[0058] Let TF be the end time of the maintenance task;

[0059] Let N be the set of parking spaces for the maintenance lane. pit ;

[0060] Let N be the set of parking spaces for engineering vehicles on each track. Etrain ;

[0061] Let N be the set of parking spaces for the spare cars. SP ;

[0062] Let M be the set of late-night return vehicles. late M late The trains listed are those that return to the depot later in the day.

[0063] Assume the start time of parking space j in lane vacancy is denoted as TS. j That is, the starting point for timing when track parking space j becomes vacant (without a train parked);

[0064] Let a sufficiently large number be denoted as BM;

[0065] Suppose that the multiple decision variables are denoted as: x ij y i z ij c i α jk β j ; where x ij y i z ij c i It can be categorized as a primary decision variable, α jk β j These can be categorized as auxiliary decision-making variables;

[0066] x ij x is the decision variable characterizing whether train i stops at track position j when returning to the depot. ij The value of x can be 1 or 0. ij When the value is 1, it indicates that train i is parked at track position j when returning to the depot; in x ij When the value is 0, it indicates that train i did not stop at track position j when returning to the depot;

[0067] y i y is the decision variable characterizing whether train i needs to be shunted after returning to the depot. i The value of can be 1 or 0, in y i When the value is 1, it indicates that train i needs to be shunted after returning to the depot; when the value is y... i When the value is 0, it indicates that train i does not need to be shunted after returning to the depot; i Information representing the shunting demand of train i.

[0068] z ij z is the decision variable characterizing whether train i is parked in track position j after shunting. ij The value of z can be 1 or 0. ij When the value is 1, it indicates that train i is parked at track position j after shunting; in z ij When the value is 0, it indicates that train i was not parked at track position j after shunting; z ij This represents the post-shunting parking information of train i, which remains parked at track position j after shunting.

[0069] c i The decision variable characterizing the time that train i remains stationary in the initial track position;

[0070] α jk It is the decision variable representing whether to move from lane j to lane k; α jk The value of α can be 1 or 0. jk When the value is 1, it indicates that the vehicle is moved from lane j to lane k, at α. jk A value of 0 indicates that the vehicle will not be moved from lane j to lane k; α jk This represents the shunting result of a train being moved from track position j to track position k via a shunting operation.

[0071] β j This indicates whether a train parked at track position j is blocked by a track position on the outer side; β j The value of β can be 1 or 0. j When the value is 1, it indicates that the train parked in track position j is blocked by the outer track position, in β j A value of 0 indicates that the train parked in track position j is not blocked by the outer track position. β j This describes the obstruction result information when a train is stopped at track position j and blocked by other trains.

[0072] Suppose the objective function can be expressed as formula (1):

[0073]

[0074] In formula (1), w1, w2, w3, w4, and w5 are the weights that can be flexibly configured.

[0075] Let y represent the value of each train i in the set M of trains returning to the depot. i The summation is performed, and the result represents the total number of shunting operations for all trains.

[0076] This represents the summation of the shunting distances for all track positions j in the track position set N, when they are moved to various track positions k. The summation result represents the total shunting distance for all trains.

[0077] This represents the summation of the number of trains parked in all track spaces j in the track space set N that are blocked by the outer track spaces. The summation result represents the total number of blocked trains for all trains.

[0078] This represents the summation of the penalty for each train i in the set of returning trains M and each train j in the set of track positions N. The summation result represents the total penalty for all trains.

[0079] This represents the summation of the preference scores of each train i in the set of returning trains M for each track parking space j in the set of track parking spaces N. The summation result represents the total preference score for all trains.

[0080] In this embodiment, the optimal solution of the objective function is obtained by optimizing the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty, and total preference for all trains. As an example, the optimal solution of the objective function can be obtained by optimizing the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty, and total preference. In this embodiment, the optimal values ​​of each decision variable in the optimal solution of the objective function can generate the train return track space allocation results. For example, the initial track space where each train will park when returning to the depot, whether shunting is required, the shunting time, and the target track space after shunting, etc. Based on these train return track space allocation results, the safe return of each train to the depot can be controlled.

