Train dispatching method and device

Abstract

The application provides a train scheduling method and device, the method comprises the following steps: in the case that it is determined that the abnormal situation in the abnormal section has been eliminated, determining a target train and an online train based on target data; performing train scheduling based on the number of online trains, the number of target trains and the topological relationship of the target line; generating a running plan of the online train after the target time based on the target data, so that the online train executes the running plan after the target time. The train scheduling method and device provided by the application can fully consider the topological relationship of the line and the running constraint condition, adopt different scheduling strategies for trains with different plans, positions and purposes, fully utilize the carrying capacity resources of the standby train and the online train, more efficiently and reliably perform automatic train scheduling, the feasibility of the automatic train scheduling is higher, and the automation level of the train scheduling can be improved.

Description

Technical Field

[0001] This invention relates to the field of rail transit technology, and in particular to a train dispatching method and apparatus. Background Technology

[0002] In rail transit operations, trains typically run according to a scheduled timetable. However, if an abnormal situation occurs during operation, the train may be unable to continue running according to the timetable, and the dispatcher will manually reschedule the train based on the actual situation.

[0003] Even after the abnormal situation is resolved, dispatchers still need to manually schedule trains according to the actual situation in order to restore the normal operation of rail transit as soon as possible and reduce the impact of the abnormal situation on rail transit operation.

[0004] After the abnormal situation is eliminated, the dispatching efficiency of dispatchers manually dispatching trains is low. Furthermore, the time it takes for urban rail transit to return to normal operation usually depends on the dispatcher's own experience and ability, and the reliability of dispatching is not high.

[0005] Therefore, how to schedule trains more efficiently and reliably after an anomaly is a technical problem that urgently needs to be solved in this field. Summary of the Invention

[0006] This invention provides a train scheduling method and apparatus to address the shortcomings of existing technologies in efficiently and reliably scheduling trains after anomaly recovery, thereby achieving more efficient and reliable train scheduling after anomaly recovery.

[0007] This invention provides a train scheduling method, comprising:

[0008] Once it is determined that the abnormal situation in the abnormal section has been eliminated, target data is acquired, including the planned operation map and dynamic operation map of the target line where the abnormal section is located.

[0009] Based on the target data, the train numbers that have not yet left the depot on the target line at the target time are determined as target train numbers, and the train numbers that are running online on the target line at the target time are determined as online train numbers.

[0010] Based on the number of online trains, the number of target trains, and the topology of the target line, train scheduling is performed. The train scheduling includes at least one of scheduling online trains to turn around, scheduling spare trains to leave the depot and go to the target line, and scheduling trains to return to the depot. The online trains include the trains that turn around and the trains that return to the depot.

[0011] Based on the target data, an operation plan for the online train service after the target time is generated, so that the online train service can execute the operation plan after the target time.

[0012] According to a train scheduling method provided by the present invention, after generating the operation plan of the online train number after the target time based on the target data, the method further includes:

[0013] Based on the aforementioned operational plan, the connection relationships between the target train services are determined.

[0014] According to a train scheduling method provided by the present invention, the step of scheduling trains based on the number of online trains, the number of target trains, and the topology of the target line includes:

[0015] Based on the number of online trains and the number of target trains, determine whether it is necessary to add or reduce the number of trains on the target line.

[0016] Based on the judgment result, at least one of the following is determined: the number of the spare trains, the number of the trains returning to the depot, and the number of the trains that are turned around.

[0017] Given a determined number of backup train services, the depot is identified based on the topology and the location information of the abnormal section. Then, based on the number of backup train services, the depot is dispatched to send the backup trains to the target line.

[0018] Given a determined number of returning trains, the depot is identified based on the topological relationship and the location information of the abnormal section. Then, based on the number of returning trains, the returning trains are scheduled to return to the depot at the designated depot.

[0019] Given a determined number of train services with mid-detours, the mid-detour train services are scheduled to make mid-detours based on this number.

[0020] According to a train scheduling method provided by the present invention, the step of scheduling the reserve trains from the depot to the target line based on the number of reserve trains includes:

[0021] If the target line meets the conditions for shunting out of the depot, based on the number of the spare trains, the depot dispatches the spare trains to the target line.

[0022] The step of scheduling the returning trains to the depot based on the number of returning trains includes:

[0023] If the target line meets the conditions for trains to return to the depot, the trains returning to the depot are dispatched to the depot based on the number of trains returning to the depot.

[0024] According to a train scheduling method provided by the present invention, generating an operation plan for the online train number after the target time based on the target data includes:

[0025] Based on the originating and terminating stations of the online train, a running plan for the online train after the target time is generated.

[0026] According to a train scheduling method provided by the present invention, determining the connection relationship of the target train numbers based on the operation plan includes:

[0027] Based on the operating parameters of any target train and the operating plan, traverse the online trains that meet the preset connection conditions among the online trains that run in the opposite direction to the target train.

[0028] When online train numbers that meet the preset connection conditions are found, a connection relationship is established between any target train number and the online train number that meets the preset connection conditions.

[0029] If no online trains that meet the preset connection conditions are found, based on the operating parameters of any target train and the operating plan, spare trains that meet the preset connection conditions are found among the spare trains that run in the opposite direction to the target train.

[0030] When a backup train number that meets the preset connection conditions is found, a connection relationship is established between any target train number and the backup train number that meets the preset connection conditions.

[0031] According to a train scheduling method provided by the present invention, determining that the abnormal situation in the abnormal section has been eliminated includes:

[0032] If it is determined that the test train passes through the abnormal section at a preset speed, then the abnormal situation in the abnormal section has been resolved.

[0033] The present invention also provides a train dispatching device, comprising:

[0034] The data acquisition module is used to acquire target data when it is determined that the abnormal situation in the abnormal section has been eliminated. The target data includes the planned operation map and dynamic operation map of the target line where the abnormal section is located.

[0035] The train number determination module is used to determine, based on the target data, the train numbers that have not yet left the depot on the target line at the target time as the target train numbers, and the train numbers that are running online on the target line at the target time as the online train numbers;

[0036] The train dispatching module is used to perform train dispatching based on the number of online trains, the number of target trains, and the topology of the target line. The train dispatching includes at least one of dispatching online trains to turn around, dispatching spare trains to leave the depot and go to the target line, and dispatching trains returning to the depot. The online trains include the trains to turn around and the trains returning to the depot.

[0037] The plan generation module is used to generate an operation plan for the online train after the target time based on the target data, so that the online train can execute the operation plan after the target time.

[0038] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement any of the train scheduling methods described above.

[0039] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the train scheduling method as described above.

[0040] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements any of the train scheduling methods described above.

[0041] The train scheduling method and apparatus provided by this invention, based on target data after determining that the abnormal situation in the abnormal section has been eliminated, identifies the train numbers that have not yet left the depot at the target time and the train numbers that are running online at the target time and on the target line as online train numbers. Then, based on the number of online train numbers, the number of target train numbers, and the topology of the target line, train scheduling is performed. Furthermore, based on the target data, an operation plan for the online train numbers after the target time is generated for the online train numbers to execute after the target time. This fully considers the topology of the line and the operational constraints, and adopts various train scheduling methods such as reserve train departure, train return to the depot, and mid-way turnaround. Different scheduling strategies are adopted for trains with different plans, locations, and purposes. It can make full use of the capacity resources of reserve trains and online trains, and can perform automatic train scheduling more efficiently and reliably. The feasibility of automatic train scheduling is higher, the automation level of train scheduling is improved, the efficiency and effectiveness of abnormal response in urban rail transit operation are improved, the quality of operation service is improved, and the passenger perception is enhanced. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0043] Figure 1 This is one of the flowcharts illustrating the train scheduling method provided by the present invention;

[0044] Figure 2 This is the second flowchart illustrating the train scheduling method provided by the present invention;

[0045] Figure 3 This is the third flowchart of the train scheduling method provided by the present invention;

[0046] Figure 4 This is a schematic diagram of the train dispatching device provided by the present invention;

[0047] Figure 5 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0049] In the description of the invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0050] It should be noted that the planned operation map in urban rail transit can guide the work of relevant departments such as station operations, train crew, depot, and maintenance.

[0051] Urban rail transit trains typically operate on pre-set routes according to a planned timetable, departing from pre-set starting stations and arriving at pre-set ending stations on time.

[0052] The operational schedule can be divided into weekday schedules, weekend schedules, and holiday schedules. Operational schedules are typically not modified within a certain time period.

