A method and device for realizing super-long marshaling operation of high-speed railway trains

Abstract

The present invention discloses a method and device for realizing the operation of super-long train formations on a high-speed railway. The method comprises the following steps: predicting and studying passenger demand distribution information based on historical data; obtaining platform configuration information and operation information of all stations in the train operation interval; constructing a seat allocation scheme mathematical model that satisfies the safety of super-long train formation operation on the basis of train operation schedule information, passenger flow data, and platform configuration information on the stations; solving the constructed mathematical model using a heuristic solution method; obtaining a train stop position scheme at each station platform, a train compartment door control scheme, and a train seat allocation scheme; sending the train compartment door control scheme to an independent compartment door control device; and sending the train seat allocation scheme to a ticketing system. The present invention realizes the operation of super-long train formations on a high-speed railway without increasing high-speed railway line facilities, can alleviate the contradiction of insufficient capacity of high-speed railway lines in certain periods of time, and improves economic benefits and service levels.

Description

Technical Field

[0001] The present invention relates to a method and device for realizing super-long marshaling operation of high-speed railway trains. Background Art

[0002] In recent years, my country has built an increasingly complete high-speed railway operation network, which has become one of the main modes of transportation for medium and long-distance passengers in my country.

[0003] To better meet passenger travel needs, high-speed rail networks are increasingly adopting larger train formations, higher speeds, and higher density operations to improve peak-period transport capacity. On the one hand, the pursuit of higher speeds and higher density train operations presents significant challenges to operational planning and increases potential system risks. On the other hand, limitations in station and platform infrastructure hinder further increases in train formations. For railway operators, high-speed rail infrastructure construction is costly, and the associated costs of line expansion and station renovations can lead to significant waste of line resources during off-peak periods. Summary of the Invention

[0004] To address the aforementioned technical issues in the prior art, the present invention provides a method and device for implementing the operation of ultra-long trains on high-speed railways. This method enables the operation of ultra-long trains on high-speed railways without increasing the number of high-speed railway line facilities, thereby alleviating the problem of insufficient high-speed railway line capacity during certain periods and improving economic efficiency and service levels.

[0005] The technical solution of the present invention to solve the above technical problems is: a method and device for implementing the operation of ultra-long trains on high-speed railways, comprising the following steps:

[0006] S1, predicts passenger demand distribution information based on historical ticket sales data, including passenger departure time, number of passengers, origin and destination information;

[0007] S2, obtain the platform configuration information of all stations in the train running section, as well as the train running timetable information;

[0008] S3: Based on train schedule information, passenger flow data, and station platform configuration information, a mathematical model for seat allocation that ensures high-speed rail passenger operation safety is constructed with the goal of minimizing the deviation from passengers' expected travel times and meeting the platform location and train door control requirements for ultra-long trains.

[0009] S4, using heuristic solution method to solve the constructed mathematical model;

[0010] S5, obtaining the train stop position plan at each station platform, the train compartment door control plan and the train seat allocation plan;

[0011] S6, based on the obtained train compartment door control plan, sending it to the independent compartment door control device to achieve precise control of the compartment door;

[0012] S7: Based on the obtained train seat allocation plan, the seats are sold to the ticketing system.

[0013] Furthermore, the S1 step is specifically as follows:

[0014] S11, construct a training set D, where the training sample features are the features of all ODs in the existing high-speed rail network during the study period; the labels of the training samples are the historical ticket sales data of each OD pair on the study line during the corresponding period;

[0015] S12, build a traffic demand prediction model based on machine learning algorithm; train the traffic demand prediction model through the training set D and the training sample features and labels, and predict the passenger demand for each OD pair (i, j) at each time point h during the study period

[0016] Furthermore, the S3 step is specifically as follows:

[0017] S31, the number of train sets N k The minimum number of train formations N required to meet the existing super-long train formation technology min and the maximum number of groups N max The restrictions are:

[0018] N min ≤N k ≤N max (1);

[0019] Further, introduce the intermediate 0-1 variable Identify the train formation status, satisfying the following constraints:

[0020]

[0021]

[0022] Where K is the set of trains;

[0023] S32, the number of trains P of super-long train k stopping at the platform of station s k，s C is the maximum number of marshalings that the platform of station s can accommodate s and the number of train formations N k The smaller value of

[0024]

[0025] S33, when the passenger carriage n of the super-long train k stops at the platform of station s, the train carriage doors are opened to allow passengers to get on and off the train. When the train carriage n exceeds the station platform s, the carriage doors are closed and passengers are prohibited from getting on and off the train. There are the following constraints:

[0026]

[0027]

[0028]

[0029]

[0030] S34, seats assigned to carriage n of train k Only the OD pairs (i, j) that are assigned to this car and stop at both station i and station j and meet the capacity G of each train formation have the following constraints