[0081] The technical solution provided in this application, on the one hand, guided by the task completion rate target, selects a first set of optional track positions associated with the first virtual task and a second set of optional track positions associated with the second virtual task for each train; on the other hand, it establishes a mixed integer programming model for allocating track positions for trains returning to the depot, with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree corresponding to all trains as optimization objectives. Therefore, it can accurately and reasonably allocate track positions for trains returning to the depot, reducing unnecessary shunting trips and stopping time caused by unreasonable allocation, maximizing the reasonable and efficient operation of the depot and the safe operation of trains, and ensuring the depot's production efficiency.

[0082] In some embodiments of this application, constraints can be flexibly set as needed. To allocate track positions more accurately and reasonably for trains returning to the depot, the constraints include, but are not limited to, at least one of the following: constraints on track positions when a train returns to the depot, constraints on track positions when a train is shunted, constraints on the parking time of a train in a track position, constraints on the relationship between shunting auxiliary variables and parking decision variables, and constraints on the relationship between discrete parking auxiliary variables and parking decision variables. In the constraints on the relationship between shunting auxiliary variables and parking decision variables, the shunting auxiliary variables include whether each train is moved from its initial track position to its target track position through shunting operations; the parking decision variables include: the initial track position where each train is parked when returning to the depot, and whether each train remains parked in its initial track position after shunting. In the constraints on the relationship between discrete parking auxiliary variables and parking decision variables, the discrete parking auxiliary variables include: whether each train is blocked by other trains when parked in its initial track position; the parking decision variables include: whether each train remains parked in its initial track position after shunting.

[0083] Further optional constraints may include at least one of the following: late-returning trains must reserve a specified number of maintenance track spaces; currently occupied track spaces can only be used by trains after their occupancy ends; if a standby train occupies an inner track space, the corresponding outer track space is also considered to be occupied by the standby train; trains with long-duration missions are not scheduled for shunting operations; and the number of trains returning from any power supply area within any time window cannot exceed the maximum number of trains returning to the depot within that power supply area during that time window.

[0084] For example, the constraints on track parking spaces when a train returns to the depot include at least one of the following: each train must and can only stop at one track parking space when returning to the depot.

[0085] For example, the constraints on track positions during train shunting include at least one of the following: after shunting, each train must and can only be parked in any of the second optional track positions in the corresponding second optional track position set; after all trains have been shunted, the number of trains parked in each track position does not exceed one; each train must be parked in any of the first optional track positions in the corresponding first optional track position set at least once before and after shunting; for each train, if it was not parked in any of the first optional track positions in the corresponding first optional track position set before shunting, it must be parked in any optional track position that appears simultaneously in the corresponding first optional track position set and the second optional track position set after shunting; when two trains choose to park in the same track position, at least one of the two trains needs to be shunted.

[0086] For example, the constraints on the parking time of a train in a track position include at least one of the following: the parking time of a train that does not require shunting in the initial parking track position is 0; the parking time of each train in the first optional track position is greater than the task execution time required for the first virtual task, or the parking time of each train in the second optional track position is greater than the task execution time required for the second virtual task; only one train can be parked in the same track position at any given time; the parking operation time and shunting operation time of the track position located on the outer side of the same track are both later than the parking operation time and shunting operation time of the track position located on the inner side.

[0087] To better understand, the following section explains each constraint condition in conjunction with the formula.

[0088] Constraint 1: Each train must and can only stop at one track position when returning to the depot. This constraint holds for all trains. Constraint 1 can be expressed as formula (2):

[0089]

[0090] Where i∈M.

[0091] Constraint 2: After shunting, each train must and can only park in any one of the second optional track positions in the corresponding second optional track position set. This constraint holds for all trains. For each train's second optional track position set, constraint 2 can be expressed as formula (3); for each train's tracks outside the second optional track position set, constraint 2 can be expressed as formula (4):

[0092]

[0093] z ij =0……(4)

[0094] In formula (3), i∈M;

[0095] In formula (4), i∈M, j∈(N-Jb) i ).

[0096] Constraint 3: After all trains have been shunted, the number of trains parked in each track position shall not exceed one. This constraint holds for all trains. Constraint 3 can be expressed as formula (5):

[0097]

[0098] In formula (5), i∈M.

[0099] Constraint 4: Each train must stop at least once in any of the first optional track positions in the corresponding first optional track position set before and after shunting. This constraint holds for all trains. Constraint 4 can be expressed as formula (6):

[0100]

[0101] In formula (6), i∈M.