[0053] However, if abnormal situations occur during urban rail transit operations, such as abnormal weather, emergencies, or equipment failures, trains may be unable to continue to follow the planned schedule, leading to delays, passenger congestion, and other problems. In such cases, dispatchers need to promptly adjust train schedules based on the abnormal situation.

[0054] During the anomaly elimination phase, dispatchers need to adjust the planned train schedule based on the status of online trains, reserve trains, and track conditions to create a temporary train schedule.

[0055] During the issuance of temporary operation schedules, dispatchers need to notify all relevant departments one by one for confirmation, resulting in low dispatching efficiency, significant impact on urban rail transit operations, and complex logic for operation adjustments.

[0056] Even after the abnormal situation is resolved, dispatchers still need to manually schedule trains according to the actual situation in order to reduce the impact of the abnormal situation on urban rail transit operations.

[0057] However, after the abnormal situation is eliminated, the dispatching efficiency of dispatchers manually dispatching trains is low, and the time it takes for urban rail transit to return to normal operation usually depends on the dispatcher's own experience and ability, so the reliability of dispatching is not high.

[0058] In response, this invention provides a train scheduling method that fully considers the topological relationships and operational constraints of the line. It employs various train scheduling methods, such as reservist train departures, train returns to the depot, and mid-journey turnarounds. Different scheduling strategies are adopted for trains with different plans, locations, and destinations. This method can fully utilize the capacity resources of reserve trains and on-line trains, enabling more efficient and reliable automatic train scheduling. The feasibility of automatic train scheduling is higher, which can improve the automation level of train scheduling, enhance the efficiency and effectiveness of handling anomalies in urban rail transit operations, improve the quality of operational services, and improve passenger perception.

[0059] Figure 1 This is one of the flowcharts illustrating the train scheduling method provided by this invention. The following is a combination of... Figure 1 Describe the train scheduling method of the present invention. For example... Figure 1 As shown, the method includes: Step 101, after determining that the abnormal situation in the abnormal section has been eliminated, acquiring target data, which includes the planned operation diagram and dynamic operation diagram of the target line where the abnormal section is located.

[0060] It should be noted that the executing entity in this embodiment of the invention is a train dispatching device.

[0061] It should be noted that the train scheduling method provided by this invention can be used in urban rail transit operations.

[0062] Specifically, in this embodiment of the invention, the abnormal section refers to the section where an abnormal situation has occurred. In this embodiment of the invention, the line containing the abnormal section can be referred to as the target line.

[0063] It is understood that the target line in this embodiment of the invention includes an uplink line and a downlink line. In this embodiment of the invention, the uplink line in the target line can be referred to as the target uplink line, and the downlink line in the target line can be referred to as the target downlink line.

[0064] It should be noted that the above-mentioned abnormal situations may include, but are not limited to, abnormal weather, emergencies, and equipment malfunctions.

[0065] In this embodiment of the invention, it can be determined in various ways that the abnormality in the aforementioned abnormal section has been eliminated. For example, it can be determined that the abnormality in the aforementioned abnormal section has been eliminated based on input from a technician; or, it can be determined that the abnormality in the aforementioned abnormal section has been eliminated upon receiving information indicating that the abnormality in the aforementioned abnormal section has been eliminated. This embodiment of the invention does not limit the specific method for determining that the abnormality in the aforementioned abnormal section has been eliminated.

[0066] As an optional embodiment, determining that the abnormal situation in the abnormal section has been resolved includes: determining that the abnormality of the abnormal section has been resolved when it is determined that the test train passes through the abnormal section at a preset speed.

[0067] Specifically, once it is preliminarily determined that the abnormal situation in the aforementioned abnormal section has been resolved, a trial train can be dispatched to run in the aforementioned abnormal section at a preset speed. If the trial train passes through the aforementioned abnormal section at the preset speed, it can be said that the abnormal situation in the aforementioned abnormal section has been resolved.

[0068] Optionally, upon receiving a first input from a technician indicating that the abnormal section has been preliminarily determined to be cleared, the train dispatching device can, through control commands, dispatch the trial train to run at a preset speed in the abnormal section.

[0069] If the aforementioned test train passes through the aforementioned abnormal section at a preset speed, it can return first information to the train dispatching device indicating that the test train has passed through the aforementioned abnormal section at a preset speed.

[0070] Upon receiving the aforementioned first information, the train dispatching device can determine that the aforementioned trial train is passing through the aforementioned abnormal section at a preset speed, and thus can determine that the abnormal situation in the aforementioned abnormal section has been resolved.

[0071] It should be noted that the aforementioned preset speed can be determined based on prior knowledge and / or actual conditions, but the preset speed is less than the normal operating speed of urban rail transit trains. The specific value of the preset speed is not limited in this embodiment of the invention.

[0072] Optionally, the preset speed can be between 20 km / h and 30 km / h. For example, the preset speed can be 20 km / h, 25 km / h and 30 km / h.

[0073] Preferably, the preset speed can be 25 km / h.

[0074] In this embodiment of the invention, the target data can be obtained in various ways. For example, it can be obtained from the urban rail transit operation system through data query; or it can be obtained based on user data. This embodiment of the invention does not limit the specific method for obtaining the target data.

[0075] It should be noted that, in the embodiments of the present invention, all planned operation schedules based on the target line, and the train numbers of trains running on the target line can be referred to as train numbers in the target line.

[0076] A dynamic train schedule for a target line can be used to reflect the dynamic operating status of each train running on the target line. Based on the dynamic train schedule for the target line, the operating data of any train running on the target line can be obtained. This operating data includes speed information, location information, etc.

[0077] Step 102: Based on the target data, determine the train numbers that have not yet left the depot on the target line at the target time as the target train numbers, and determine the train numbers that are running online on the target line at the target time as the online train numbers.

[0078] It should be noted that, in this embodiment of the invention, the target time T can be determined based on the time T0 when the abnormal situation in the above-mentioned abnormal segment is eliminated. r Therefore, based on the train shunting method provided by this invention, the target time T can be achieved. r Afterwards, the target train can operate according to the planned schedule of the target route.

[0079] T0 can be determined based on the input of technicians; or, T0 can be determined based on a preset algorithm and recorded when the abnormal situation in the abnormal section is eliminated; or, T0 can be recorded by the test train at the moment when the test train passes through the abnormal section at a preset speed.

[0080] It is understandable that after the abnormal situation in the aforementioned abnormal section is eliminated, a certain system response time needs to be reserved for each system in the urban rail transit operation. Therefore, in this embodiment of the invention, the time after T0 with a preset duration SRT can be determined as the target time T. r That is, T r =T0+SRT.

[0081] It should be noted that the preset duration SRT can be determined based on prior knowledge and / or actual circumstances. The specific value of the preset duration SRT is not limited in this embodiment of the invention.

[0082] Optionally, the preset duration SRT can be between 8 and 12 seconds, for example, the preset duration SRT can be 8 seconds, 10 seconds or 12 seconds.

[0083] Preferably, the preset duration SRT is 10 seconds.

[0084] Based on the planned train schedule for the target route, the train numbers corresponding to the target route at the target time T can be determined. r The train numbers that have not yet left the depot are designated as target train numbers TT. Among these, target train number TT includes target train numbers TT in the upbound direction. up and the target train number TT in the downward direction down That is, TT = {TT} up ,TT down};.

[0085] Understandably, taking the downstream direction as an example, if at the target time T... r Subsequently, any target train in the up direction of the target line can operate according to the planned operation schedule of the target line, and the down direction train after the aforementioned target train turns back can also operate according to the planned operation schedule of the target line.

[0086] Therefore, as long as the target time T is guaranteed r Subsequently, if the first target train departing in the down direction and the first target train departing in the up direction can operate according to the planned schedule of the target line, then it can be guaranteed that all subsequent target trains departing in the down direction and the subsequent target trains departing in the up direction can operate according to the planned schedule of the target line.

