Train operation plan automatic adjustment system and method with human-computer interaction function

Abstract

The application provides a train operation plan automatic adjustment system and method with human-computer interaction function, which comprises a line basic data processing and storage module, a train operation plan adjustment module, a human-computer interaction module and a visual input and output module. The static topological structure data of stations along a railway line is acquired; the train operation plan data of the railway line is acquired, and a train operation plan automatic adjustment model is constructed based on a space-time network; the train operation plan automatic adjustment model is solved by using a mathematical programming software ILOG Cplex to obtain an initial train operation adjustment plan; the instruction of changing the train operation line sequence input by a train dispatcher on the train operation plan automatic adjustment human-computer interaction system is acquired, and the train operation adjustment plan after the train operation sequence is changed is obtained based on the initial train operation adjustment plan. The system and method provided by the application can effectively solve the train operation adjustment problem under the condition of interval temporary blockage and meet the demand of the train dispatcher for temporarily adjusting the train operation line sequence.

Description

Technical Field

[0001] This invention relates to the field of train operation management technology, and in particular to an automatic train operation plan adjustment system and method with human-computer interaction function. Background Technology

[0002] High-speed trains spend most of their daily operation in direct contact with the external environment, making them inevitably susceptible to disruptions caused by weather or other human factors. In such cases, the original train schedule cannot be executed, disrupting traffic flow on the high-speed rail network and resulting in train delays.

[0003] Currently, adjustments to high-speed railway train operation plans are primarily made manually by train dispatchers at railway bureaus. When disruptions occur, dispatchers need to quickly assess the type and severity of the disruption and adjust the operation plans of affected trains, re-determining arrival and departure times and tracks for each train at various stations. However, temporary section closures can lead to widespread train delays, making it difficult for dispatchers to make rapid decisions within a limited timeframe. Furthermore, manual adjustments rely heavily on the dispatcher's experience, making them highly subjective and unable to determine the potential impact of adjustments on subsequent trains. It is evident that the drawbacks of relying on manual adjustments are becoming increasingly apparent, necessitating the theoretical design of optimized train operation adjustment algorithms to assist dispatchers in their decision-making.

[0004] When dispatchers adjust train operation plans, the train sequence is one of their key concerns. In existing research on train operation adjustment optimization, a common theoretical approach is to analyze specific emergency scenarios, comprehensively consider factors such as train priority and delay severity, assign different weight values ​​to different trains, and then determine the train sequence after an disruption event based on these weight values, subsequently establishing a corresponding mathematical optimization model for solution. However, due to the complexity of high-speed railway dispatching, train priority is often not a static, fixed value. Train dispatchers dynamically adjust the priority of each train based on real-time operating status, passenger flow, fixed equipment occupancy, and the busyness of each section, among other factors, to achieve a balanced and stable overall high-speed railway transportation order. Existing research on train operation adjustment optimization has not taken this factor into account. Summary of the Invention

[0005] Embodiments of the present invention provide an automatic train operation plan adjustment system and method with human-computer interaction function to solve the problems existing in the prior art.

[0006] To achieve the above objectives, the present invention adopts the following technical solution.

[0007] The automatic train operation plan adjustment system with human-computer interaction function includes a basic line data processing and storage module, a train operation plan adjustment module, a human-computer interaction module, and a visualization input and output module;

[0008] The basic data processing and storage module stores basic train line data and can also process the basic train line data to obtain adjustment data for train operation adjustments.

[0009] The human-computer interaction module is used for:

[0010] According to the train operation plan adjustment instruction, the adjustment instruction is parsed through the user intent parsing model. Based on the parsing results and the adjustment data of train operation adjustment, the train operation modification information is obtained; this process is executed once or multiple times.

[0011] Alternatively, train operation modification information can be obtained based on the adjustment data of the train operation adjustment, according to the train operation plan adjustment instruction;

[0012] According to the cancellation command, the above process is terminated; according to the resumption command, the above process continues.

[0013] The train operation plan adjustment module is used for:

[0014] Based on the railway line spatiotemporal network obtained from the railway line spatiotemporal network, constraints to ensure safe train operation are established. With the minimum total train delay time as the objective function, a train operation plan optimization model is established. The train operation adjustment plan is obtained by solving the train operation plan optimization model.

[0015] The train operation modification information sent through the human-computer interaction module modifies the parameters of the train operation plan optimization model, updates the train operation plan optimization model, and obtains the updated train operation adjustment plan by solving the updated train operation plan optimization model; this process may be executed once or multiple times.

[0016] The visualization input / output module is used to: acquire and send one or more of the train operation plan adjustment, cancellation, and restoration instructions to the human-computer interaction module; and to visualize the train operation plan and the updated train operation plan.

[0017] Preferably, the process of parsing the adjustment command through the user intent parsing model includes:

[0018] Based on the initial train operation adjustment plan, the arrival and departure times of each train at each station in the initial train operation adjustment plan are obtained through the formula.

[0019]

[0020] The arrival and departure times of each train at each station in the initial train operation adjustment plan are sorted in ascending order to calculate the arrival and departure order of each train at each station in the initial train operation adjustment plan; where F represents the train set; S represents the station set; n f For train sequence number; This is a list of the arrival order of all trains at station s in the initial train operation adjustment plan; This is a list of the departure order of all trains at station s in the initial train operation adjustment plan;

[0021] According to the initial train operation adjustment plan, via...

[0022]

[0023] Obtain the dwell time of each train at each station in the initial train operation adjustment plan; where F represents the train set; S represents the station set; d f The duration of train f's stop at station s in the initial train operation adjustment plan;

[0024] Based on the updated train operation adjustment plan generated by the train operation plan adjustment instruction, the arrival and departure times of each train at each station in the updated train operation adjustment plan are obtained through the formula.

