A method for coordinating adjustment of passenger and freight co-line under-tending and train diagram

Abstract

The present application relates to a kind of passenger and freight co-line under the method for coordinating adjustment of crew connection and train diagram, comprising: obtaining the train operation plan and crew connection plan related to all passenger and freight trains running between two target stations in specified time period;In the case of sudden event occurring between two target stations, set corresponding disturbance parameter to all trains affected by sudden event, and designed a freight train arrival plan realization rate index for freight train in train;With train operation plan, crew connection plan and all disturbance parameters as input, with predetermined train adjustment rule as constraint, and with the minimum value of target function containing freight train arrival plan realization rate index as target, solve train operation plan and crew connection plan under sudden event in coordination, so as to improve the operation efficiency of railway transport system.

Description

Technical Field

[0001] This invention relates to the field of railway operation scheduling, and in particular to a method for coordinating the adjustment of passenger and freight train service connections and train timetables on a combined passenger and freight line. Background Technology

[0002] The railway dispatching system, taking a holistic approach to railway transportation, analyzes and studies each process and link in the transportation process, playing a crucial role in the railway system. In actual operation, train operation plans are inevitably affected by external random factors, such as severe weather, equipment failures, and excessively long cargo consolidation times. When changes in the external environment impact train operations, the dispatching center needs to make timely adjustments. For a long time, my country's railway freight transport organization has been a production-centric dispatching and command-based transport organization model under resource constraints. In passenger-freight co-operation lines, freight trains have a lower operational priority and are often affected by passenger trains, deviating from their original operating plans, resulting in a low freight train timetable fulfillment rate and difficulty in guaranteeing transportation efficiency. Therefore, considering the lower operational priority of freight trains and their greater susceptibility to passenger train influence, adjusting the operation of passenger-freight co-operation lines based on train priority remains a problem worthy of further consideration and research.

[0003] Furthermore, the railway dispatching system itself is a highly complex system. In my country, during the dispatching and command planning stage, dispatchers with multiple specialties are typically assigned to each sub-plan based on their own experience and the dispatching rules corresponding to different sub-plans. However, due to the complexity of the dispatching system and the fact that various sub-plans are compiled in stages, there is often a lack of coordination between plans. This often results in the final dispatching and command plan being inconsistent and unreasonable. In actual operation, there may be situations where the compiled train operation adjustment plan is forced to be canceled due to a lack of crew members.

[0004] Therefore, in the context of networked operation of railway transportation systems, research focusing on the coordinated adjustment of train timetables and crew connections has indispensable theoretical and practical significance. Summary of the Invention

[0005] (a) Technical problems to be solved

[0006] In view of the above-mentioned shortcomings and deficiencies of the prior art, the present invention provides a method for the coordinated adjustment of passenger and freight train service connections and train timetables on passenger and freight lines. This method solves the technical problem of low operating efficiency of railway transportation systems caused by poor coordination due to the hierarchical adjustment of train operation plans and passenger service connection plans in passenger and freight line scenarios.

[0007] (II) Technical Solution

[0008] To achieve the above objectives, the main technical solutions adopted by the present invention include:

[0009] In a first aspect, embodiments of the present invention provide a method for coordinated adjustment of passenger and freight train service connections and train timetables on a shared passenger and freight line. The method includes: acquiring train operation plans and service connection plans related to all passenger and freight trains operating between two target stations within a specified time period; in the event of a sudden incident between the two target stations, setting corresponding disturbance parameters for all trains affected by the sudden incident, and designing a freight train arrival plan fulfillment rate index for freight trains; using the train operation plans, service connection plans, and all disturbance parameters as inputs, with predetermined train adjustment rules as constraints, and with the minimum value of a pre-constructed objective function containing the freight train arrival plan fulfillment rate index as the objective, collaboratively solving the train operation plans and service connection plans under the sudden incident; wherein the train adjustment rules are determined based on train operation information, train operation adjustment rules, and service connection adjustment rules.

[0010] In one possible embodiment, the disturbance parameters include, but are not limited to, the start time of the incident, the duration of the incident, the location of the incident, the current train's operating class, the current train's category, the current train's interval travel time, and the current train's stop time.

[0011] In one possible embodiment, train operation information includes, but is not limited to, minimum stop time, minimum running time between sections, and station capacity information.

[0012] In one possible embodiment, the train operation adjustment rules include, but are not limited to, train overtaking conditions, train running time, and train intervals.

[0013] In one possible embodiment, the crew connection adjustment rules include, but are not limited to, maximum value multiplied by time, minimum transfer time, and operating line connection conditions.