[0031]

[0032]

[0033]

[0034]

[0035] in is the number of seats allocated to OD pair (i, j) in train k;

[0036] S35, the number of seats allocated to OD pairs (i, j) on all trains Satisfy all OD's time-varying passenger demands at each time point h Right now

[0037]

[0038]

[0039]

[0040] in The number of passengers expected to depart at time h for the OD pair (i, j) served by train k, The number of passengers of OD pair (i, j) served by train k;

[0041] S36, the objective function is to minimize the total travel cost and the total operating cost, that is,

[0042]

[0043] Where ω1, ω2 are weight coefficients, The travel time cost of the passenger (i, j) who wishes to depart at time h and choose train k is r k is the operating cost of train unit k.

[0044] Furthermore, the S4 step is specifically as follows:

[0045] S41, based on the variable domain search algorithm, the specific requirements of step S3 are met and the number of train formations N is constructed. k , Train car stop position P k，s and train compartment door control solutions Domain solution and domain structure;

[0046] S42, according to the train formation number and train compartment door control plan obtained in step S41, use the existing commercial solver to obtain the train seat allocation plan.

[0047] S43, repeat the above two steps until the convergence condition is reached.

[0048] Furthermore, the step S6 is specifically as follows:

[0049] S61, determining the specific stopping position of each super-long train group at the station platform, and controlling the train to stop at the station platform according to the specified position;

[0050] S62, the carriage door control device of each train controls the train to open only the corresponding carriage door for passengers to get on and off the train at the stop station platform according to the received control plan.

[0051] A device for implementing the operation of super-long train formations on a high-speed railway includes an independent train car door control device for achieving precise control of the car door of a single car. The device includes a memory and a processor. When the car door control scheme is generated and executed by the device, the train car door can achieve the above-mentioned precise control process.

[0052] Compared with the prior art, the present invention has the following beneficial effects: the present invention accurately controls the precise stopping position of each high-speed rail super-long train formation at each high-speed rail station platform and the corresponding train car door control device, so that the train car door can be accurately controlled at the station platform, ensuring that the train car opens the corresponding car door only when it stops at the station platform for passengers to get on and off the train, and further allocates the seats of each car of the train to the OD that the car stops at the starting and ending stations of the OD pair, so that passengers can get on and off the train normally after purchasing tickets. The present invention realizes the operation of super-long train formations without modifying the existing high-speed rail station platforms and line facilities, improves the transportation capacity of the train and then improves the transportation capacity of the line, can further alleviate the contradiction of insufficient high-speed rail transportation capacity during peak periods, reduces the construction of railway infrastructure, improves the service quality of passengers, and has significant economic benefits. BRIEF DESCRIPTION OF THE DRAWINGS

[0053] Figure 1 Flowchart of the present invention.

[0054] Figure 2 This is an implementation diagram of the ultra-long marshaling of high-speed railway according to the present invention.

[0055] Figure 3 This is a platform structure diagram of the high-speed railway station in the present invention.

[0056] Figure 4 It is the time-varying demand distribution diagram of each OD pair in a certain period of time in the present invention. DETAILED DESCRIPTION

[0057] In order to make the objectives, technical solutions and advantages of the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments. The exemplary embodiments of the present invention and their description are only used to explain the present invention and are not intended to limit the present invention.

[0058] like Figure 1 As shown, a method for implementing the operation of an ultra-long high-speed railway train of the present invention comprises the following steps:

[0059] S1, predicts passenger demand distribution information based on historical ticket sales data, including passenger departure time, number of passengers, origin and destination information;

[0060] S2, obtain the platform configuration information of all stations in the train running section, as well as the train running timetable information;

[0061] S3, based on train schedule information, passenger flow data, and station platform configuration information, with the goal of minimizing the deviation of passengers' expected travel time and meeting the platform location and train car door control requirements of super-long trains, constructs a mathematical model for seat allocation that meets the operational safety of super-long high-speed rail passenger trains.

[0062] S4, using heuristic solution method to solve the constructed mathematical model;

[0063] S5, obtaining the train stop position plan at each station platform, the train compartment door control plan and the train seat allocation plan;

[0064] S6, based on the obtained train compartment door control plan, sending it to the independent compartment door control device to achieve precise control of the compartment door;

[0065] S7: Based on the obtained train seat allocation plan, the seats are sold to the ticketing system.