[0025]

[0026] The arrival and departure times of each train at each station in the updated train operation adjustment plan are sorted in ascending order, and the arrival and departure order of each train at each station in the updated train operation adjustment plan is calculated; where, A list of the arrival order of all trains at station s in the updated train operation adjustment plan;

[0027] A list of the departure order of all trains at station s in the updated train operation adjustment plan;

[0028] According to the updated train operation adjustment plan, through-train

[0029]

[0030] The updated train operation adjustment plan includes the dwell time of each train at each station; where d′ f The duration of train f's stop at station s in the updated train operation adjustment plan;

[0031] To each and and as well as and The comparison operation is performed. If the comparison result indicates a change, the corresponding train operation sequence and train stop time constraints are modified. Otherwise, the train operation sequence and train stop time constraints are not modified.

[0032] Preferably, the spatiotemporal network of railway lines is obtained by extending the time dimension of the railway line topology network. The construction process of the railway line topology network includes:

[0033] Key locations on the line are extracted to form nodes in the network, and arcs are constructed based on the line connection relationships between nodes. Nodes include the entrance signal and exit boundary on the main line of the station, the rail insulation at both ends of the arrival and departure tracks, and the block division boundary. If the starting point of the arc is the station boundary point and the ending point is the arrival and departure track endpoint, it represents the receiving route. If the starting point of the arc is the arrival and departure track endpoint and the ending point is the station boundary point, it represents the departure route. If both ends of the arc are arrival and departure track endpoints, the arc represents the arrival and departure tracks where the train stops at the station and the stopping time. If both ends of the arc are the exit boundary and the entrance signal, it represents the train running in the section.

[0034] Preferably, the process of extending the time dimension of the railway line topology network to obtain the railway line spatiotemporal network includes:

[0035] Based on the railway line topology network, the time dimension of the topology network is extended to obtain the railway line spatiotemporal network; ignoring the line's signal system, the train's movement on the network is depicted as the train's selection of nodes through the spatiotemporal network diagram, forming a specific train spatiotemporal path.

[0036] Since the train's spatiotemporal path consists of a series of resource nodes, in order to ensure the safety of train operation, it is necessary to ensure that resources are occupied by at most one train. The definition of train conflict is: railway operation resources are requested to be occupied by two or more trains at the same time. When a sudden interference occurs in the railway network, trains may be delayed due to changes in their operating status, causing delayed trains to have to use the planned operation resources of subsequent trains, resulting in resource occupation conflict.

[0037] Preferably, the constraints include spatiotemporal network flow balance constraints, spatiotemporal resource occupancy marking constraints, train conflict constraints, train station dwell time constraints, train sequence constraints, train departure time constraints, train connection relationship constraints, and minimum train running time constraints.

[0038] The spatiotemporal network flow balance constraint is:

[0039]

[0040] In the formula, This represents the set of arc segments originating from node n. This represents the set of arc segments that terminate at node n. Let a be the decision variable. If train f chooses arc a, then 1 is the set of nodes, and 0 is the set of trains.

[0041] The spatiotemporal resource occupancy marking constraint is:

[0042]

[0043] In the formula, As an auxiliary variable, if train f occupies spatiotemporal resources r, then =1, otherwise =0; L f For train f, the set of arc segments in the spatiotemporal network; As an auxiliary variable, if arc a occupies spatiotemporal resources r, i.e. r∈R a ,but =1 for positive, 0 for negative; F represents the train set; R a This represents the spatiotemporal resource node occupied by arc segment a, where a∈Arc;

[0044] Train conflict constraint means that any spatiotemporal resource can be occupied by at most one train:

[0045]

[0046] In the formula As an auxiliary variable, if train f occupies spatiotemporal resources r, then =1, otherwise 0; F represents the train set;

[0047] The train departure time constraints are as follows:

[0048]

[0049] In the formula, This indicates the collection of receiving routes within station s; Let a be the decision variable. If train f chooses arc a, then =1, otherwise =0; Dep is the time corresponding to the termination point of arc segment a; f s is the planned departure time of train f at station s; F is the train set; S is the station set;

[0050] The train connection relationship constraints are as follows:

[0051]

[0052] In the formula, The time corresponding to the termination point of arc segment a; Con f,f′ As a parameter, if trains f and f′ are connected, and f′ is the successor train of f, then Con f,f′ 1 if the value is 1, otherwise 0; F represents the train set;

[0053] The train stopping time constraint is as follows:

[0054]

[0055] In the formula, C is the set of stopping arcs within station s; a Let S be the weight of arc segment a; S be the set of stations; F be the set of trains; Stop min Let be the minimum stopping time for train f at station s. In the human-computer interaction module, the stopping time for each train can be modified to allow for a Stop time. min Things will change;

[0056] The minimum running time constraint is:

[0057]

[0058] In the formula t represents the minimum interval running time within interval st, where s and t are adjacent stations;

[0059] The train operation sequence constraints are as follows:

[0060]

[0061] In the formula, f and f′ represent two different trains; This represents the time corresponding to the entry arc selected by train f at station s; This represents the time corresponding to the departure arc selected by train f at station s; The minimum interval between train arrivals at station s; The minimum time interval for train departures at station s is represented by the symbol ∨, which indicates that only one of the two constraints on the left and right can be true. In the human-computer interaction module, the running order of each train at each station can be modified, making the train running order constraint a dynamic constraint.

[0062] Preferably, the objective function is:

[0063]

[0064] In the formula ω f Let f be the weight of train f; Let a be the decision variable. If train f chooses arc a, then =1, otherwise =0; Let be the time corresponding to the termination point of arc segment a.