[0102] Constraint 5: For each train, if it is not parked in any of the first optional track positions in the corresponding first optional track position set before shunting, then after shunting it must be parked in any optional track position that appears in both the corresponding first optional track position set and the corresponding second optional track position set. This constraint holds for all trains. Constraint 5 can be expressed as formula (7):

[0103]

[0104] Where i∈M.

[0105] Constraint 6: Trains that do not require shunting must remain in their initial parking positions on the track for 0 seconds. This constraint applies to all trains. Constraint 6 can be expressed as formulas (8) and (9):

[0106] c i ≤BMy i ……(8);

[0107] y i ≤c i ...(9);

[0108] Where i∈M.

[0109] Constraint 7: The dwell time of each train on the first optional track position is greater than the task execution time required for the first virtual task, or the dwell time of each train on the second optional track position is greater than the task execution time required for the second virtual task. This constraint holds for all trains. For the dwell time of the first virtual task, constraint 7 can be expressed as formula (10), and for the dwell time of the second virtual task, constraint 7 can be expressed as formulas (11) and (12):

[0110]

[0111]

[0112] Tb i +t i +c i ≤TF……(12);

[0113] Where i∈M;

[0114] Constraint 8: When two trains choose to park in the same track position, at least one of the trains needs to be shunted; this constraint holds for all different train combinations and all track positions. For the case where both trains choose to return to the depot, constraint 8 can be expressed as formula (13); for the case where the two trains choose to return to the depot and shunt respectively, constraint 8 can be expressed as formula (14):

[0115] x ij +x hj -1≤y i +y h ……(13);

[0116] x ij +z hj -1≤y i ……(14);

[0117] Where i, h ∈ M, i ≠ h, j ∈ N;

[0118] Constraint 9: Only one train can be parked in the same track parking space at any given time. This condition applies to all combinations of different trains and all track parking spaces. When different trains return to the depot and park in the same track parking space successively, constraint 9 can be expressed as formula (15). When different trains return to the depot and shunt in the same track parking space successively, constraint 9 can be expressed as formula (16).

[0119] BM(x ij +x hj +y i -3)≤t h -(t i +c i )……(15);

[0120] BM(x ij +z hj +y i -3)≤(t h +c h )-(t i +c i )……(16);

[0121] In formulas (15) and (16), i, h ∈ M, i ≠ h, j ∈ N.

[0122] Constraint 10: The parking and shunting operations of trains parked on the outer track on the same track are both later than those of trains parked on the inner track. Parking operation time refers to the time a train spends parked in its initial track position upon returning to the depot. This applies to all combinations of different trains. For the parking operation time of a train parked on the outer track, constraint 10 can be expressed as formula (17); for the shunting operation time of a train parked on the outer track, constraint 10 can be expressed as formula (18):

[0123] BM(z ij +x hk -2)≤t h -(t i +c i )……(17);

[0124] BM(z ij +z hk -2)≤(t h +c h ) -(t i +c i )……(18);

[0125] In formulas (17) and (18), i, h ∈ M, i ≠ h, and parking spaces j and k belong to the same track, with parking space j on the outside and parking space k on the inside.

[0126] Constraint 11: Relationship constraint between shunting auxiliary variables and parking decision variables, wherein the shunting auxiliary variables include whether each train is adjusted from the initial track position to the target track position through shunting operations; the parking decision variables include: the initial track position where each train is parked when returning to the depot, and whether each train is still parked in the initial track position after shunting. This constraint holds for all trains and track positions. Constraint 11 can be expressed by formula (19):

[0127] α jk +1≥x ij +z ik ……(19);

[0128] In formula (19), i∈M,j,k∈N.

[0129] Constraint 12: Relationship constraint between discrete parking auxiliary variables and parking decision variables; discrete parking auxiliary variables include: whether each train is blocked by other trains when parked in the initial track position; parking decision variables include: whether each train is still parked in the initial track position after shunting. Constraint 12 can be expressed as formula (20):

[0130]

[0131] In formula (20), parking spaces j and k belong to the same track, with parking space j on the outside and parking space k on the inside.

[0132] Furthermore, one or more of the following constraints can be selected:

[0133] Constraint 13: Late-returning trains need to reserve a specified number of maintenance track spaces. Constraint 13 can be expressed as formula (21):

[0134]

[0135] Constraint 14: A train can only park in a currently occupied track space after the occupancy period ends. If a spare train occupies an inner track space, the corresponding outer track space is also considered to be occupied by the spare train. For the selectable tracks of the first virtual task, constraint 14 can be expressed as formula (22). For the selectable tracks of the second virtual task, constraint 14 can be expressed as formula (23):

[0136] TS j -t i ≤BM(1-x ij )……(twenty two);

[0137] TS j -(t i +c i )≤BM(1-z ij )……(twenty three);

[0138] In formula (22), i∈Ja i ,j∈Ja i In formula (23), i∈Jb i ,j∈Jb i .