[0066] The following examples are given to illustrate this. Figure 2 、 3 As shown in the figure, suppose a high-speed railway line has 4 stations (from station A to station D) and each station platform can only accommodate 4 train sets at most, and the seat capacity of each train set is 50. There are 5 trains in operation, all of which stop at every station. Then the trains serve 6 OD pairs of passengers (i.e. AB, AC, AD, BC, BD, CD). Assume that the time-varying demand distribution of each OD pair of the line obtained based on the present invention between 8:00 and 9:00 in the morning is as follows: Figure 4 As shown in Table 1, the demand for each OD pair and the section passenger flow are further calculated. Combining the above station platform settings and Table 1, it can be seen that under the existing technology, if the station platform facilities are not changed, the maximum train formation is 4, and the train seat capacity is 200. Therefore, the transportation capacity that 5 trains on this line can provide is 1000 (5×200) people, while the passenger flow in section BC is 1450 people. Therefore, under the existing technology, conventional train formations cannot meet all passenger needs, resulting in insufficient train transportation capacity.

[0067] Table 1. Passenger demand and interval passenger flow for each OD.

[0068]

[0069]

[0070] The effectiveness of the present invention is analyzed: Based on the above-mentioned research line data, the present invention enables the operation of high-speed rail trains with extra-long trains without changing the existing high-speed rail platforms and line facilities, thereby improving the line's transportation capacity and alleviating the contradiction of insufficient transportation capacity. The method includes: determining the extra-long train trains, a method for allocating seats to each train train, a technology for accurately stopping each train train at the station platform location, and a train car door precision control device and method. Compared with the existing technology, the present invention supports the precise automatic stopping of each train train at the station platform location through the timetable plan or dispatcher instructions, and also supports the driver's manual control to execute the precise station platform location of each train train. At the same time, the independent car door control device described in the present invention can support the automatic execution of the generated car door control plan, and also supports the driver's manual control of the execution of the precise car door control plan, so that the car doors of the cars parked at the station platform can open to carry out passenger boarding and disembarking operations, while the car doors outside the station platform must be closed and prohibited from carrying out passenger boarding and disembarking operations. Combined with the seat allocation method for each train formation, the seats of each carriage are only allocated to the OD that stops at the starting and ending stations of the OD pair, ensuring that passengers can get on and off the train at the corresponding stations after purchasing the corresponding tickets, without changing the existing service level. When the line capacity is tight during peak periods, the above-mentioned operational process requirements are met, and the train transportation capacity is improved only by operating high-speed rail super-long formation trains, and the optimal match between passenger flow demand and transportation capacity is achieved, reducing the renovation and expansion of high-speed rail lines and platform facilities, and improving the operational economy of the high-speed rail system. Based on the above description and data settings, this embodiment is based on the method and device described in the present invention, and the embodiment is experimentally tested. The specific results and operational implementation process are shown as follows. Figure 2 shown.

[0071] Determination of extra-long train formation:

[0072] Through the model and solution method described in the present invention, the most economical and applicable train formation that can meet the travel needs of all passengers is obtained, such as Figure 2 As shown in the figure, Train 1 has a marshaling capacity of 5, while Trains 2, 3, 4, and 5 have a marshaling capacity of 6, all exceeding the station platform length limit and representing an overlong high-speed train formation. Compared with conventional train formations, this overlong formation increases the transport capacity of Train 1 by 25%, and Trains 2, 3, 4, and 5 by 50%, respectively, ensuring that all passenger travel needs are met.

[0073] Determination of the precise stopping position of each train set at the station platform:

[0074] like Figure 2As shown, each train unit is positioned at its respective platform station. Cars within the platform are parked there, while cars outside the platform are not. As shown in the diagram, Train 1 has one car outside the platform at each of Stations A, B, C, and D. Trains 2, 3, 4, and 5 have two cars parked outside the platform at each station, using different parking arrangements.

[0075] Precise control of each train compartment door:

[0076] The train car door control device allows carriages parked on the station platform to open their doors for boarding and alighting, while carriages outside the platform must keep their doors closed. As shown in the figure, when all trains are parked at a station, the train car door control device allows passengers to board and alight within the platform, while the corresponding doors of carriages outside the platform remain closed.

[0077] Seat allocation plan for each train:

[0078] Based on the above scheme, the seat allocation scheme of the present invention is to allocate seats to specific carriages, and the seats of each carriage are only allocated to the OD that stops at the starting and ending stations of the OD pair. As shown in the train 5 in the figure, the first carriage on the left of the train only stops at the platforms of station A and station C. Therefore, the 50 seats in this carriage can only be allocated to passengers departing from station A and arriving at station C. After the corresponding passengers purchase the corresponding seats, they can be guaranteed to get on the train at station A and get off the train at station B. At station B, since passengers do not need to get on and off the train, the first carriage of train 5 does not stop at station B and the corresponding carriage door remains closed, which will not affect the passengers' travel services. Similarly, the seat allocation on each carriage of the train can meet the above-mentioned operational requirements.