[0065] Secondly, the present invention provides a method for automatically adjusting train operation plans with human-computer interaction functionality, comprising:

[0066] According to the train operation plan adjustment instruction, the adjustment instruction is parsed through the user intent parsing model. Based on the parsing results and the adjustment data of train operation adjustment, the train operation modification information is obtained; this process is executed once or multiple times.

[0067] Alternatively, train operation modification information can be obtained based on the adjustment data of the train operation adjustment, according to the train operation plan adjustment instruction;

[0068] Based on the railway line spatiotemporal network obtained from the railway line spatiotemporal network, constraints to ensure safe train operation are established. With the minimum total train delay time as the objective function, a train operation plan optimization model is established. The train operation adjustment plan is obtained by solving the train operation plan optimization model.

[0069] By modifying train operation information, the parameters of the train operation plan optimization model are modified, the train operation plan optimization model is updated, and the updated train operation adjustment plan is obtained by solving the updated train operation plan optimization model; this process is performed once or multiple times.

[0070] As can be seen from the technical solutions provided by the embodiments of the present invention above, the present invention provides an automatic train operation plan adjustment system and method with human-computer interaction function. The system includes a line basic data processing and storage module, a train operation plan adjustment module, a human-computer interaction module, and a visualization input / output module. It acquires static topology data of stations along the railway line; acquires train operation plan data of the railway line and constructs an automatic train operation plan adjustment model based on a spatiotemporal network; solves the automatic train operation plan adjustment model using the mathematical programming software ILOG Cplex to obtain an initial train operation adjustment plan; acquires the train dispatcher's input command to change the train running order on the automatic train operation plan adjustment human-computer interaction system, and obtains the train operation adjustment plan after changing the train running order based on the initial train operation adjustment plan. The system and method provided by the present invention realizes train operation plan adjustment under section closure. When the original train operation plan cannot be executed, it can quickly and automatically adjust the train operation plan affected by the section closure. Simultaneously, it can receive the dispatcher's input command for adjusting the running order of specific trains through the human-computer interaction interface and quickly generate the corresponding train operation adjustment plan.

[0071] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and will become apparent from the description or may be learned by practice of the invention. Attached Figure Description

[0072] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0073] Figure 1 A logic block diagram of the automatic train operation plan adjustment system with human-computer interaction function provided by the present invention;

[0074] Figure 2 This is the original train operation plan diagram before the initial optimization as described in the embodiment of the present invention.

[0075] Figure 3 This is the initial optimized train operation adjustment plan diagram described in the embodiment of the present invention.

[0076] Figure 4 The four trains involved in the sequence adjustment in the initial optimized train operation adjustment plan described in this embodiment of the invention (before manual sequence adjustment).

[0077] Figure 5 The four trains involved in the sequence adjustment (after manual sequence adjustment) in the initial optimized train operation adjustment plan described in this embodiment of the invention are examples of trains whose sequence has been adjusted.

[0078] Figure 6 This refers to the train operation adjustment plan that is further optimized after receiving the order adjustment instruction, as described in this embodiment of the invention.

[0079] In the picture:

[0080] 101. Basic line data processing and storage module; 102. Human-computer interaction module; 103. Train operation plan adjustment module; 104. Visual input / output module. Detailed Implementation

[0081] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0082] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated features, integers, steps, operations, elements, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and / or groups thereof. It should be understood that when we say an element is “connected” or “coupled” to another element, it can be directly connected or coupled to the other element, or there may be intermediate elements. Furthermore, “connected” or “coupled” as used herein can include wireless connections or couplings. The term “and / or” as used herein includes any and all combinations of one or more of the associated listed items.

[0083] It will be understood by those skilled in the art that, unless otherwise defined, all terms used herein (including technical and scientific terms) have the same meaning as commonly understood by one of ordinary skill in the art to which this invention pertains. It should also be understood that terms such as those defined in general dictionaries should be understood to have the same meaning as in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as herein.

[0084] To facilitate understanding of the embodiments of the present invention, the following will provide further explanation and description with reference to the accompanying drawings and several specific embodiments. These embodiments do not constitute a limitation on the embodiments of the present invention.

[0085] See Figure 1 The present invention provides an automatic train operation plan adjustment system with human-computer interaction function, including a line basic data processing and storage module 101, a train operation plan adjustment module 103, a human-computer interaction module 102, and a visualization input and output module 104.

[0086] The line basic data processing and storage module 101 stores the basic data of the train line and can also process the basic data of the train line to obtain adjustment data for train operation adjustment.

[0087] The human-computer interaction module 102 is used to: parse the train operation plan adjustment instruction using a user intent parsing model, and combine the parsing result with adjustment data based on the train operation adjustment to obtain train operation modification information. The above process is the automatic adjustment and optimization process performed by this module based on the operation plan adjustment instruction. In the specific adjustment work, the modified plan will be fed back to the user for real-time review. If the user is not satisfied with the modification result and continues to input an updated train operation plan adjustment instruction, the above process will continue to be executed one or more times for updating and modification until the user is satisfied. In the embodiments provided by this invention, a direct manual adjustment method is also provided, the process of which is as follows: based on the train operation plan adjustment instruction (which can be a manual adjustment instruction performed by directly dragging the route bar on the screen), train operation modification information is obtained based on the adjustment data of the train operation adjustment. In the embodiments provided by this invention, undo and redo functions are also provided, the process of which is: according to the undo instruction, the above execution process is terminated; according to the redo instruction, the above process continues to be executed.