[0087] The target train number TT in the upward direction up ={tt1 up ,tt2 up ,…,tt p up The number of target trains in the upward direction is p. up This indicates the train number of the first target train in the upward direction, i.e., the target time T. r The first train to depart from the depot on the target line in the upward direction, tt2 up This indicates the train number of the second target train in the upward direction, i.e., the target time T. r The second train departing from the depot on the target line in the upward direction, and so on, tt p up This indicates the train number of the p-th target train in the upward direction, i.e., the target time T. r The p-th train departing from the depot in the up direction of the target line;

[0088] The target train number TT in the down direction down ={tt1 down ,tt2 down ,…,tt q down The number of target trains in the down direction is q. down This indicates the train number of the first target train in the downward direction, i.e., the target time T. r The first train to leave the depot on the target line in the downstream direction, tt2 down This indicates the train number of the second target train in the downward direction, i.e., the target time T. r The first train to leave the depot in the downstream direction of the target line, and so on, tt q down This indicates the train number of the q-th target train in the down direction, i.e., the target time T. r The first train to leave the depot in the downstream direction of the target line.

[0089] It should be noted that if the first target train in the downward direction is tt1 down If the train number is the train returning to the depot, then the train number of the p-th target train in the upward direction is tt. p up It is the first target train in the downward direction, train number tt1. down The first northbound train to depart from the depot after turning back;

[0090] If the first target train in the downward direction is tt1 down If the train number is not a train returning to the depot, then the train number of the p-th target train in the upward direction is tt. p up It is the first target train in the downward direction, train number tt1. down The train number of the upbound train after the turnaround;

[0091] If the first target train in the upward direction is numbered tt1 up If the train number is the train number returning to the depot, then the train number of the qth target train in the downward direction is tt. q down It is the first target train in the upward direction, train number tt1. up The train number of the first southbound train to leave the depot after turning back;

[0092] If the first target train in the upward direction is numbered tt1 up If the train number is not a train returning to the depot, then the qth target train number in the down direction is tt. q down It is the first target train in the upward direction, train number tt1. up The train number of the southbound train after the turnaround.

[0093] Based on the planned operation map of the target route, the train number tt of the vth target train in the upward direction is... v up Planned arrival time at the originating station on the upbound journey satisfy:

[0094]

[0095] The planned arrival time for the upstream originating station is the time when the train arrives at the new originating platform after leaving the depot or after completing the previous operation and turning back to begin a new operation. Planned arrival and departure times are set for each upstream station.

[0096] The first target train in the down direction is train number tt1 down Scheduled departure time at the southbound terminal station satisfy:

[0097]

[0098] in, This indicates the shortest turnaround time for a train at its destination station in the down direction. The planned departure time at the destination station in the down direction is either the departure time when the train enters the turnaround track after arriving at the destination platform, or the departure time when the train enters the return track after arriving at the destination platform and returning to the depot.

[0099] Based on the planned operation map of the target route, the train number of the vth target train in the downward direction is tt. v down Planned arrival time at the originating station on the downhill route satisfy:

[0100]

[0101] The first target train in the upward direction is train number tt1 up Scheduled departure time at the upstream terminal station satisfy:

[0102]

[0103] in, This indicates the shortest turnaround time for a train to reach its destination station in the up direction.

[0104] Based on the dynamic operation diagram of the target route, the target time T can be... r All train numbers operating on the target line are defined as Online Train Numbers (OLTs). Among these, the Online Train Numbers (OLTs) include those for trains traveling in the up direction. up Online train numbers in the down direction (OLT) down .

[0105] It should be noted that the OLT (Orderly Train) numbers do not include trains that have left their planned destination station and returned to the depot.

[0106] Online train numbers in the upbound direction (OLT) up ={olt1 up ,olt2 up ,…,olt m up The number of online trains in the upward direction is m. olt1 up Indicates the train number of the first online train in the upward direction, olt2 up This indicates the train number of the first online train in the upward direction, and so on. m up This indicates the train number of the m-th online train in the upward direction. The order of the online train numbers in the upward direction is determined by the distance between the online train number and the destination station in the upward direction, from closest to farthest. The first online train in the upward direction is olt1. up The distance to the destination station in the direction of travel is the shortest, and the m-th online train in the direction of travel is olt. m up The distance between the destination station and the destination station in the direction of travel is the farthest.

[0107] Online train numbers in the down direction (OLT) down ={olt1 down ,olt2 down ,…,olt n down The number of online trains in the down direction is n. olt1 down Indicates the train number of the first online train in the downward direction, olt2 down This indicates the train number of the first online train in the downward direction, and so on. n down This indicates the train number of the nth online train in the down direction. The order of the online train numbers in the down direction is determined by the distance between the online train number and the destination station in the down direction, from closest to farthest. The first online train in the down direction is olt1. down The shortest distance to the destination station in the direction of travel, the m-th online train number olt in the direction of travel. n down The distance to the terminal station in the downstream direction is the farthest.

[0108] Based on the dynamic timetable of the target route, the online train number at the target time T can be obtained. r The running data.

[0109] According to the online train number at the target time Tr Based on the operational data, online train services can be categorized into online mid-turn train services, online non-terminal return train services, online terminal return train services, and online terminal turnaround train services.

[0110] Among them, the aforementioned online turnaround train numbers refer to those departing at the target time T. r Online train numbers that have arrived at the transfer station for passenger clearing operations;

[0111] The aforementioned online non-terminal return train services refer to those departing at the target time T. r Online train numbers that have arrived at the return depot station for passenger clearing operations, and the aforementioned return depot station is not the final return depot station;

[0112] The aforementioned online destination return train numbers and online destination turnaround train numbers both refer to trains departing from the target time T. r Train numbers that have not yet departed from their planned final destination station.

[0113] The vth online train in the upward direction (olt) v up In the case of the above-mentioned online trains with intermediate turns, the vth online train in the upward direction is olt. v up At the target time T r We had already arrived at the starting station in the upbound direction.

[0114] At the target time T r The following is a list of trains traveling in the northbound direction that subsequently arrive at the intermediate detour station (i.e., before passenger clearing operations have been carried out):

[0115]

[0116] in, The olt indicates the train number of the vth online train in the upward direction. v up The planned arrival time at the originating station on the upbound journey; The olt indicates the train number of the vth online train in the upward direction. v up The planned arrival time at the destination station on the upbound journey. Every train must arrive at at at least one station before departing. Planned arrival and departure times are set for each station.

[0117] If the v.before online train number olt in the downward direction v.before down At the target time T r We have already reached the midway station in the downhill direction and will be at the target time T. rAfter completing the passenger clearing operation and arriving at the first station in the upward direction after the mid-turn, the train number v.before in the downward direction is retained. v.before down The plan to fold down, and the online train number v.before in the downward direction after the fold down. v.before down Online train numbers (OLT) designated for the upward direction up The vth online train in the upward direction of the olt v up .

[0118] The vth online train in the upward direction (olt) v up The planned arrival time at the turnaround station remains unchanged. The following conditions must be met:

[0119]

[0120] in, This indicates the v.before online train number olt in the downward direction. v.before down Planned arrival times for stations that turn around in the downstream direction; This indicates the v.before train number in the down direction. v.before down The train tumbled in the middle to become the vth online train in the upward direction. v up Then the planned arrival time at the originating station in the upbound direction.

[0121] If the v.before online train number is in the downward direction v.before down At the target time T r It had already left the downlink direction and was at the target time T r After arriving at the first station in the upbound direction after the turnaround, the train number of the v.before online train in the downbound direction is retained. v.before down The turnaround plan, and the online train number v.before in the downhill direction after the turnaround. v.before down Online train numbers (OLT) designated for the upward direction up The vth online train in the upward direction of the olt v up .

[0122] The vth online train in the upward direction (olt) vup The planned arrival time of the station remains unchanged after the return trip. The following conditions must be met:

[0123]

[0124] The vth online train in the upward direction (olt) v up In the case of the above-mentioned online non-terminal return trains, the vth online train in the upward direction, olt v up At the target time T r We had already arrived at the starting station in the upbound direction.

[0125] At the target time T r The following is a list of online trains departing from the station on the northbound direction:

[0126]

[0127] The vth online train in the upward direction (olt) v up In the case of the above-mentioned online terminal return train or the above-mentioned online terminal turnaround train, the vth online train in the upward direction is olt. v up At the target time T r We had already arrived at the starting station in the upbound direction.

[0128] At the target time T r The collection of online trains that subsequently depart from the upstream terminus is as follows:

[0129]

[0130] The vth online train in the downward direction. v down In the case of the above-mentioned online trains with intermediate turns, the vth online train in the down direction is olt. v down At the target time T r We had already arrived at the starting station in the downward direction.