[0139] Constraint 15: No shunting operations are scheduled for trains with long-duration missions. Constraint 15 can be expressed as formula (24):

[0140] y i =0……(24);

[0141] In formula (24), train i carries a long-duration task. A long-duration task is a task whose time exceeds a set duration threshold.

[0142] Constraint 16: Within any given time window, the number of trains returning from any power supply area cannot exceed the maximum number of trains returning to the depot for that power supply area within that time window. This constraint means that each power supply area has an upper limit on its power load and an upper limit on the number of returning trains it can support in a short period of time.

[0143] Constraint 16 can be expressed as formula (25):

[0144]

[0145] In formula (25), M(r) represents a train returning from any power supply zone within the r-th time window, and N(s) represents a track position belonging to the s-th power supply zone; Power rs This represents the maximum number of returning trains in the s-th power supply zone within the r-th time window, where r and s are positive integers.

[0146] Figure 3 This is a schematic diagram of a train return track parking space allocation device provided in an embodiment of this application. The device can consist of software and / or hardware and is generally integrated into electronic equipment. See also... Figure 3 The device may include:

[0147] The filtering module 31 is used to respond to the track parking space allocation instruction and, in combination with the task completion rate target, filter out the first optional track parking space set associated with the first virtual task and the second optional track parking space set associated with the second virtual task from the track parking space set corresponding to the depot for each train to be returned to the depot.

[0148] Module 32 is established to combine the stopping time of each train at the initial track position, the first optional track position set and the second optional track position set of each train, to establish a mixed integer programming model for train return track position allocation. The mixed integer programming model includes multiple decision variables, constraints and objective function.

[0149] The allocation module 33 is used to solve the objective function with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree and total preference degree corresponding to all trains as optimization objectives, under the condition of satisfying constraints, to obtain the values ​​of each decision variable, and to generate the train return track space allocation result based on the values ​​of each decision variable.

[0150] The return-to-depot control module 34 is used to control the return to the depot based on the allocation of track spaces for trains returning to the depot.

[0151] Further optional decision variables include: the initial track position where each train is parked when it returns to the depot; whether each train needs to be shunted after returning to the depot; whether each train is still parked in the initial track position after shunting; whether each train is moved from the initial track position to the target track position through shunting operations; whether each train is blocked by other trains when it is parked in the initial track position; and the parking time of each train in the initial track position.

[0152] Optionally, when the filtering module 31, in conjunction with the task completion rate target, filters the set of first optional track spaces associated with the first virtual task and the set of second optional track spaces associated with the second virtual task from the set of track spaces corresponding to the depot, it is specifically used to: for each train, select all or part of the track spaces from the set of track spaces to add to the first optional track space set, and select all or part of the track spaces from the set of track spaces to add to the second optional track space set; and sequentially select the tracks spaces according to the task start time from earliest to latest. Each task of the train is designated as the current task. Based on the current task, the train's attribute information, and the attribute information of each track and parking space, a set of track and parking spaces to be merged corresponding to the current task is selected from the track and parking space set. The set of track and parking spaces to be merged is then intersected with the first set of optional track and parking spaces and the second set of optional track and parking spaces, respectively, to obtain the first intersection and the second intersection. The first set of optional track and parking spaces or the second set of optional track and parking spaces is updated based on the first intersection and the second intersection, and the process returns to the previous step of designating each task of the train as the current task, until the last task of the train is designated as the current task.

[0153] Optionally, when the filtering module 31 updates the first set of optional lane parking spaces or the second set of optional lane parking spaces based on the first intersection and the second intersection, it is specifically used to: if the number of lane parking spaces in the first intersection is greater than or equal to the number of lane parking spaces in the second intersection, then the first intersection and the set of lane parking spaces to be merged are merged to obtain a new set of first optional lane parking spaces; if the number of lane parking spaces in the first intersection is less than the number of lane parking spaces in the second intersection, then the second intersection and the set of lane parking spaces to be merged are merged to obtain a new set of second optional lane parking spaces.