[0088] Train operation plan adjustment module 103 is used for:

[0089] Based on the railway line spatiotemporal network obtained from the railway line spatiotemporal network, constraints to ensure safe train operation are established. With the minimum total train delay time as the objective function, a train operation plan optimization model is established. The train operation adjustment plan is obtained by solving the train operation plan optimization model.

[0090] The train operation modification information sent by the human-computer interaction module 102 modifies the parameters of the train operation plan optimization model, updates the model, and obtains the updated train operation plan by solving the updated model. Corresponding to the human-computer interaction module 102, this process is repeated once or multiple times based on user feedback.

[0091] The visualization input / output module 104 is used to: acquire and send one or more of the train operation plan adjustment instructions, cancellation instructions and restoration instructions to the human-computer interaction module 102; and to visualize the train operation plan and the updated train operation plan.

[0092] In a preferred embodiment of the present invention, the line basic data processing and storage module 101, based on the original basic data file of the high-speed railway line, models and processes the line basic data required for the train operation adjustment model to form an adjustment data file that can be used for train operation adjustment. Specific line basic data processing tasks include:

[0093] (1) Line topology and engineering data. This includes station data (coordinates, class, connecting lines, connecting direction) and line data (line gradient, curve radius, section length, number of main lines, and target line speed).

[0094] (2) Station topology and engineering data. This includes the number of station tracks, the connection relationships between station throats, and the layout of track circuits.

[0095] (3) Signal equipment data. Signals, transponders, track circuit insulation, and block section locations.

[0096] (4) Power supply equipment data. The line coverage area of ​​each power supply arm.

[0097] Through automatic filtering, modeling, processing, and storage in the "Line Basic Data" submodule of the system's backend database, a standard format line basic data file that can be used for train operation adjustments is formed.

[0098] The train operation plan adjustment parameter processing and storage module, based on the railway bureau's train operation plan data, models and processes the timetable parameters required for train operation adjustments, forming a train timetable parameter data file for train operation adjustments. This allows the train timetable adjustment parameters to be read by the train operation adjustment model. Specific train operation plan adjustment parameter processing tasks include:

[0099] (1) Train running time. This includes the pure running time of the train in the section, the additional time for starting, the additional time for stopping, the additional time for slow travel, and the multiple of the longest running time of the train in the section when the train operation is adjusted.

[0100] (2) Train tracking interval time. This includes the interval time between consecutive arrivals of trains in the same direction at each station, the interval time between trains in the same direction track between sections, the interval time between trains arriving first and then passing through in the same direction, the interval time between consecutive departures of trains in the same direction from stations, the interval time between trains departing first and then passing through in the same direction, the interval time between trains passing through first and then departing in the same direction, and the interval time between trains in the same direction track between sections.

[0101] (3) Station interval time. This includes the arrival and departure intervals of trains on opposing routes and the departure and arrival intervals of trains occupying the same track.

[0102] (4) Standard for connecting time of EMU trains. The minimum connecting time standard for different types of EMU trains at each station.

[0103] The input / output module includes a train operation plan display and output submodule and a train operation adjustment plan display and output submodule. The train operation plan display and output submodule displays the original train operation plan before the section closure in a graphical way. It can support viewing the original arrival and departure times and occupied tracks of each train at each station, and can also output data files in a specific format.

[0104] The Train Operation Adjustment Plan Display and Output Submodule is used to display the train operation adjustment plan generated after the model is automatically solved, including the new arrival and departure times of trains affected by section closures at various stations and the occupied tracks. It can also be output as a data file in a specific format.

[0105] The human-computer interaction module 102 is used to modify the train operation adjustment plan solved by the model according to the dispatcher's personal intention. It automatically modifies the corresponding objective function or constraints and quickly outputs a new train operation adjustment plan that meets the dispatcher's personal intention. The dispatcher can choose to cancel or retain the new train operation adjustment plan.

[0106] Although the optimization method in this embodiment can provide dispatchers with a high-quality train operation adjustment plan in a short time, due to the complexity of on-site dispatching work on high-speed railways, this system in this embodiment has the function of manually adjusting the train sequence and train stopping time based on the initial train operation adjustment plan given by the optimization method. The specific steps to implement this function are as follows:

[0107] (1) Users can click and select train lines on the human-computer interaction interface. When a train line is selected, it will display a different color and line shape than an unselected train line.

[0108] (2) Users can drag, pan, and stretch the selected train line to modify the departure and arrival times of the train at each station.

[0109] (3) To prevent users from making mistakes or errors, the system retains the "undo" and "restore" functions.

[0110] (4) In most cases, the train operation adjustment plan generated by the user after operation through the human-computer interaction interface is an infeasible solution. This system will automatically parse the user's intent through the user intent parsing model, dynamically modify the constraints related to train sequence and train stops in the optimization model based on the parsing results, restart the optimization model, and output a new, conflict-free train operation adjustment plan.

[0111] The principle of the user intent parsing model is as follows:

[0112] (1) When the initial train operation adjustment plan is generated, the human-computer interaction module 102 records the arrival and departure times of each train at each station and sorts the times from smallest to largest to calculate the arrival and departure order of the trains at each station.

[0113]

[0114] In the formula, F represents the set of trains; S represents the set of stations; n f For train sequence number; This is a list of the arrival order of all trains at station s in the initial train operation adjustment plan; This is a list of the departure order of all trains at station s in the initial train operation adjustment plan.

[0115] (2) When the initial train operation adjustment plan is generated, the human-computer interaction module 102 records the dwell time of each train at each station.

[0116]

[0117] In the formula, F represents the set of trains; S represents the set of stations; d f This refers to the dwell time of train f at station s in the initial train operation adjustment plan.