[0131] At the target time T r The following is a list of on-line trains arriving at the intermediate detour station (i.e., without passenger clearing operations):

[0132]

[0133] in, This indicates the vth online train number in the downward direction.v down The planned arrival time at the originating station on the downhill route; The olt indicates the train number of the vth online train in the downward direction. v down The planned arrival time at the downstream terminus station.

[0134] If the online train number olt is the v.before train in the upward direction... v.before up At the target time T r We have already reached the midway station in the upbound direction and will be at the target time T. r After completing the passenger clearing operation and arriving at the first station in the downhill direction after the mid-turn, the train number v.before in the uphill direction will be retained. v.before up The plan to fold down the train, and the online train number olt for the upward direction after the fold down. v.before up Online train numbers (OLT) designated for the downward direction down The vth online train in the middle and lower directions (olt) v down .

[0135] The vth online train in the down direction (olt) v down The planned arrival time at the turnaround station remains unchanged. The following conditions must be met:

[0136]

[0137] in, This indicates the train number (olt) of the online train traveling in the upward direction (v.before). v.before up Planned arrival time at the station where the train turns midway in the upward direction; This indicates the train number (olt) of the online train traveling in the upward direction (v.before). v.before up The train tumbled down to become the vth online train in the downward direction. v down The planned arrival time at the originating station in the down direction.

[0138] If the online train number olt is the v.before train in the upward direction... v.before up At the target time T r Having already departed from the upward reversal direction, and at the target time T rAfter arriving at the first station in the upbound direction after the turnaround, the train number of the online train in the upbound direction, v.before, is retained. v.before up The turnaround plan, and the online train number v.before after the turnaround in the upward direction. v.before up Online train numbers (OLT) designated for the downward direction down The vth online train in the downward direction of the train lot v down .

[0139] The vth online train in the upward direction (olt) v up The planned arrival time at the turnaround station remains unchanged. The following conditions must be met:

[0140]

[0141] The vth online train in the downward direction. v down In the case of the above-mentioned online non-terminal return trains, the vth online train in the downlink direction, olt v down At the target time T r We had already arrived at the starting station in the downward direction.

[0142] At the target time T r The following is a list of online trains departing from the depot station in the downstream direction:

[0143]

[0144] The vth online train in the downward direction. v down In the case of the above-mentioned online terminal return train or the above-mentioned online terminal turnaround train, the vth online train in the down direction is olt. v down At the target time T r We had already arrived at the starting station in the downward direction.

[0145] At the target time T r The set of online trains that subsequently depart from the destination station in the down direction is:

[0146]

[0147] Step 103: Based on the number of online trains, the number of target trains, and the topology of the target line, train scheduling is carried out. Train scheduling includes at least one of the following: scheduling online trains to turn around, scheduling spare trains to leave the depot and go to the target line, and scheduling trains returning to the depot. Online trains include trains that turn around and trains returning to the depot.

[0148] Figure 2 This is the second flowchart of the train scheduling method provided by the present invention. Figure 3 This is the third flowchart illustrating the train scheduling method provided by this invention. Figure 2 and Figure 3 As shown, to satisfy the target time T r Afterwards, the target trains will operate according to the planned schedule of the target line. Therefore, based on the number of target trains, the target time T can be determined. r Then, the theoretical number N of all train services operating on the target line. req .

[0149] Based on the target time T r The theoretical number N of all train services that will subsequently run on the target line. req Based on the topological relationship with the target line, at least one of the following can be performed: scheduling online trains to turn around, scheduling spare trains to leave the depot and go to the target line, and scheduling trains to return to the depot.

[0150] As an optional embodiment, train scheduling is performed based on the number of online trains, the number of target trains, and the topology of the target line, including: determining whether it is necessary to add or reduce the number of trains on the target line based on the number of online trains and the number of target trains.

[0151] Based on the judgment result, determine at least one of the following: the number of standby trains, the number of trains returning to the depot, and the number of trains that are turned around.

[0152] Given a determined number of standby trains, the depot is identified based on topological relationships and the location information of abnormal sections. Then, based on the number of standby trains, standby trains are dispatched from the depot to the target line.

[0153] Given a determined number of trains returning to the depot, the depot is located based on topological relationships and the location information of abnormal sections. Then, based on the number of trains returning to the depot, the trains are scheduled to return to the depot.

[0154] Given a fixed number of trains that can be detoured, the trains that can be detoured are scheduled to make detouries based on that number.

[0155] Specifically, to satisfy the target time T r The target train then operates according to the planned timetable of the target line, so the target time T... r The theoretical number N of all trains running in the up direction on the target line afterwards. req up =p-1, target time T r The theoretical number N of all trains running in the up direction on the target line afterwards. req up = q-1.

[0156] Accordingly, based on the target time T r The theoretical number N of all trains running in the up direction on the target line afterwards. req up The number of online trains in the up direction can determine the target time T. r The number of additional trains N required for the target upline route. add up Based on the target time T r The number of additional trains N required for the target upline route. add up The value can determine whether the target upline route needs to increase or decrease the number of trains, and the number of trains that need to be increased or decreased.

[0157] Target time T r The number of additional trains N required for the target upline route. add up =p-1-n.

[0158] Based on target time T r The theoretical number N of all train services running in the downstream direction of the target line. req down The number of online trains in the down direction can be used to determine the target time T. r The number of additional trains N required for the target downline add down Based on the target time T r The number of additional trains N required for the target downline add down The value can determine whether the target downline needs to increase or decrease the number of trains, and the number of trains that need to be increased or decreased.

[0159] Based on target time T r The number of additional trains N required for the target downline adddown =q-1-m.

[0160] If N add up If T > 0, then the target time T r Afterwards, if the number of trains on the target up line is increased, the online trains scheduled to return to the depot on the target up line can be scheduled not to return to the depot. Alternatively, spare trains from the depot can be dispatched to the target up line. Or, online trains on the target up line can be rerouted.

[0161] If N add up =0, then the target time T r Afterwards, if the target upline does not need to increase or decrease the number of trains, the online trains scheduled to return to the depot in the upline direction of the target line can be scheduled not to return to the depot.

[0162] If N add up If < 0, then the target time T r If the number of trains on the target up line needs to be reduced, the online trains on the target up line can be scheduled to return to the depot, or the online trains on the target down line can be scheduled to turn into the target up line.

[0163] If N add down If T > 0, then the target time T r If additional train services are needed on the target downline, the following methods can be used: scheduled online trains that are planned to return to the depot on the target downline can be scheduled to not return to the depot; spare trains from the depot can be scheduled to the target downline; and online trains on the target downline can be rerouted.

[0164] If N add down =0, then the target time T r Afterwards, if the target downline does not require increasing or decreasing the number of trains, the online trains scheduled to return to the depot in the downline direction of the target line can be scheduled not to return to the depot.

[0165] N add down If < 0, then the target time T r If the number of trains on the target downline needs to be reduced, the online trains on the target downline can be scheduled to return to the depot, or the online trains on the target upline can be scheduled to change direction to the target downline.

[0166] Based on target time T r The number of additional trains N required for the target upline route. add up and target time Tr The number of additional trains N required for the target downline add down The target time T can be determined. r The number of additional train services N required for the target line add .

[0167] Target time T r The number of additional train services N required for the target line add =N add up +N add down .

[0168] Based on target time T r The number of additional train services N required for the target line add This allows us to determine whether it is necessary to shun a train from the depot to the target line, or to dispatch an online train back to the depot.

[0169] If the target time T r The number of additional train services N required for the target line add If N = 0, then the number of spare trains N shunted from the depot to the target upline line is N. ck up =0, the number N of spare trains shunted from the depot to the target upline line. ck down =0, the number N of trains returning to the depot on the target up-line route. tb up =0, the number N of trains returning to the depot on the target downline. tb down =0;

[0170] If the target time T r The number of additional train services N required for the target line add If N > 0, then the number of spare trains N shunted from the depot to the target upline line is N. ck up >0 and / or the number N of standby trains shunted from the depot to the target upline line. ck down >0, the number N of trains returning to the depot on the target up-line. tb up =0, the number N of trains returning to the depot on the target downline. tb down =0;

[0171] If the target time T rThe number of additional train services N required for the target line add If N < 0, then the number of spare trains N shunted from the depot to the target upline line is N. ck up =0, the number N of spare trains shunted from the depot to the target upline line. ck down =0, the number N of trains returning to the depot on the target up-line route. tb up >0 and / or the number N of trains returning to the depot on the target downline. tb down >0.