[0154] Further optionally, when establishing the objective function, module 32 is specifically used to: establish the objective function based on multiple decision variables, the preference and penalty for each train to be parked in each track position, and the shunting distance for each train to be adjusted from the initial track position to the target track position.

[0155] Further optionally, when establishing the objective function in module 32, it is specifically used for: determining a first sub-objective function based on the shunting demand information of each train after returning to the depot, the first sub-objective function representing the total number of shunting operations for all trains; determining a second sub-objective function based on the shunting result representing each train's adjustment from the initial track position to the target track position through shunting operations, the second sub-objective function representing the total shunting distance for all trains; determining a third sub-objective function based on the obstruction result information representing each train being blocked by other trains when parked at the initial track position, the third sub-objective function representing the total number of obstructed trains for all trains; and determining a third sub-objective function based on the obstruction result information representing each train's obstruction of other trains when parked at the initial track position. The fourth sub-objective function is determined based on the shunting parking information (trains that remain parked in their initial track positions after shunting) and the penalty for each train parked in each track position. This fourth sub-objective function represents the total penalty for all trains. The fifth sub-objective function is determined based on the initial track position where each train returns to the depot, the shunting parking information for each train, and the preference for each train parked in each track position. This fifth sub-objective function represents the fifth part of the total preference for all trains. Based on the first, second, third, fourth, and fifth sub-objective functions, an objective function is generated.

[0156] Further optionally, the constraints include at least one of the following: constraints on track parking spaces when the train returns to the depot, constraints on track parking spaces when the train is shunted, constraints on the parking time of the train in the track parking spaces, constraints on the relationship between shunting auxiliary variables and parking decision variables, and constraints on the relationship between discrete parking auxiliary variables and parking decision variables.

[0157] Further optional, the track parking space constraints when a train returns to the depot include at least one of the following: each train must and can only stop at one track parking space when returning to the depot.

[0158] Further optional, the constraints on track positions during train shunting include at least one of the following: each train must and can only be parked in any of the second optional track positions from the corresponding second optional track position set after shunting; after all trains have been shunted, the number of trains parked in each track position does not exceed one; each train must be parked in any of the first optional track positions from the corresponding first optional track position set at least once before and after shunting; for each train, if it was not parked in any of the first optional track positions from the corresponding first optional track position set before shunting, it must be parked in any optional track position that appears simultaneously in both the corresponding first and second optional track position sets after shunting; when two trains choose to park in the same track position, at least one of the two trains needs to be shunted.

[0159] Further optionally, the constraints on the train's dwell time at the track position include at least one of the following:

[0160] Trains that do not require shunting have a 0-minute parking time on their initial parking track position; the parking time of each train on the first selectable track position is longer than the task execution time required for the first virtual task, or the parking time of each train on the second selectable track position is longer than the task execution time required for the second virtual task; only one train can be parked on the same track position at any given time; the parking and shunting operation times of the outer track position on the same track are both later than the parking and shunting operation times of the inner track position.

[0161] Further optional constraints may include at least one of the following: late-returning trains must reserve a specified number of maintenance track spaces; currently occupied track spaces can only be used by trains after their occupancy ends; if a standby train occupies an inner track space, the corresponding outer track space is also considered to be occupied by the standby train; trains with long-duration missions are not scheduled for shunting operations; and the number of trains returning from any power supply area within any time window cannot exceed the maximum number of trains returning to the depot within that power supply area during that time window.

[0162] Figure 3 The train return track parking space allocation device shown can perform... Figure 2 The implementation principle and technical effects of the train return track space allocation method shown will not be elaborated further. Regarding the above embodiments... Figure 3 The specific ways in which each module and unit of the device performs operations have been described in detail in the embodiments of the method, and will not be elaborated here.

[0163] It should be noted that the execution subject of each step of the method provided in the above embodiments can be the same device, or the method can be executed by different devices. For example, the execution subject of steps 301 to 303 can be device A; or the execution subject of steps 301 and 302 can be device A, and the execution subject of step 303 can be device B; and so on.

[0164] Furthermore, in some of the processes described in the above embodiments and accompanying drawings, multiple operations appear in a specific order. However, it should be clearly understood that these operations may not be executed in the order they appear herein, or they may be executed in parallel. The operation numbers, such as 301, 302, etc., are merely used to distinguish different operations and do not represent any execution order. Additionally, these processes may include more or fewer operations, and these operations may be executed sequentially or in parallel. It should be noted that the descriptions such as "first" and "second" in this document are used to distinguish different messages, devices, modules, etc., and do not represent a sequential order, nor do they limit "first" and "second" to different types.