[0118] (3) An updated train operation adjustment plan is generated based on the train operation plan adjustment instruction and fed back to the user through the human-machine interface. After the user completes the adjustment through the human-machine interface, the system will...

[0119]

[0120] The arrival and departure times of each train at each station were re-recorded and sorted from smallest to largest to calculate the arrival and departure order of trains at each station. This result was then used to... and By comparing the train sequence changes, the train sequence constraints in the optimization model are modified accordingly. If the train sequence remains unchanged, the train sequence constraints are not modified.

[0121] (4) After the user has finished adjusting the human-computer interaction interface, the system

[0122] Through

[0123] s∈S re-record the stop time of each train at each station. By applying this result... and By comparing the changes in train stop times, the train stop time constraints in the optimization model are modified accordingly. If the train stop times remain unchanged, the train stop time constraints are not modified.

[0124] The adjustment and optimization principle of the train operation plan adjustment module 103 is as follows.

[0125] Based on the actual physical structure of railway lines, they are abstracted into a topological network under the mesoscopic railway network. The idea of ​​the mesoscopic railway network is to extract some key locations on the line to form nodes in the network, and to construct arcs based on the line connection relationship between nodes, including: (1) the entrance signal and exit boundary on the main line of the station; (2) the rail insulation at both ends of each arrival and departure line (including the main line within the station); (3) the block division boundary point and other three types of key locations to form three types of spatial network nodes, namely, entrance and exit nodes, arrival and departure nodes and block division boundary nodes.

[0126] Routes within a station are considered block sections, with the rule that a receiving route constitutes one block section, a departure route constitutes another, and inter-station sections are merged into one block section. Receiving and departure routes are treated as a single resource, and safe use between routes is ensured through train tracking intervals. The mesoscopic track map consists of station boundary points and the two endpoints of arrival and departure tracks. The arcs between these endpoints represent receiving and departure routes. If the arc starts at a station boundary point and ends at an arrival / departure track endpoint, it represents a receiving route; if it starts at an arrival / departure track endpoint and ends at a station boundary point, it represents a departure route; if both ends of the arc are arrival / departure track endpoints, it represents the arrival / departure track and stop time at the station; if both ends of the arc are the station boundary and the arrival / departure signal, it indicates train operation within the section. Intersections between different arcs indicate intersecting routes, requiring consideration of train arrival / departure sequences and safe operating intervals.

[0127] Based on the mesoscopic railway network, the temporal dimension of the network is extended to obtain a spatiotemporal network. Ignoring the signaling system of the railway lines, the train's movement on the network can be characterized as the train's selection of nodes through the spatiotemporal network diagram, forming a specific train spatiotemporal path.

[0128] A train's spatiotemporal path consists of a series of resource nodes. To ensure safe train operation, resources must be occupied by at most one train. A conflict can be defined as two or more trains simultaneously requesting to occupy railway resources. When a sudden disturbance occurs in the network, trains may be delayed due to changes in their operating status. Delayed trains may then have to use the planned resources of subsequent trains, resulting in resource occupation conflicts. By representing the earliest feasible path of a train under sudden disturbance in the spatiotemporal network, it is necessary to check for conflicts in the network and adopt reasonable measures to resolve them. In this process, conflict detection becomes a prerequisite for conflict resolution.

[0129] For train operation elements, establish constraints to ensure train operation safety, and impose corresponding restrictions on the spatiotemporal network arc, train station dwell time, train departure time, train connection relationship, and minimum train running time.

[0130]

[0131] This constraint is a spatiotemporal network flow balance constraint, where, This represents the set of arc segments originating from node n. This represents the set of arc segments that terminate at node n. Let a be the decision variable. If train f chooses arc a, then 1 is given if the condition is true and 0 otherwise; N is the set of nodes and F is the set of trains.

[0132]

[0133] This constraint is a spatiotemporal resource occupancy marking constraint, where... As an auxiliary variable, if train f occupies spatiotemporal resources r, then =1, otherwise =0; L f For train f, the set of arc segments in the spatiotemporal network; As an auxiliary variable, if arc a occupies spatiotemporal resources r, i.e. r∈R a ,but =1 for positive, 0 for negative; F represents the train set; R a This represents the spatiotemporal resource node occupied by arc segment a, where a∈Arc.

[0134]

[0135] This constraint is a train conflict constraint, indicating that any spatiotemporal resource can be occupied by at most one train. In the formula... As an auxiliary variable, if train f occupies spatiotemporal resources r, then =1, otherwise 0; F represents the train set;

[0136]

[0137] This constraint is a 0-1 variable constraint, indicating that the model is a 0-1 integer programming model. In the formula... Let a be the decision variable. If train f chooses arc a, then =1 for F, 0 for L; F represents the train set; L f Let f be the set of arc segments in the spatiotemporal network of train f.

[0138]

[0139] This constraint is a train departure time constraint. In the formula... This indicates the collection of receiving routes within station s; Let a be the decision variable. If train f chooses arc a, then =1, otherwise =0; Dep is the time corresponding to the termination point of arc segment a; fs is the planned departure time of train f at station s; F is the train assembly; S is the station assembly.

[0140]

[0141] This constraint is a train connection relationship constraint. In the formula... The time corresponding to the termination point of arc segment a; Con f,f′ As a parameter, if trains f and f′ have a successor relationship, and f′ is the following train of f, then Con f,f′ 1 if the value is 1, otherwise 0; F represents the train set;

[0142]

[0143] This constraint is a train stopping time constraint. In the formula... C is the set of stopping arcs within station s; a Let S be the weight of arc segment a; S be the set of stations; F be the set of trains; Stop min This represents the minimum stopping time for train f at station s. Through the human-computer interaction module 102, the user can modify the stopping time for each train. Therefore, Stop... min Things will change.