[0014] In one possible embodiment, the train adjustment rules include basic constraint rules; the basic constraint rules include:

[0015]

[0016]

[0017]

[0018]

[0019] Among them, Aa i，k Pa represents the actual arrival time of train i at station k; i，kLet T represent the planned arrival time of train i at station k; T represents the set of trains, where train i is any train in all columns included in T; S represents the set of stations, where station k is any station in all stations included in S; Ad i，k Pd represents the actual departure time of train i at station k; i，k Indicates the planned departure time of train i at station k; Ad i，k -Aa i，k TS represents the dwell time of train i at station k; min Aa represents the minimum stop time among all stop times for all passenger and freight trains; i，k+1 Let Aa represent the actual arrival time of train i at station k+1, and let Aa i，k+1 -Ad i，k TQ represents the travel time of train i between station k+1 and station k; min This represents the minimum travel time among all travel times for all passenger and freight trains.

[0020] In one possible embodiment, the train adjustment rules include train arrival and departure sequences and overtaking constraints; the train arrival and departure sequences and overtaking constraints include:

[0021]

[0022]

[0023]

[0024]

[0025]

[0026]

[0027] Where H represents the minimum operating interval; Aa j，k Oa represents the actual arrival time of train j at station k; k，i，j Indicates the actual arrival order of trains i and j at station k; M represents a preset constant; Ad j，k Od represents the actual departure time of train j at station k; k，i，j This indicates the actual departure order of trains i and j at station k; Oa k+1，i，j This indicates the actual arrival order of trains i and j at station k+1; Od k，i，j This indicates the actual departure order of train i and train j at station k; Oa k，i，j Indicates the actual arrival order of trains i and j at station k; Opd k，i，j This indicates the planned departure order of trains i and j at station k; Opak，i，j This indicates the planned arrival order of trains i and j at station k; level(i) represents the operating class of train i; level(j) represents the operating class of train j; Oad k，i，j This indicates the order in which train i arrives at station k and train j departs from station k; Cs k This represents the capacity of station k.

[0028] In one possible embodiment, train adjustment rules include crew and line constraints; the crew and line constraints include:

[0029]

[0030]

[0031]

[0032]

[0033]

[0034]

[0035]

[0036]

[0037] Where x represents the train line; L represents the set of train lines; Cal kc，x This indicates whether the crew kc was responsible for the train's operating line x; Tl x Indicates the duration of the running line; C max Indicates the maximum working time of the cabin crew; C represents the cabin crew assembly; Ca kc，a，x This indicates whether crew member kc was responsible for the train's operating line x; C d Indicates the departure station for the crew; L q Indicates the starting point of the running line; Ld g Indicates the end time of line x; La x Indicates the start time of running line x; M represents the preset integer; Ca kc，x，g This indicates whether crew member kc successively served on operating lines i and j; C min Lq represents the minimum interval between the completion of one crew task and the commencement of another; g Indicates the starting point of line i; Lz g L represents the endpoint of line i; k Indicates bus crew; L h This refers to freight car crew.

[0038] In one possible embodiment, the objective function is expressed as:

[0039]

[0040] Where ω1 represents the first preset weight coefficient; i k Indicates a passenger train; T k Indicates a set of passenger trains; k represents a station; S represents a set of stations; Indicates passenger train i k The actual arrival time at station k; Indicates passenger train i k The planned arrival time at station k; Indicates passenger train i k The actual departure time at station k; Indicates passenger train i k The planned departure time at station k; ω2 represents the second preset weighting coefficient; i h Indicates a freight train; T h Indicates a collection of freight trains; This represents the freight train arrival plan fulfillment rate indicator; ω3 represents the third preset weighting coefficient; Z kc，x，g This indicates the offset of the crew schedule.

[0041] Secondly, embodiments of this application provide a storage medium storing a computer program, which, when executed by a processor, performs the method described in the first aspect or any optional implementation thereof.

[0042] Thirdly, embodiments of this application provide an electronic device, including: a processor, a memory, and a bus. The memory stores machine-readable instructions executable by the processor. When the electronic device is running, the processor communicates with the memory via the bus. When the machine-readable instructions are executed by the processor, they perform the method described in the first aspect or any optional implementation of the first aspect.

[0043] Fourthly, this application provides a computer program product that, when run on a computer, causes the computer to perform the method in the first aspect or any possible implementation thereof.

[0044] (III) Beneficial Effects

[0045] The beneficial effects of this invention are:

[0046] This application provides a method for coordinating the adjustment of crew connections and train timetables on passenger-freight mixed lines. Under passenger-freight mixed lines, this method considers the priority of passenger and freight trains and crew connections, and is a train operation adjustment method for unexpected situations in railway operations, so as to improve the operating efficiency of the railway transportation system.