[0079] In summary, the method and device described in the present invention can achieve the operation of ultra-long high-speed train formations without changing high-speed rail lines, station platforms, and other facilities, thereby improving train transportation capacity, alleviating the problem of insufficient train transportation capacity during peak periods, and further improving high-speed rail train revenue without increasing construction investment. Compared with the existing technology, the technical solution proposed by the present invention can effectively achieve the operation of ultra-long high-speed train formations and can be applied to conventional high-speed rail train formations, with excellent operational advantages and operating benefits.

[0080] The specific implementation methods described above further illustrate the objectives, technical solutions and beneficial effects of the present invention in detail. It should be understood that the above description is only a specific implementation method of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the scope of protection of the present invention.

Claims

1. A method for implementing the operation of super-long train formations on a high-speed railway, characterized in that: The following steps are involved: S1, based on historical ticket sales data, predict and study passenger demand distribution information, including passenger departure time, number of passengers, origin and destination stations; S2, obtain the platform configuration information of all stations in the train running section, as well as the train running timetable information; S3: Based on train schedule information, passenger flow data, and station platform configuration information, a mathematical model for seat allocation that ensures the safe operation of super-long train formations is constructed, with the goal of minimizing the deviation of passengers' expected travel times and meeting the requirements for station platform location and train compartment door control for super-long train formations. The S3 step is specifically as follows: S31, number of train sets It is necessary to meet the minimum number of train formations in the existing super-long train formation technology. and the maximum number of groups The restrictions are: ； Further, introduce the intermediate 0-1 variable Identify the train formation status, satisfying the following constraints: ； ； in Assemble for the train; S32, extra-long train Docked at Number of marshaling groups at the station platform for The maximum number of trains that the station platform can accommodate and number of train sets The smaller value of ； S33, super long train Passenger carriage Docked at When standing at the station platform, the doors of the train compartments are opened to allow passengers to get on and off the train. , and the train carriages Beyond When the train is on the platform, the doors of the carriages are closed and passengers are prohibited from getting on or off the train. , with the following constraints: ； ； ； ； S34, train Carriage Assigned seats Only assigned to this car at the station and the station OD pairs are parked at the station platform , and meet the capacity of each train formation , with the following constraints ； ； ； ； in For trains Assigned to OD pair the number of seats; S35, all trains are assigned to OD pairs Number of seats Satisfy all OD for each time point Time-varying passenger demand ,Right now ； ； ； in For trains Service OD Expected at the time Number of departing passengers, For trains Service OD Number of passengers; S36, the objective function is to minimize the total travel cost and the total operating cost, that is, ； In the formula , is the weight coefficient, For OD Expected at the time Departing passengers choose train travel time costs of the service, For trains operating expenses of the unit formation; S4, using heuristic solution method to solve the constructed mathematical model; S5, obtaining the train stop position plan at each station platform, the train compartment door control plan and the train seat allocation plan; S6, based on the obtained train compartment door control plan, sends it to the independent compartment door control device to achieve precise control of the compartment door; S7, sending the obtained train seat allocation plan to the ticketing system for sale.

2. A method for implementing super-long train operation on a high-speed railway according to claim 1, characterized in that: The S1 step is specifically as follows: S11, build training set ,The training sample features are the features of all ODs of the existing HSR network during the study period; The labels of the training samples are the ticket sales data of each OD pair of the study route in the corresponding period; S12, build a traffic demand prediction model based on machine learning algorithm; through the training set The traffic demand forecasting model is trained with the training sample features and labels to predict the time points during the study period. Each OD pair passenger demand .

3. The method for implementing the operation of super-long high-speed railway trains according to claim 1, characterized in that: The S4 step is specifically as follows: S41, based on the variable domain search algorithm, construct the domain solution and domain structure of the train formation quantity and train car door control scheme; S42, obtaining a seat allocation plan for the train using an existing commercial solver based on the number of train formations and train compartment door control requirements; S43, repeat the above two steps until the convergence condition is reached.

4. The method for implementing the operation of super-long high-speed railway trains according to claim 1, characterized in that: The S6 step is specifically as follows: S61, determining the specific stopping position of each super-long train group at the station platform, and controlling the train to stop at the station platform according to the specified position; S62, the carriage door control device of each train controls the train to open only the corresponding carriage door for passengers to get on and off the train at the stop station platform according to the received control plan.

5. A device for executing the method for implementing the operation of an ultra-long high-speed railway train according to any one of claims 1 to 4, characterized in that: It includes an independent control device for train compartment doors, which is used to achieve precise control of the compartment doors of a single compartment. The device includes a memory and a processor. When the compartment door control scheme is generated and executed by the device, the train compartment doors can achieve the above-mentioned precise control process.

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