[0144]

[0145] This constraint is a minimum running time constraint. In the formula... Let t be the minimum interval running time within interval s, where s and t are adjacent stations.

[0146]

[0147] This constraint is a train operation sequence constraint, where f and f′ represent two different trains. This represents the time corresponding to the entry arc selected by train f at station s; This represents the time corresponding to the departure arc selected by train f at station s;

[0148] The minimum interval between train arrivals at station s; The minimum time interval for train departures at station s is represented by the symbol ∨, which indicates that only one of the two constraints on the left and right can be true. Under the human-computer interaction module 102, the user can modify the running order of each train at each station. Therefore, this constraint is a dynamic constraint.

[0149] In step four, the objective function is:

[0150]

[0151] In the formula ω fLet f be the weight of train f; Let a be the decision variable. If train f chooses arc a, then =1, otherwise =0; Let be the time corresponding to the termination point of arc segment a.

[0152] An automatic adjustment and optimization model for train operation schedules was established with the goal of minimizing total train delay time. The mathematical programming software ILOG Cplex was used to solve the automatic adjustment mathematical optimization model for train operation schedules, resulting in an initial train operation adjustment plan.

[0153] The present invention also provides an embodiment that exemplarily illustrates the simulation process of optimizing and adjusting the runtime plan.

[0154] The case study involves a high-speed railway line, comprising five stations from a certain city in the north to the east of a certain city in Dezhou, as well as two junctions: the Beijing-Tianjin junction and the Tianjin-Shanghai junction. The case includes a total of 295 trains. Considering a temporary two-way section closure between a certain city in Tianzhou (south) and a certain city in Cangzhou (west) from 10:00 to 11:00, the case study uses the aforementioned automatic adjustment algorithm and software system to generate an adjusted train timetable.

[0155] Figure 2 This is the original train operation plan before the solution in the example. Figure 3 This is the initial train operation adjustment plan after solving the example. Figure 4 This refers to the four trains whose sequence was adjusted in the initial train operation adjustment plan (before the manual sequence adjustment). Figure 5 The initial train operation adjustment plan includes four trains whose sequence is adjusted (after manual sequence adjustment). Figure 6 This is a train operation adjustment plan that has been further optimized after receiving the sequence adjustment instruction.

[0156] The train operation adjustment plan calculated in this embodiment will be explained next. Figure 3 , Figure 4 , Figure 5 The H-shaped solid line segment represents the two-way closure of the section. In this embodiment, the two-way closure time is from 10:00 am to 11:00 am, and the closure section is from the south of Tianmou City to the east of Demou City. Figure 3 This is the initial train operation adjustment plan obtained from the model solution. Assume the user wants to adjust... Figure 4 The operating sequence of the four trains was adjusted. Through an optimized human-computer interaction module, users could manually adjust the operating sequence of these four trains. The result is as follows: Figure 5 As shown. Because the results of manual adjustments do not meet the train operation safety constraints, the system, upon receiving a manual adjustment instruction, will automatically modify the corresponding objective function or constraints and quickly output a new train operation adjustment plan that conforms to the dispatcher's personal intentions, such as...Figure 6 As shown.

[0157] Secondly, the present invention provides a method for automatically adjusting train operation plans with human-computer interaction function, comprising the following steps:

[0158] According to the train operation plan adjustment instruction, the adjustment instruction is parsed through the user intent parsing model. Based on the parsing results and the adjustment data of train operation adjustment, the train operation modification information is obtained; this process is executed once or multiple times.

[0159] Alternatively, train operation modification information can be obtained based on the adjustment data of the train operation adjustment, according to the train operation plan adjustment instruction;

[0160] Based on the railway line spatiotemporal network obtained from the railway line spatiotemporal network, constraints to ensure safe train operation are established. With the minimum total train delay time as the objective function, a train operation plan optimization model is established. The train operation adjustment plan is obtained by solving the train operation plan optimization model.

[0161] By modifying train operation information, the parameters of the train operation plan optimization model are modified, the train operation plan optimization model is updated, and the updated train operation adjustment plan is obtained by solving the updated train operation plan optimization model; this process is performed once or multiple times.

[0162] In summary, this invention provides an automatic train operation plan adjustment system and method with human-computer interaction functionality. The system includes a basic line data processing and storage module, a train operation plan adjustment module, a human-computer interaction module, and a visualization input / output module. It acquires static topology data of stations along the railway line; acquires train operation plan data of the railway line and constructs an automatic train operation plan adjustment model based on a spatiotemporal network; solves the automatic train operation plan adjustment model using the mathematical programming software ILOGCplex to obtain an initial train operation adjustment plan; and acquires the train dispatcher's input command to change the train running sequence on the automatic train operation plan adjustment human-computer interaction system. Based on the initial train operation adjustment plan, it obtains the train operation adjustment plan after changing the train running sequence. The system and method provided by this invention realize train operation plan adjustment under section closure. When the original train operation plan cannot be executed, it can quickly and automatically adjust the train operation plan affected by the section closure. Simultaneously, it can receive dispatcher's input command for adjusting the running sequence of specific trains through the human-computer interaction interface and quickly generate the corresponding train operation adjustment plan.

[0163] Those skilled in the art will understand that the accompanying drawings are merely schematic diagrams of one embodiment, and the modules or processes shown in the drawings are not necessarily essential for implementing the present invention.

[0164] As can be seen from the above description of the embodiments, those skilled in the art can clearly understand that the present invention can be implemented by means of software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solution of the present invention, or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in various embodiments or some parts of the embodiments of the present invention.