[0047] To make the above-mentioned objectives, features and advantages to be achieved by the embodiments of this application more apparent and understandable, preferred embodiments are described below in detail with reference to the accompanying drawings. Attached Figure Description

[0048] To more clearly illustrate the technical solutions of the embodiments of this application, the accompanying drawings used in the embodiments of this application will be briefly introduced below. It should be understood that the following drawings only show some embodiments of this application and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0049] Figure 1 This illustration shows a schematic diagram of a system for coordinated adjustment of passenger and freight train service connections and train timetables, provided in an embodiment of this application.

[0050] Figure 2 This document illustrates a flowchart of a method for coordinating passenger and freight train service connections with train timetable adjustments, as provided in an embodiment of this application.

[0051] Figure 3 A schematic diagram of a disturbance scenario for a double-track railway provided in an embodiment of this application is shown. Detailed Implementation

[0052] To better explain and facilitate understanding of the present invention, the present invention will be described in detail below with reference to the accompanying drawings and specific embodiments.

[0053] To address the issue of poor coordination in existing scheduling plans, this paper considers the priority of passenger and freight train operations and crew connections in passenger-freight co-operation scenarios. Addressing various unforeseen circumstances in actual railway operations, it integrates crew connections with train timetable adjustments to collaboratively solve train operation adjustments and crew connection schemes. Different optimization indicators are designed for the actual operational requirements of different train types. For passenger trains, passengers are more concerned about on-time performance, so a penalty for train delays is included in the optimization objective. For freight trains, freight owners are more concerned about the delivery time of goods.

[0054] Based on this, the railway bureau designed a freight train delivery plan fulfillment rate index to evaluate the delivery status of freight trains at the bureau's border stations and terminal stations within the settlement period. Correspondingly, this application also sets a freight train arrival plan fulfillment rate penalty in the model to minimize the number of freight trains not delivered on time. For the crew, in actual operation, it is necessary to ensure the fulfillment rate of the crew plan as much as possible. Therefore, this application sets a crew plan offset penalty in the optimization objective to minimize problems such as crew members leaving their posts in different locations, staying overnight in different locations, and excessively long shift times. Furthermore, this application tightly couples the train operation plan, operation level, and crew connection during the solution process. These three factors influence each other, which can ensure the solution quality of the train timetable and crew connection scheme, providing dispatchers with more comprehensive and reasonable auxiliary strategies, and ensuring the passenger and freight train timetable redemption rate and railway transportation efficiency under emergencies.

[0055] To better understand the above technical solutions, exemplary embodiments of the present invention will be described in more detail below with reference to the accompanying drawings. Although exemplary embodiments of the present invention are shown in the drawings, it should be understood that the present invention can be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that the present invention can be understood more clearly and thoroughly, and that the scope of the present invention can be fully conveyed to those skilled in the art.

[0056] Please see Figure 1 , Figure 1 This illustration shows a schematic diagram of a system for coordinated adjustment of passenger and freight train service connections and train timetables, provided in an embodiment of this application. Figure 1 As shown, the system includes a first module for determining train operation plans and crew connection plans based on train operation schedule information and crew connection plan information; a second module for setting different disturbance parameters for train operation based on emergencies encountered during actual train operation; a third module for determining train adjustment rules based on train operation information, train operation adjustment rules, and crew connection adjustment rules; a fourth module for collaboratively solving the crew connection scheme and train operation schedule under emergencies by taking the operation plan in the first module and the emergency event information in the second module as inputs and the train adjustment rules in the third module as constraints to obtain the adjusted train operation and crew connection adjustment scheme; a fifth module for the adjustment result of the train operation schedule obtained by the adjustment transformation of the fourth module; and a sixth module for the adjustment result of the crew connection scheme obtained by the adjustment transformation of the fourth module.

[0057] It should be understood that, although Figure 1The diagram shows a schematic of the system for coordinating the connection of passenger and freight train services with the train timetable adjustment of this application. However, those skilled in the art should understand that the system can be configured according to actual needs, and the embodiments of this application are not limited thereto.

[0058] Please see Figure 2 , Figure 2 A flowchart illustrating a method for coordinating passenger and freight train service connections and train timetable adjustments according to an embodiment of this application is shown. It should be understood that this method can be executed by an electronic device, and the specific device of the electronic device can be configured according to actual needs; this embodiment is not limited thereto. Specifically, the method includes:

[0059] Step S210: Obtain the train operation plans and crew connection plans related to all passenger and freight trains operating between two target stations within a specified time period. Passenger and freight trains include both passenger and freight trains, and all passenger and freight trains can be trains operating in two different directions (e.g., up or down direction) from the station.