[0172] The number N of spare trains shunted from the depot to the target up-line. ck up When the value is greater than 0, the depot for shunting to the target upline can be determined based on the location information of the abnormal section and the topology of the target line. This allows N vehicles to be dispatched from the aforementioned depot. ck up The train numbers of the departing trains are sent to the target upstream line;

[0173] The number N of standby trains shunted from the depot to the target downline. ck down When the value is greater than 0, the outgoing depot of the target downline can be determined based on the location information of the abnormal section and the topology of the target line. N vehicles can then be dispatched from the aforementioned outgoing depot. ck down The train numbers of the departing trains are heading to the target downstream line.

[0174] The number N of trains returning to the depot on the target up-line route. tb up When the value is greater than 0, the depot for returning trains on the target up-line can be determined based on the location information of the abnormal section and the topology of the target line. This allows for the scheduling of N trains on the target up-line. tb up The train numbers returned to the aforementioned depot;

[0175] The number N of trains returning to the depot on the target downline. tb down When the value is greater than 0, the depot for returning trains on the target downline can be determined based on the location information of the abnormal section and the topology of the target line. This allows for the scheduling of N trains on the target downline. tb downThe train returned to the aforementioned depot.

[0176] Based on target time T r The number of additional trains N required for the target upline route. add up Target time T r The number of additional trains N required for the target downline add down Target time T r The number of trains N that need to return to the depot on the target up-line route. hk up Target time T r The number of trains N that need to return to the depot on the target downline. hk down Target time T r The theoretical number N of all train services running in the downstream direction of the target line. req down The number of online train services can be used to determine the number N of train services that need to make a detour in both the up and down directions of the target line. tb .

[0177] Among them, N is the number of trains that need to make a mid-turn in the upbound direction of the target line. tb up The number N of train services required for the mid-turn in the downstream direction of the target line. tb down It remains unchanged.

[0178] The number N of trains that need to make a mid-turn in the upbound direction of the target line tb up It can be calculated using the following formula:

[0179] N tb up =(mN hk up )-(N req down -N ck down );

[0180] The number N of trains that need to make a mid-turn in the downstream direction of the target line tb down It can be calculated using the following formula:

[0181] N tb down =(nN) hk down )-(N req up-N ck up );

[0182] Where, N th up >0 indicates that the target route needs to bend in the upward direction; N tb down >0 The target route in the downhill direction needs to be detoured; N tb up <0 indicates that the target line receives a mid-turn in the uplink direction; N tb down <0 indicates that the target line receives a mid-turn in the downlink direction.

[0183] Spare trains shunted from the depot to the target up-line can supplement the shortage of online trains on the target up-line; spare trains shunted from the depot to the target down-line can supplement the shortage of online trains on the target down-line.

[0184] As an optional embodiment, dispatching standby trains from the depot to the target line based on the number of standby trains includes: if the target line meets the conditions for shunting out, dispatching standby trains from the depot to the target line based on the number of standby trains.

[0185] Based on the number of trains returning to the depot, the trains returning to the depot are scheduled to return to the depot depot. This includes: when the target line meets the conditions for trains to return to the depot, the trains returning to the depot are scheduled to return to the depot depot based on the number of trains returning to the depot.

[0186] Specifically, if it is necessary to shunt a vehicle from the depot to the target down line and / or the target up line, it can be determined whether the target down line and / or the target up line meet the conditions for shunting out of the depot.

[0187] The conditions for shunting out of the depot include the availability of an empty depot and the availability of a spare train in the aforementioned empty depot.

[0188] If both the target down line and the target up line meet the conditions for shunting out of the depot, then the number of standby trains shunted out of the depot to the target down line and the target up line respectively satisfies N. ck up =N add up and N ck down =N add down ;

[0189] If only the target downline meets the shunting conditions, then the number of spare trains shunted from the depot to the target line satisfies: N ck down =N add up +N odd down N ck up =0

[0190] If only the target up-line meets the conditions for shunting out of the depot, then the number of spare trains shunted out of the depot to the target line satisfies: N ck up =N add up +N add down N ck down =0

[0191] For depots capable of shunting out to the target route, the departure time (TCK) can be determined according to the departure time to the corresponding station S. S Outbound interval duration HCK S Estimate the earliest time from the depot; for depots that do not have the conditions to shunt out to the target route, dispatch online trains in the same direction to make a detour to supplement the schedule.

[0192] If N is the number of trains shunted from the depot to the target up-line... ck up If the value is greater than 0, then the departure time of the earliest departing backup train ckv1 and the departure time of subsequent departing backup train ckv... k The method for calculating the outbound time is as follows:

[0193]

[0194]

[0195] 0 <k≤N ck up ;

[0196] in, This indicates the earliest planned arrival time of the standby train ckv1 at the outbound platform. HCK indicates the time required to reach the upstream departure station. ckStation,up This indicates the departure interval of the station on the upbound route.

[0197] If the target route requires a reduction in the number of trains running (target time T) r The number of additional trains N required for the target upline route.add up <0 and target time T r The number of additional trains N required for the target downline add down If <0), then it can be determined whether the target downline and / or target upline meet the conditions for the online train to return to the depot.

[0198] If both the target downline and the target upline meet the conditions for trains to return to the depot, then dispatch N on the target downline. ck up Train number N returns to the depot, and the dispatch target is the northbound line. ck up The train returned to the depot.

[0199] If the target downline or target upline meets the condition for online trains to return to the depot, then the number of returning trains satisfies N. hk =N hk up +N hk down N hk down =0 or N hk up =0;

[0200] Among the conditions for trains to return to the depot is the availability of a spare depot for trains to return to.

[0201] For depots and trains that meet the conditions for returning to the depot, the train number and corresponding time for returning to the depot can be determined by linking them together.

[0202] Based on the content of the above embodiments, and based on the target data, an operation plan for an online train after the target time is generated, including: generating an operation plan for an online train after the target time based on the originating station and the destination station of the online train.

[0203] Specifically, since a certain departure interval needs to be maintained between the trains in front and behind, the target time T needs to be determined. r Online train numbers (OLT) for the target line in the up direction up The location of each online train can be used to sequentially determine the online train numbers (OLT) in the up-direction direction of the target line. up Arrival and departure times at subsequent stations.

[0204] If OLT up The train olv k It was the first train to pass through the abnormal section; the train was an OLV. kThe originating station is the station where the train starts on the line, and the terminal station is the station where the train terminates (for trains passing through the line). The train's olv k For subsequent train numbers that are null (with the same stop time), the train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0205]

[0206] in, Indicates train olv k Planned arrival time at the upstream terminal station; RT f,up Indicates train olv k The interval running time through the abnormal section; ∑ up DT represents the dwell time at subsequent stations in the upbound direction; ∑ up RT represents the interval travel time of the subsequent interval in the upward direction.

[0207]

[0208] in, Indicates the dwell time at the destination station on the upbound journey; This indicates the shortest turnaround time to the destination station on the upbound journey.

[0209] If the train olv k Trains need to proceed slowly through the abnormal section, and their subsequent operating schedules will be adjusted according to the travel time required to pass through the abnormal section; among them, train olv k Slowly traversing the abnormal section can verify the traffic capacity of the faulty area;

[0210] If the train olv k If the abnormal section is passed normally, the subsequent operation plan will be adjusted according to the normal passage time of the abnormal section.

[0211] If OLT up The train olv k If it is not the first train to pass through the abnormal section, its subsequent operating schedule will be adjusted according to the normal travel time through the abnormal section. The subsequent train number will be null (the stop time remains unchanged). The train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0212]

[0213] in, Indicates train olv k Planned arrival time at the upstream terminal station; ∑ upDT represents the dwell time at subsequent stations in the upbound direction; ∑ up RT represents the interval travel time of the subsequent interval in the upward direction.

[0214]

[0215] in, Indicates the dwell time at the destination station on the upbound journey; This indicates the shortest turnaround time to the destination station on the upbound journey.