[0165] The various embodiments in this specification are described in a progressive manner. Similar or identical parts between embodiments can be referred to mutually. Each embodiment focuses on describing the differences from other embodiments. In particular, for apparatus or system embodiments, since they are basically similar to method embodiments, the description is relatively simple; relevant parts can be referred to the descriptions in the method embodiments. The apparatus and system embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without creative effort.

[0166] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A train operation plan automatic adjustment system with human-machine interaction function, characterized in that, The line basic data processing and storage module, the train operation plan adjustment module, the man-machine interaction module and the visual input and output module are included. The line basic data processing and storage module stores train line basic data and can process the train line basic data to obtain adjustment data for train operation adjustment. The man-machine interaction module is used for: Process one, according to the train operation plan adjustment instruction, the adjustment instruction is parsed through the user intention analysis model, and the train operation modification information is obtained based on the analysis result and the adjustment data of the train operation adjustment; Process one is executed once or multiple times; Or, process two, according to the train operation plan adjustment instruction, the train operation modification information is obtained based on the adjustment data of the train operation adjustment; According to the cancellation instruction, the above process one or process two is terminated; According to the recovery instruction, the above process one or process two is continued to execute; The process of parsing the adjustment instruction through the user intention analysis model includes: According to the initial train operation adjustment plan, the arrival and departure time of each train at each station in the initial train operation adjustment plan is obtained through formula arriving at and departing from each station in the initial train operation adjustment plan are arranged in ascending order, and arriving and departing sequences of each train at each station in the initial train operation adjustment plan are obtained by calculation; wherein, representing a train set; representing a station set; being a train sequence number; being a list of arriving sequences of all trains at station s in the initial train operation adjustment plan; being a list of departing sequences of all trains at station s in the initial train operation adjustment plan; being a list of departing sequences of all trains at station s in the initial train operation adjustment plan; According to the initial train operation adjustment plan, through formula obtaining the stop time of each train in each station in the initial train operation adjustment plan; wherein, representing a set of trains; representing a set of stations; for each train in the initial train operation adjustment plan, in the station stop time; According to the updated train operation adjustment plan generated by the train operation plan adjustment instruction, the arrival and departure time of each train at each station in the updated train operation adjustment plan is obtained through formula arriving and departing time of each train in each station in the updated train operation adjustment plan is arranged in ascending order, and arriving and departing order of each train in each station in the updated train operation adjustment plan is obtained by calculation; wherein, a list of arriving order of all trains in station s in the updated train operation adjustment plan; a list of departing order of all trains in station s in the updated train operation adjustment plan; a list of departing order of all trains in station s in the updated train operation adjustment plan; According to the updated train operation adjustment plan, through formula obtaining the stop time of each train in each station in the updated train operation adjustment plan; wherein, is the stop time of train f in station s in the updated train operation adjustment plan. To each and , and ,as well as and The comparison operation is performed. If the comparison result indicates a change, the corresponding train running sequence and train stopping time constraints are modified. Otherwise, the train running sequence and train stopping time constraints are not modified. The train operation plan adjustment module is used for: Process three, based on the railway line space-time network obtained from the railway line space-time network, the constraint condition for ensuring the safe operation of the train is established, the minimum total train delay time is taken as the objective function, the train operation plan optimization model is established, and the train operation adjustment plan is obtained by solving the train operation plan optimization model; Process four, through the train operation modification information sent by the man-machine interaction module, the parameters of the train operation plan optimization model are modified, the train operation plan optimization model is updated, and the updated train operation adjustment plan is obtained by solving the updated train operation plan optimization model; Process four is executed once or multiple times; The visual input and output module is used for: acquiring and sending any one or more of the train operation plan adjustment instruction, the cancellation instruction and the recovery instruction to the man-machine interaction module; The train operation adjustment plan and the updated train operation adjustment plan are visually outputted.

2. The system of claim 1, wherein, The railway line space-time network is obtained by expanding the time dimension of the railway line topological network, and the construction process of the railway line topological network includes: The key positions on the extraction line form nodes in the network, and arcs are constructed based on the connection relationship between the nodes, the nodes including the entry signal and the exit station boundary on the main line of the station, the rail insulator at the two ends of each arrival-departure line of the station, and the boundary point of the block section; if the starting point of the arc is the boundary point of the station and the ending point is the end point of the arrival-departure line, the arc represents a receiving route; if the starting point of the arc is the end point of the arrival-departure line and the ending point is the boundary point of the station, the arc represents a sending route; if the two ends of the arc are both the end points of the arrival-departure line, the arc represents the arrival-departure line and the stopping time of the train at the station; and if the two ends of the arc are the exit station boundary and the entry signal, the arc represents the train running in the section.

3. The system of claim 1, wherein, The process of expanding the time dimension of the railway line topology network to obtain the railway line space-time network comprises: On the basis of the railway line topology network, the time dimension of the topology network is expanded to obtain the railway line space-time network; the signal system of the line is ignored, the running of the train on the network is depicted as the selection of the train to the node through the space-time network diagram, and a specific space-time path of the train is formed; Based on the fact that the space-time path of the train is composed of a series of resource nodes, in order to ensure the safety of the train operation, it is necessary to ensure that at most one train occupies the resource, and the definition of the train conflict is obtained: the railway traffic resource is requested to be occupied by two or more trains at the same time; when a sudden disturbance occurs in the network, the train may be delayed due to the change of the running state, the delayed train has to use the planned occupation of the traffic resource of the subsequent train, and the resource occupation conflict is caused.