[0165] Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application. Figure 4 As shown, the electronic device includes: a memory 41 and a processor 42;

[0166] Memory 41 is used to store computer programs and can be configured to store various other data to support operation on the computing platform. Examples of this data include instructions for any application or method operating on the computing platform, contact data, phone book data, messages, pictures, videos, etc.

[0167] The memory 41 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0168] The processor 42, coupled to the memory 41, executes the computer program in the memory 41 to: respond to a track space allocation instruction, and in conjunction with a task completion rate target, select from the track space set corresponding to each train to be returned to the depot a first optional track space set associated with a first virtual task and a second optional track space set associated with a second virtual task; establish a mixed integer programming model for train return track space allocation, combining the stopping time of each train at the initial track space, the first optional track space set and the second optional track space set of each train, and combining these factors; the mixed integer programming model includes multiple decision variables, constraints, and an objective function; with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree corresponding to all trains as optimization objectives, solve the objective function under the constraints to obtain the values ​​of each decision variable, and generate the train return track space allocation result based on the values ​​of each decision variable; and perform return control based on the train return track space allocation result.

[0169] Furthermore, such as Figure 4 As shown, the electronic device also includes other components such as a communication component 43, a display 44, a power supply component 45, and an audio component 46. Figure 4 The diagram only shows some components and does not mean that the electronic device includes only these components. Figure 4 The components shown. Additionally... Figure 4 The components within the dashed box are optional, not mandatory, and their specific requirements depend on the product form of the electronic device. The electronic device in this embodiment can be a terminal device such as a desktop computer, laptop computer, smartphone, or IoT device, or a server-side device such as a conventional server, cloud server, or server array. If the electronic device in this embodiment is a terminal device such as a desktop computer, laptop computer, or smartphone, it may include... Figure 4 The components within the dashed box; if the electronic device in this embodiment is implemented as a conventional server, cloud server, or server array, etc., it may be omitted. Figure 4 The component within the dashed box.

[0170] For a detailed description of the implementation process of each action by the processor, please refer to the relevant descriptions in the foregoing method embodiments or device embodiments, which will not be repeated here.

[0171] Accordingly, embodiments of this application also provide a computer-readable storage medium storing a computer program, which, when executed, can implement the steps that can be performed by an electronic device in the above method embodiments.

[0172] Accordingly, this application also provides a computer program product, including a computer program / instructions, which, when executed by a processor, enables the processor to perform the steps that can be executed by an electronic device in the above method embodiments.

[0173] The aforementioned communication components are configured to facilitate wired or wireless communication between the device containing the communication components and other devices. The device containing the communication components can access wireless networks based on communication standards, such as WiFi, 2G, 3G, 4G / LTE, 5G, and other mobile communication networks, or combinations thereof. In one exemplary embodiment, the communication components receive broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel. In one exemplary embodiment, the communication components also include a Near Field Communication (NFC) module to facilitate short-range communication. For example, the NFC module may be implemented based on Radio Frequency Identification (RFID) technology, Infrared Data Association (IrDA) technology, Ultra-Wideband (UWB) technology, Bluetooth (BT) technology, and other technologies.

[0174] The aforementioned display includes a screen, which may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen can be implemented as a touchscreen to receive input signals from a user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors can sense not only the boundaries of touch or swipe actions but also the duration and pressure associated with the touch or swipe operation.

[0175] The aforementioned power supply components provide power to various components within the device in which they reside. These power supply components may include a power management system, one or more power sources, and other components associated with generating, managing, and distributing power to the device in which they reside.

[0176] The aforementioned audio component can be configured to output and / or input audio signals. For example, the audio component includes a microphone (MIC) configured to receive external audio signals when the device containing the audio component is in an operating mode, such as call mode, recording mode, or voice recognition mode. The received audio signals can be further stored in memory or transmitted via a communication component. In some embodiments, the audio component also includes a speaker for outputting audio signals.

[0177] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-readable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0178] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0179] These computer program instructions may also be stored in a computer-readable storage medium that can direct a computer or other programmable data processing device to function in a particular manner, such that the instructions stored in the computer-readable storage medium produce an article of manufacture including instruction means, which are implemented in a process Figure 1 One or more processes and / or boxes Figure 1 The function specified in one or more boxes.