[0216] On the train olv k In the case where the originating station is not the starting station of the target line, but the destination station is the destination station of the target line (OLT) up Train OLV k (This refers to the train after the mid-section folding), if the train after the mid-section folding is olv k If the mid-turn operation has not yet been completed (the train has arrived at the station before the mid-turn and cleared passengers, but has not yet turned back), then the original mid-turn plan will remain in effect (if the train after the mid-turn is at the target time T). r After arriving at the starting station (without changing the arrival time): the arrival time at the station after the turnaround, the train number after the turnaround, and the subsequent operation plan is adjusted according to the interval running time and minimum tracking interval. The subsequent execution train number is null. The train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0217]

[0218]

[0219] in, Indicates the train before turning back (olv) k.before The time of arrival at the turnaround station;

[0220] If the train is OLV after the middle fold k If the mid-turn operation has been completed (the train has arrived at the station after the mid-turn), then its subsequent operating plan should be adjusted (the operating plan should be modified according to the departure time of the preceding train, its travel time in the section, and its stop time, ensuring that the running interval with the preceding train is greater than the minimum following interval). The subsequent train number is null, and the train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0221]

[0222]

[0223] in, Indicates the train before turning back (olv) k.before Time of arrival at the turnaround station.

[0224] On the train olv k The originating station is the starting station of the target line, but the destination station is not the destination station of the target line (OLT). up Train OLV k In the case of planned train departures / planned return trains, if the OLT up Train OLV k If a train is scheduled to turn around but has not yet arrived at the planned turning station, its final destination will be changed to the line's terminal station, and its operation plan will be adjusted. The train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0225]

[0226] in, Indicates train olv k Arrival time at the upstream terminal station; ∑ up DT represents the dwell time at subsequent stations in the upbound direction; ∑ up RT represents the interval travel time of the subsequent interval in the upward direction.

[0227]

[0228] in, Indicates the dwell time at the destination station on the upbound journey; This indicates the shortest turnaround time to the destination station on the upbound journey.

[0229] If OLT up Train OLV k It is a train scheduled to return to the depot, and the OLT up Train OLV k If the train has not yet reached the planned return station, it will turn back to the terminal station, changing its final destination to the line's terminal station, and adjusting its subsequent operation plan. The train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0230]

[0231] in, Indicates train olv k Planned arrival time at the upstream terminal station; ∑ up DT represents the dwell time at subsequent stations in the upbound direction; ∑ upRT represents the interval travel time of the subsequent interval in the upward direction.

[0232]

[0233] in, Indicates the dwell time at the destination station on the upbound journey; This indicates the shortest turnaround time to the destination station on the upbound journey.

[0234] If OLT up Train OLV k It is a train scheduled to return to the depot, and the OLT up Train OLV k If the train has stopped at a planned return station (if the return station is not the final stop, the train will stop at the planned return station and clear passengers), then after completing the stop / passenger clearing operation, the train will continue to the final station and turn back, changing its final destination to the line's final station, and adjusting its subsequent operation plan. The train's OLV can be calculated using the following formula. k The time of arrival at the starting platform of the downhill direction after the terminal turns back

[0235]

[0236] in, Indicates train olv k The planned arrival time at the upstream terminal station; T qk Indicates the time for clearing guests; ∑ up RT represents the interval travel time of the subsequent interval in the upward direction.

[0237]

[0238] in, Indicates the dwell time at the destination station on the upbound journey; This indicates the shortest turnaround time to the destination station on the upbound journey.

[0239] This invention, based on target data after determining that the abnormal situation in the abnormal section has been eliminated, identifies trains that have not yet left the depot at the target time and trains already in operation on the target line at the target time as target trains. Then, based on the number of online trains, the number of target trains, and the topology of the target line, train scheduling is performed. Furthermore, based on the target data, an operation plan for the online trains after the target time is generated for the online trains to execute. This fully considers the topology and operational constraints of the line, employing various train scheduling methods such as reserve train departures, train returns to the depot, and mid-journey turnarounds. Different scheduling strategies are adopted for trains with different plans, locations, and purposes. This fully utilizes the capacity resources of reserve and online trains, enabling more efficient and reliable automatic train scheduling. The feasibility of automatic train scheduling is higher, improving the automation level of train scheduling, enhancing the efficiency and effectiveness of abnormal response in urban rail transit operations, improving operational service quality, and enhancing passenger perception.

[0240] Based on the above embodiments, after generating the operation plan of online train numbers after the target time based on the target data, the method further includes: determining the connection relationship of the target train numbers based on the operation plan.

[0241] At target time T r The target train numbers are then used as the linking objects. The online train numbers that meet the linking conditions for each target train are found according to the departure order of the target train numbers, thereby determining the linking relationship of each target train number.

[0242] As an optional embodiment, determining the connection relationship of target train numbers based on the operation plan includes: based on the operation parameters and operation plan of any target train number, traversing online train numbers that meet the preset connection conditions among online train numbers that run in the opposite direction to any target train number;

[0243] When online train numbers that meet the preset connection conditions are found, a connection relationship is established between any target train number and online train numbers that meet the preset connection conditions.

[0244] If no online trains that meet the preset connection conditions are found, based on the operating parameters and operating plan of any target train, spare trains that meet the preset connection conditions are found among the spare trains that run in the opposite direction to any target train.

[0245] When a backup train number that meets the preset connection conditions is found, a connection relationship is established between any target train number and the backup train number that meets the preset connection conditions.

[0246] Specifically, in determining the connection relationship of the target train numbers, the set involved includes the target train numbers in the up direction and down direction of the target line; and the online train numbers in the up direction and down direction of the target line.

[0247] In this embodiment of the invention, the running direction d1(N) of the online train number that needs to be turned around can be determined first. tb up >0 or N tb down The connection relationship of >0) is then processed to determine the running direction d2(N) of the online train number receiving the turn. tb up <0 or N tb down The connection relationship is <0). If there is no intermediate bend between the up and down directions of the train, the connection operation can be performed first in any direction of operation.

[0248] Optionally, when first determining the connection between the target train numbers in the down direction and the online train numbers in the up direction of the target line, the data involved includes: the set of online train numbers in the up direction, the number of standby train numbers leaving the depot to the down direction, the number of train numbers returning to the depot in the up direction, the number of train numbers turning around in the up direction, and the set of target train numbers in the down direction.

[0249] First, the connection between the target train number in the down direction and the online train number in the up direction (N) is processed. tb up >0 and N tb down For example, <0): Based on the target train set TT in the down direction down Departure times of each train at its originating station Upbound Online Train Collection OLT up The earliest scheduled arrival time of each train after turning back at the terminal station to the starting platform of the southbound train. Iterate through the online trains on the target line in the up direction that meet the preset connection conditions. The number of online trains meeting the preset connection conditions can be one or more.

[0250] It should be noted that the preset connection conditions may include: the arrival time of the online train in the upbound direction at the intermediate turnaround station must be later than the departure time of the preceding target train, and earlier than the departure time of the target train (including the stop time) or later than the departure time of the target train by no more than a preset time. The preceding target train can be determined according to the planned train schedule.

[0251] It should be noted that the preset duration can be determined based on the actual situation and / or prior knowledge. In this embodiment of the invention, the specific value of the preset duration is not limited.

[0252] Optionally, the preset duration can be between 50 and 70 seconds. For example, the preset duration can be 50, 60, or 70 seconds.

[0253] Targeting tt k down If the online train is going up, olt v up Must meet:

[0254]

[0255] or

[0256]

[0257] Among them, minDT start,down This indicates the shortest stop time at the originating station of the target route.

[0258] According to the target train set TT in the downward direction down various train numbers k up By determining the departure time sequence at the originating station, we can identify the set A of online train numbers that satisfy the first correlation relationship for each target train number. Furthermore, we can determine the train number of each online train number in the set A.

[0259] If no online train that satisfies the first connection relationship is found for any target train in the down direction, then A for any target train in the down direction is empty: the target train is an unconnected train and can be included in the set of target trains to be suspended.

[0260] If the number of online trains that meet the first connection relationship for any target train in the down direction is 1, then only 1 online train in the up direction meets the preset connection condition for the target train in the down direction, and the number of elements in A of any target train in the down direction is 1.

[0261] A connection relationship can be established between the target train number in the down direction and the online train number in the up direction that meets the preset connection conditions, and the online train number in the up direction that meets the preset connection conditions can be removed from the set of online train numbers in the up direction; wherein, the connection relationship may include the train number, the train number before connection, the train number after connection, and the position of connection.

[0262] If the number of online trains that the target train number in any down direction reaches is multiple and satisfy the first connection relationship, then the number of elements in set A is greater than 1.

[0263] If only one of the online trains that satisfies the first connection relationship arrives before the departure of the target train in the down direction, then a connection relationship can be established between the target train in the down direction and the online train, and that up train can be removed from the set of online trains in the up direction.