4. The system of claim 1, wherein, The constraint conditions comprise a space-time network flow balance constraint, a space-time resource occupation marking constraint, a train conflict constraint, a train stopping time constraint at the station, a train sequence constraint, a train departure time constraint, a train connection relationship constraint, and a minimum running time constraint of the train; The space-time network flow balance constraint is: In the formula, denotes the arc segment set with node as the starting point, denotes the arc segment set with node as the ending point; is a decision variable, if the train selects the arc , then is 1, otherwise 0; is a node set, is a train set; The space-time resource occupation marking constraint is: wherein, is an auxiliary variable, if the train occupies the space-time resource , i.e. is 1, otherwise 0; is a set of arc segments in the train space-time network; is an auxiliary variable, if the arc occupies the space-time resource , i.e. , i.e. is 1, otherwise 0; is a set of trains; denotes the space-time resource node occupied by the arc segment ; The train conflict constraint is that at most one train occupies any space-time resource: wherein is an auxiliary variable if the train occupies the space-time resource then is 1, otherwise 0; is a set of trains; The train departure time constraint is: wherein, denotes a set of arrival routes in a station ; is a decision variable, if a train chooses an arc , then is 1, otherwise 0; is the time corresponding to the end point of the arc segment a; is the planned departure time of train f at station s; is a set of trains; is a set of stations; The train connection relationship constraint is: ； wherein, is the end point of the arc segment corresponding time; is a parameter, if the train and there is a connection relationship, and is the subsequent train, then is 1, otherwise 0; is a train set; The train stopping time constraint is: In the formula, is a set of stop arcs in the station ; is a weight of the arc segment ; is a set of stations; is a set of trains; is the minimum stop time of the train f at the station s. In the human-computer interaction module, the stop time of each train can be modified, so that will change; The minimum running time constraint is: In the formula is the minimum interval running time within the interval - is the minimum interval running time within the interval , is the adjacent station; The train running sequence constraint is: In the formula are two trains of different types; represent trains at stations the time corresponding to the selected inbound arc; represent trains at stations the time corresponding to the selected outbound arc; represent the minimum interval time of train arrival at station s; represent the minimum interval time of train departure at station s; symbol represent the two constraints on the left and right, only one of which can be true; in the human-computer interaction module, the running order of each train at each station can be modified, so that the train running order constraint becomes a dynamic constraint.

5. The system of claim 3, wherein, The objective function is: In the formula is the weight of the train; is the weight of the train; is the decision variable, if the train selects the arc , then is 1, otherwise 0; is the end point of the arc segment corresponding to the time.

6. A method of automatic adjustment of a train operation plan with human-machine interaction, characterized in that, comprises: Process one: according to the train operation plan adjustment instruction, the adjustment instruction is parsed through a user intention parsing model, and train operation modification information is obtained based on the parsing result and combined with the adjustment data of the train operation adjustment; Process one is executed once or multiple times; Or, process two: according to the train operation plan adjustment instruction, train operation modification information is obtained based on the adjustment data of the train operation adjustment. The process of parsing the adjustment instruction through the user intention parsing model comprises: According to the initial train operation adjustment plan, the arrival and departure time of each train at each station in the initial train operation adjustment plan is obtained, and the arrival and departure time of each train at each station in the initial train operation adjustment plan is obtained through formula arriving at and departing from each station in the initial train operation adjustment plan are arranged in ascending order, and arriving and departing sequences of each train at each station in the initial train operation adjustment plan are obtained by calculation; in the formula, representing a train set; representing a station set; being a train sequence number; being a list of arriving sequences of all trains at station s in the initial train operation adjustment plan; being a list of arriving sequences of all trains at station s in the initial train operation adjustment plan; being a list of departing sequences of all trains at station s in the initial train operation adjustment plan; According to the initial train operation adjustment plan, the arrival and departure time of each train at each station in the initial train operation adjustment plan is obtained, and the arrival and departure time of each train at each station in the initial train operation adjustment plan is obtained through formula obtaining the stop time of each train in each station in the initial train operation adjustment plan; wherein, representing a set of trains; representing a set of stations; for each train in the initial train operation adjustment plan, in the station stop time; According to the updated train operation adjustment plan, the arrival and departure time of each train at each station in the updated train operation adjustment plan is obtained, and the arrival and departure time of each train at each station in the updated train operation adjustment plan is obtained through formula arriving and departing time of each train in each station in the updated train operation adjustment plan is arranged in ascending order, and arriving and departing order of each train in each station in the updated train operation adjustment plan is obtained by calculation; wherein, a list of arriving order of all trains in each station in the updated train operation adjustment plan; a list of departing order of all trains in each station in the updated train operation adjustment plan; a list of departing order of all trains in each station in the updated train operation adjustment plan; According to the updated train operation adjustment plan, the arrival and departure time of each train at each station in the updated train operation adjustment plan is obtained, and the arrival and departure time of each train at each station in the updated train operation adjustment plan is obtained through formula obtaining the stop time of each train in each station in the updated train operation adjustment plan; wherein, is the stop time of train f in station s in the updated train operation adjustment plan. To each and , and ,as well as and The comparison operation is performed. If the comparison result indicates a change, the corresponding train running sequence and train stopping time constraints are modified. Otherwise, the train running sequence and train stopping time constraints are not modified. In the third process, based on the railway line space-time network, a constraint condition for ensuring safe operation of the train is established, a train operation plan optimization model is established with the minimum total delay time of the train as an objective function, and a train operation adjustment plan is obtained by solving the train operation plan optimization model; In the fourth process, parameters of the train operation plan optimization model are modified through the train operation modification information, the train operation plan optimization model is updated, an updated train operation adjustment plan is obtained by solving the updated train operation plan optimization model, and the fourth process is executed once or multiple times.

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