[0180] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment to cause a series of operational steps to be performed on the computer or other programmable equipment to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 One or more processes and / or boxes Figure 1 The steps of the function specified in one or more boxes.

[0181] In a typical configuration, a computing device includes one or more processors (CPU), input / output interfaces, network interfaces, and memory.

[0182] Memory may include non-persistent storage in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, such as read-only memory (ROM) or flash RAM. Memory is an example of computer-readable media.

[0183] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0184] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0185] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for allocating train parking spaces on a depot return track, characterized in that, include: In response to the track space allocation command, for each train, all or part of the track spaces are selected from the track space set and added to the first optional track space set, and all or part of the track spaces are selected from the track space set and added to the second optional track space set; each task of the train is sequentially designated as the current task according to the task start time from earliest to latest; based on the current task, the attribute information of the train, and the attribute information of each track space, a set of track spaces to be merged corresponding to the current task is selected from the track space set; the intersection of the set of track spaces to be merged with the first optional track space set and the second optional track space set is obtained to obtain a first intersection and a second intersection; the first optional track space set or the second optional track space set is updated according to the first intersection and the second intersection, and the process returns to the step of sequentially designating each task of the train as the current task until the last task of the train is designated as the current task; By combining the stopping time of each train at the initial track position, the first set of optional track positions and the second set of optional track positions for each train, a mixed integer programming model for allocating track positions for trains returning to the depot is established. The mixed integer programming model includes multiple decision variables, constraints and objective functions. The objective function is solved under the constraints of the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree, and total preference degree for all trains. The values ​​of each decision variable are obtained, and the train return track space allocation results are generated based on the values ​​of each decision variable. Train return control is implemented based on the allocation of track spaces for train return to the depot. The objective function is established as follows: a first sub-objective function is determined based on the shunting demand information of each train after it returns to the depot, where the first sub-objective function represents the total number of shunting operations for all trains; a second sub-objective function is determined based on the shunting result of each train being moved from its initial track position to its target track position via shunting operations, where the second sub-objective function represents the total shunting distance for all trains; a third sub-objective function is determined based on the obstruction result information of each train being blocked by other trains when it is parked at its initial track position, where the third sub-objective function represents the total number of obstructed trains for all trains; and a third sub-objective function is determined based on the obstruction result information of each train after shunting... The fourth sub-objective function is determined based on the shunting parking information of each train parked in its initial track position and the penalty for each train parked in each track position. This fourth sub-objective function represents the total penalty for all trains. The fifth sub-objective function is determined based on the initial track position where each train returns to the depot, the shunting parking information of each train, and the preference for each train parked in each track position. This fifth sub-objective function represents the total preference for all trains. The objective function is generated based on the first, second, third, fourth, and fifth sub-objective functions.

2. The method according to claim 1, characterized in that, The multiple decision variables include: the initial track position where each train is parked when it returns to the depot, whether each train needs to be shunted after returning to the depot, whether each train is still parked in the initial track position after shunting, whether each train is moved from the initial track position to the target track position through shunting operations, whether each train is blocked by other trains when it is parked in the initial track position, and the parking time of each train in the initial track position.

3. The method according to claim 1, characterized in that, Updating the first set of optional lane parking spaces or the second set of optional lane parking spaces based on the first intersection and the second intersection includes: If the number of lane parking spaces in the first intersection is greater than or equal to the number of lane parking spaces in the second intersection, then the first intersection and the set of lane parking spaces to be merged are merged to obtain a new first set of optional lane parking spaces. If the number of lane parking spaces in the first intersection is less than the number of lane parking spaces in the second intersection, then the second intersection and the set of lane parking spaces to be merged are merged to obtain a new second set of optional lane parking spaces.

4. The method according to claim 1, characterized in that, The constraints include at least one of the following: The constraints on track positions when a train returns to the depot, the constraints on track positions when a train is shunted, the constraints on the time a train spends in a track position, the relationship constraints between shunting auxiliary variables and parking decision variables, and the relationship constraints between discrete parking auxiliary variables and parking decision variables.

5. The method according to claim 4, characterized in that, The constraints on the track positions when the train returns to the depot include: Each train must stop at only one track position when returning to the depot.