[0264] If the set of online trains in the up direction has multiple online trains that arrive before the departure of the target train in the down direction, then based on the set of online trains in the up direction, iterate through the next target train of any of the above target trains to see if it is related to the online trains in the up direction that satisfy the first connection relationship.

[0265] If the next target train number traverses to an online train number that satisfies the first connection relationship, then establish a connection relationship between the last upbound online train number in A of any of the above target train numbers and the next target train number, and remove the last upbound online train number in A from the online train numbers in the upbound direction, and add the remaining upbound online train numbers in A to the set of online train numbers to be processed.

[0266] If the next target train does not find an online train that satisfies the first connection relationship, then a connection relationship is established between the first online train in the up direction in A and the next target train mentioned above, and the first online train in the up direction is removed from the set of online trains in the up direction; based on the departure time of the preceding train in A, the departure time of the remaining trains in A from the destination station in the up direction and the planned arrival time of the originating station in the down direction can be modified.

[0267] For target train numbers in the down direction that have not established a connection relationship (the set of target train numbers to be suspended), traverse the standby train numbers that meet the preset connection conditions.

[0268] If the set of spare train services is non-empty (N) ck down If the number of backup trains is greater than 0, then the earliest planned arrival time of each backup train in the set to the originating platform in the down direction will be calculated sequentially. The first standby train to arrive at the starting platform in the down direction will be designated as the first train to depart from the depot.

[0269] If the first departing train meets the preset connection conditions, then a connection relationship is established between the first departing train and the aforementioned target train, and the first departing train is moved out of the set of standby trains (N) in the downward direction.ck down -1), and based on the departure time of the first departing train, modify the planned arrival time of the earliest departure train to the station after departure, and remove the downstream target train from the set of target trains to be suspended.

[0270] If the first train leaving the depot also does not meet the preset connection conditions, no operation will be performed on the downstream target train, and the other target trains in the set of target trains to be suspended will be determined to establish a connection relationship with the first train leaving the depot.

[0271] For target trains in the set of trains to be suspended that are in the down direction and have no established connection, it can be determined whether a connection can be established with the remaining online trains in the up direction (the set of online trains to be processed) after turning into online trains in the down direction.

[0272] For the online train numbers in the set of online train numbers to be processed, determine the stations where the above online train numbers may turn back and the earliest planned arrival time of the trains arriving at the stations after the turnback (the arrival time at each station needs to maintain the minimum tracking interval with the preceding train).

[0273] For each target train to be cancelled, determine whether there is a corresponding online train that can be turned around to execute its train number and operation plan. Compare its earliest planned arrival time at each turnaround station with the departure time of the unconnected target trains (in sequence) at that station.

[0274] If the planned arrival time of a train with a detour at a certain detour station is earlier than that of the target train, the train with the detour will execute the plan of the target train, the train with the detour will be removed from the set of online trains to be processed, and the target train will be removed from the set of target trains to be suspended.

[0275] If no train service meets the condition, the target train service will not be processed and its status will be changed to "discontinued".

[0276] CTT (Canceled Target Train Set) down The quantity is N CTT down .

[0277] For the remaining online train services without established connections (the set of online train services to be processed), based on the line topology and N... hk up Arrange for the remaining online train services to return to the depot.

[0278] If the set of online train numbers to be processed is null, then no processing is required and this step can be skipped.

[0279] The set of online train numbers to be processed is non-empty. If the conditions for returning to the depot are met, and N... hk up If the value is greater than 0, then a corresponding number of online trains will be arranged to return to the depot, their status will be corrected to "return to depot," and the final destination will be the depot station. If the station is not the final destination, then the train's passenger disembarkation time needs to be considered.

[0280] If the conditions for returning to the warehouse are not met, or N hk up =0, no return to the warehouse operation is performed.

[0281] The remaining train numbers on the up line after the return-to-depot operation (the set of train numbers on the up line to be processed) are used as the set of trains for the turn operation on the up line to supplement the number of trains on the down line. The position of the turn can be adjusted according to the connection between the line and the down direction.

[0282] As an optional embodiment, the connection relationship of target train numbers in the up direction can be modified based on the connection relationship of target train numbers in the down direction.

[0283] The required data includes: the set of online train numbers in the down direction, the number of standby train numbers departing from the depot to the up direction, the number of train numbers returning to the depot in the down direction, and the number of train numbers turning around in the down direction; the train set for subsequent trains is the target train set in the up direction.

[0284] The CTT trains that will be suspended in the downward direction down After turning back, the trains will be added to the target train assembly in the upward direction;

[0285] If the number of trains N departing from the depot in the downward direction ck down If the train has not yet been dealt with, it will be included in the set of online trains in the down direction, and its arrival time at the corresponding departure platform in the down direction will maintain the minimum departure interval with the existing trains leaving the depot.

[0286] The number N of trains leaving the warehouse in the upward direction ck up remain unchanged

[0287] Number of online trains returning to the depot in the downlink direction (N) hk down remain unchanged

[0288] The receiving train number is the set of trains waiting to be processed among the online train numbers in the upward direction (TBT). up Its quantity N TBT upAdjustments will be made accordingly (the quantity will increase accordingly if service is suspended);

[0289] Handling the connection between the target train in the upward direction and the online train in the downward direction.

[0290] If the target train in the upbound direction is cancelled, the online train set TBT in the upbound direction will be cancelled. up The remaining trains will continue their journey upwards to connect with the operational plans of the suspended target trains in the upward direction after their return.

[0291] Taking the connection between the target train in the upward direction and the on-line trains in the downward direction as an example, we can determine whether the remaining set of on-line trains awaiting processing in the upward direction can be first turned into a downward-direction on-line train (temporary train), and then turned into a connection with the target train in the upward direction at the end of the downward direction. If so, the connection relationship is established. Temporary trains need to consider the interval between the preceding and following trains and adjust their departure times appropriately.

[0292] If there are still trains to be cancelled for the target train in the up direction, then those trains will be cancelled. The remaining pending trains in the up direction will not be detoured, but will continue to their up-direction destination and then be connected to the down-direction trains after the cancelled trains in the up-direction target train have been detoured.

[0293] After generating the operation plan of online train numbers after the target time, the embodiments of the present invention determine the connection relationship of the target train numbers based on the operation plan. Based on the above connection relationship, train scheduling can be carried out more efficiently and accurately, thereby improving the efficiency of train operation.

[0294] Figure 4 This is a structural schematic diagram of the train dispatching device provided by the present invention. The following is in conjunction with… Figure 4 The train dispatching device provided by this invention will be described below. The train dispatching device described below can be referred to in correspondence with the train dispatching method provided by this invention described above. For example... Figure 3 As shown, there are data acquisition module 401, train number determination module 402, train dispatching module 403, and plan generation module 404.

[0295] The data acquisition module 401 is used to acquire target data when it is determined that the abnormal situation in the abnormal section has been eliminated. The target data includes the planned operation diagram and dynamic operation diagram of the target line where the abnormal section is located.

[0296] The train number determination module 402 is used to determine the train numbers of trains that have not yet left the depot at the target time and on the target line as target train numbers based on target data, and to determine the train numbers of trains running online at the target time and on the target line as online train numbers.

[0297] Train scheduling module 403 is used to perform train scheduling based on the number of online trains, the number of target trains, and the topology of the target line. Train scheduling includes at least one of scheduling online trains to turn around, scheduling spare trains to leave the depot and go to the target line, and scheduling trains to return to the depot. Online trains include trains to turn around and trains to return to the depot.

[0298] The plan generation module 404 is used to generate an operation plan for online trains after the target time based on the target data, so that the online trains can execute the operation plan after the target time.

[0299] Specifically, the data acquisition module 401, the train number determination module 402, the train dispatching module 403, and the plan generation module 404 are electrically connected.

[0300] The train dispatching device in this embodiment of the invention, based on target data after determining that the abnormal situation in the abnormal section has been eliminated, identifies the train numbers that have not yet left the depot at the target time and the train numbers that are running online at the target time and on the target line as online train numbers. Then, based on the number of online train numbers, the number of target train numbers, and the topology of the target line, it performs train dispatching and generates the operation plan of the online train numbers after the target time based on the target data, so that the online train numbers can execute the operation plan after the target time. It can fully consider the topology of the line and the operation constraints, and adopts a variety of train dispatching methods such as reserve train departure, train return to the depot, and mid-way turnaround. Different dispatching strategies are adopted for trains with different plans, locations, and purposes. It can make full use of the capacity resources of reserve trains and online trains, and can perform automatic train dispatching more efficiently and reliably. The feasibility of automatic train dispatching is higher, the automation level of train dispatching is improved, the efficiency and effectiveness of abnormal response in urban rail transit operation are improved, the quality of operation service is improved, and the passenger perception is improved.