6. The method according to claim 4, characterized in that, The constraints on track space during train shunting include at least one of the following: After shunting, each train must and can only be parked in any one of the second optional track positions in the corresponding second optional track position set; After all trains have been shunted, no more than one train may be parked in each track position. Before and after shunting, each train shall be parked at least once on any of the first optional track positions in the corresponding first optional track position set; For each train, if it is not parked in any of the first optional track positions in the corresponding first optional track position set before shunting, it must be parked in any optional track position that appears in both the corresponding first optional track position set and the second optional track position set after shunting. When two trains choose to park in the same track position, at least one of the trains needs to be shunted.

7. The method according to claim 4, characterized in that, The constraints on the time a train spends at a track parking space include at least one of the following: Trains that do not require shunting have a 0-hour dwell time on their initial parking track position. The dwell time of each train in the first optional track position is greater than the task execution time required for the first virtual task, or the dwell time of each train in the second optional track position is greater than the task execution time required for the second virtual task. Only one train can be parked in the same parking space on the same track at any given time. The parking and shunting operations performed on the outer track spaces of the same track are later than those performed on the inner track spaces.

8. The method according to claim 4, characterized in that, The constraints also include at least one of the following: Trains returning late need to reserve a specified number of maintenance track spaces; Trains can only park in the currently occupied track spaces after the occupancy period ends. If a standby train occupies an inner track space, the corresponding outer track space is also considered to be occupied by the standby train. Trains with long-duration missions will not be scheduled for shunting operations; Within any given time window, the number of trains returning from any power supply area cannot exceed the maximum number of trains returning to the depot for that power supply area within that time window.

9. A train return track parking space allocation device, characterized in that, The apparatus is used to perform the method according to any one of claims 1-8, the apparatus comprising: The filtering module, in response to a track space allocation instruction, selects all or part of the track spaces from the track space set for each train and adds them to the first optional track space set, and selects all or part of the track spaces from the track space set and adds them to the second optional track space set; sequentially assigns each task of the train as the current task according to the task start time from earliest to latest; filters out the track space set to be merged corresponding to the current task from the track space set based on the current task, the attribute information of the train, and the attribute information of each track space; takes the intersection of the track space set to be merged with the first optional track space set and the second optional track space set respectively to obtain a first intersection and a second intersection; updates the first optional track space set or the second optional track space set according to the first intersection and the second intersection, and returns to execute the step of sequentially assigning each task of the train as the current task until the last task of the train is assigned as the current task; A module is established to combine the stopping time of each train at the initial track position, the first set of optional track positions and the second set of optional track positions for each train, to establish a mixed integer programming model for train return track position allocation. The mixed integer programming model includes multiple decision variables, constraints and objective functions. The allocation module is used to solve the objective function with the total number of shunting trips, total shunting distance, total number of blocked trains, total penalty degree and total preference degree corresponding to all trains as optimization objectives, under the constraints of satisfying the constraints, to obtain the values ​​of each decision variable, and to generate the track space allocation results of each train when returning to the depot based on the values ​​of each decision variable. The depot return control module is used to control the return of trains to the depot based on the allocation of track spaces. The objective function is established as follows: a first sub-objective function is determined based on the shunting demand information of each train after it returns to the depot, where the first sub-objective function represents the total number of shunting operations for all trains; a second sub-objective function is determined based on the shunting result of each train being moved from its initial track position to its target track position via shunting operations, where the second sub-objective function represents the total shunting distance for all trains; a third sub-objective function is determined based on the obstruction result information of each train being blocked by other trains when it is parked at its initial track position, where the third sub-objective function represents the total number of obstructed trains for all trains; and a third sub-objective function is determined based on the obstruction result information of each train after shunting... The fourth sub-objective function is determined based on the shunting parking information of each train parked in its initial track position and the penalty for each train parked in each track position. This fourth sub-objective function represents the total penalty for all trains. The fifth sub-objective function is determined based on the initial track position where each train returns to the depot, the shunting parking information of each train, and the preference for each train parked in each track position. This fifth sub-objective function represents the total preference for all trains. The objective function is generated based on the first, second, third, fourth, and fifth sub-objective functions.

10. An electronic device, characterized in that, include: Memory and processor; The memory is used to store computer programs; The processor is coupled to the memory for executing the computer program to perform the steps of the method according to any one of claims 1-8.

11. A computer-readable storage medium storing a computer program, characterized in that, When the computer program is executed by a processor, it causes the processor to perform the steps of the method according to any one of claims 1-8.

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