[0301] Figure 5 An example is a schematic diagram of the physical structure of an electronic device, such as... Figure 5As shown, the electronic device may include: a processor 510, a communication interface 520, a memory 530, and a communication bus 540, wherein the processor 510, the communication interface 520, and the memory 530 communicate with each other through the communication bus 540. The processor 510 can call logical instructions in the memory 530 to execute a train scheduling method, which includes: after determining that the abnormal situation in the abnormal section has been eliminated, acquiring target data, the target data including the planned operation map and dynamic operation map of the target line where the abnormal section is located; based on the target data, identifying the train numbers that have not yet left the depot at the target time and the train numbers that are running online at the target time and the train numbers that are running online at the target time and the train numbers that are running online; performing train scheduling based on the number of train numbers that are running online, the number of train numbers that are target, and the topology of the target line, the train scheduling including at least one of scheduling train numbers that are running online, scheduling spare train numbers that leave the depot to the target line, and scheduling train numbers that return to the depot, the train numbers that are running online include train numbers that are running online and train numbers that return to the depot; and generating an operation plan for the train numbers that are running online after the target time based on the target data, so that the train numbers that are running online after the target time can execute the operation plan.

[0302] Furthermore, the logical instructions in the aforementioned memory 530 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, essentially, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0303] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the train scheduling method provided by the above methods. The method includes: after determining that the abnormal situation in the abnormal section has been eliminated, acquiring target data, the target data including the planned operation map and dynamic operation map of the target line where the abnormal section is located; based on the target data, determining the train numbers that have not yet left the depot at the target time as target train numbers, and determining the train numbers running online at the target time as online train numbers; performing train scheduling based on the number of online train numbers, the number of target train numbers, and the topology of the target line, the train scheduling including at least one of scheduling online train numbers to turn around, scheduling spare train numbers to leave the depot to the target line, and scheduling train numbers returning to the depot, the online train numbers including train numbers to turn around and train numbers returning to the depot; and generating an operation plan for the online train numbers after the target time based on the target data, so that the online train numbers can execute the operation plan after the target time.

[0304] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, is implemented to perform the train scheduling methods provided by the above methods. The method includes: acquiring target data, including a planned operation diagram and a dynamic operation diagram of the target line where the abnormal section is located, after determining that the abnormal situation in the abnormal section has been eliminated; based on the target data, identifying train numbers that have not yet left the depot at the target time as target train numbers, and identifying train numbers currently in operation at the target time as online train numbers; performing train scheduling based on the number of online train numbers, the number of target train numbers, and the topology of the target line, wherein train scheduling includes at least one of scheduling online train numbers to turn around, scheduling spare train numbers to leave the depot for the target line, and scheduling train numbers returning to the depot, and online train numbers include train numbers to turn around and train numbers returning to the depot; and generating an operation plan for the online train numbers after the target time based on the target data, so that the online train numbers can execute the operation plan after the target time.

[0305] The device 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 any creative effort.

[0306] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence 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 computer-readable 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 the various embodiments or some parts of the embodiments.

[0307] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train scheduling method, characterized in that, include: Once it is determined that the abnormal situation in the abnormal section has been eliminated, target data is acquired, including the planned operation map and dynamic operation map of the target line where the abnormal section is located. Based on the target data, the train numbers that have not yet left the depot on the target line at the target time are determined as target train numbers, and the train numbers that are running online on the target line at the target time are determined as online train numbers. Based on the number of online trains, the number of target trains, and the topology of the target line, train scheduling is performed. The train scheduling includes at least one of scheduling online trains to turn around, scheduling spare trains to leave the depot and go to the target line, and scheduling trains to return to the depot. The online trains include trains to turn around and trains to return to the depot. Based on the target data, an operation plan for the online train service after the target time is generated, so that the online train service can execute the operation plan after the target time. Train scheduling, based on the number of online train services, the number of target train services, and the topology of the target line, includes: Based on the number of target train services, determine the theoretical number of all train services that will run on the target line after the target time. Based on the online train numbers and the theoretical number, determine whether it is necessary to increase or decrease the number of trains on the target line. Based on the judgment result, at least one of the following is determined: the number of backup trains, the number of trains returning to the depot, and the number of trains folding down.

2. The train dispatching method according to claim 1, characterized in that, After generating the online train schedule for the train number after the target time based on the target data, the method further includes: Based on the aforementioned operational plan, the connection relationships between the target train services are determined.

3. The train dispatching method according to claim 1, characterized in that, After determining at least one of the number of reserve trains, the number of trains returning to the depot, and the number of trains merging midway based on the determination result, the process includes: Given a determined number of backup train services, the depot is identified based on the topology and the location information of the abnormal section. Then, based on the number of backup train services, the depot is dispatched to send the backup trains to the target line. Given a determined number of returning trains, the depot is identified based on the topological relationship and the location information of the abnormal section. Then, based on the number of returning trains, the trains are scheduled to return to the depot at the designated depot. Given a determined number of train services with mid-detours, the mid-detour train services are scheduled to make mid-detours based on this number.

4. The train scheduling method according to claim 3, characterized in that, The step of dispatching the reserve trains from the depot to the target line based on the number of reserve trains includes: If the target line meets the conditions for shunting out of the depot, based on the number of the spare trains, the depot dispatches the spare trains to the target line. The step of scheduling the returning trains to the depot based on the number of returning trains includes: If the target line meets the conditions for trains to return to the depot, the trains returning to the depot are dispatched to the depot based on the number of trains returning to the depot.

5. The train dispatching method according to claim 1, characterized in that, The step of generating the online train service's operation plan after the target time based on the target data includes: Based on the originating and terminating stations of the online train, a running plan for the online train after the target time is generated.

6. The train dispatching method according to claim 2, characterized in that, Determining the connection relationship of the target train numbers based on the operation plan includes: Based on the operating parameters of any target train and the operating plan, traverse the online trains that meet the preset connection conditions among the online trains that run in the opposite direction to the target train. When online train numbers that meet the preset connection conditions are found, a connection relationship is established between any target train number and the online train number that meets the preset connection conditions. If no online trains that meet the preset connection conditions are found, based on the operating parameters of any target train and the operating plan, spare trains that meet the preset connection conditions are found among the spare trains that run in the opposite direction to the target train. When a backup train number that meets the preset connection conditions is found, a connection relationship is established between any target train number and the backup train number that meets the preset connection conditions.

7. The train scheduling method according to any one of claims 1 to 6, characterized in that, Determining that the abnormality in the abnormal section has been eliminated includes: If it is determined that the abnormal situation in the abnormal section has been resolved when the test train passes through the abnormal section at a preset speed.

8. A train dispatching device, characterized in that, include: The data acquisition module is used to acquire target data when it is determined that the abnormal situation in the abnormal section has been eliminated. The target data includes the planned operation map and dynamic operation map of the target line where the abnormal section is located. The train number determination module is used to determine, based on the target data, the train numbers that have not yet left the depot on the target line at the target time as the target train numbers, and the train numbers that are running online on the target line at the target time as the online train numbers; The train dispatching module is used to perform train dispatching based on the number of online trains, the number of target trains, and the topology of the target line. The train dispatching includes at least one of dispatching online trains to turn around, dispatching spare trains to leave the depot and go to the target line, and dispatching trains returning to the depot. The online trains include trains to turn around and trains returning to the depot. The plan generation module is used to generate an operation plan for the online train after the target time based on the target data, so that the online train can execute the operation plan after the target time. The train scheduling module, based on the number of online train services, the number of target train services, and the topology of the target line, includes the following method: determining the theoretical number of all train services operating on the target line after the target time, based on the number of target train services. Based on the online train numbers and the theoretical number, determine whether it is necessary to increase or decrease the number of trains on the target line. Based on the judgment result, at least one of the following is determined: the number of backup trains, the number of trains returning to the depot, and the number of trains folding down.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the program, it implements the train scheduling method as described in any one of claims 1 to 7.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the train scheduling method as described in any one of claims 1 to 7.

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