[0060] It should be understood that the specific time period can be set according to actual needs, and the embodiments of this application are not limited thereto.

[0061] For example, the specified time period could be from 8 a.m. to 6 p.m.

[0062] It should also be understood that the specific stations of the two target stations can be set according to actual needs, and the embodiments of this application are not limited thereto.

[0063] For example, the two target stations could be Tianjin West Station to Dezhou Station.

[0064] It should also be understood that train operation plans are determined based on train schedule information. This train schedule information includes the arrival and departure times, departure order, and train operation class for both passenger and freight trains.

[0065] It should also be understood that the crew connection plan is determined based on the crew connection plan information. This information includes the number of crew members, departure and arrival stations, operating lines, and shift times.

[0066] Step S220: In the event of a sudden incident between two target stations, corresponding disturbance parameters are set for all trains affected by the incident, and a freight train arrival plan fulfillment rate index is designed for freight trains. Sudden incidents typically lead to increased train dwell time and interval travel time.

[0067] It should be understood that emergencies can occur at intermediate stations between two target stations.

[0068] For example, if the two destination stations are Tianjin West Station and Dezhou Station, an emergency could occur between Chenguantun Station and Tangguantun Station.

[0069] For example, such as Figure 3 As shown, a sudden event causing disturbance occurs between station 2 and station 3.

[0070] It should also be understood that the specific events of an emergency can be set according to actual needs, and the embodiments of this application are not limited thereto.

[0071] For example, emergencies could include severe weather, equipment failure, or excessively long cargo assembly times.

[0072] It should also be understood that the specific parameters included in the disturbance parameters can be set according to actual needs, and the embodiments of this application are not limited thereto.

[0073] For example, the disturbance parameters include, but are not limited to, the start time of the incident, the duration of the incident, the location of the incident, the current train's operating level (e.g., the operating level could be level 2 or level 3), the current train's category (e.g., passenger train or freight train), the current train's travel time within the section, and the current train's stop time.

[0074] It should also be understood that all trains affected by emergencies can refer to trains whose operating time is after the time following the occurrence of the emergency.

[0075] To facilitate understanding of step S220, the following specific embodiments will be used to illustrate the settings.

[0076] For example, if the two target stations can be Tianjin West Station to Dezhou Station and the train operation plan can include train operation plan information for different times within a specified time period (8:00 AM to 11:00 AM), and if a sudden event occurs between Chenguantun Station and Tangguantun Station at 10:00 AM, then considering that the sudden event only affects the operation of trains after 10:00 AM, different disturbance parameters can be set for trains with a planned operation time of 10:00 AM to 11:00 AM.

[0077] Step S230 involves taking the train operation plan, crew connection plan, and all disturbance parameters as inputs, using pre-determined train adjustment rules as constraints, and aiming at the minimum value of a pre-constructed objective function that includes the fulfillment rate index of freight train arrival plans. The goal is to collaboratively solve for the train operation plan and crew connection plan under unforeseen events. The train adjustment rules are determined based on train operation information, train operation adjustment rules, and crew connection adjustment rules.

[0078] In other words, the train schedule and crew connection plan information for a certain time period on a passenger-freight railway are input into the model, and disturbances are injected into the model to simulate the impact of sudden events on train operation in actual situations. Since this application addresses the operation adjustment problem of trains that have not entered the affected section after an disturbance occurs, and there is no scenario of trains stopping within the affected section, the disturbance parameters only increase the train's travel time within the section and its stop time (i.e., the disturbance parameters may also include the train's travel time within the section and its stop time). Furthermore, this application considers the relevant rules for adjusting the crew connections of passenger and freight trains, in addition to the basic rules for adjusting train operation on passenger-freight railways. The aim is to coordinate the adjustment of train operation and crew connection plans under sudden events to improve the feasibility of the solution.

[0079] It should be understood that the specific rules for train adjustment can be set according to actual needs, and the embodiments in this application are not limited thereto.

[0080] Optionally, the train adjustment rules may include basic constraint rules, such that the arrival and departure times of the adjusted train at each station must not be earlier than the scheduled time, and the train's dwell time at stations and its travel time within a section must be greater than the minimum dwell time and the minimum travel time within a section. That is, the basic constraint rules include:

[0081]

[0082]

[0083]

[0084]

[0085] Among them, Aa i，k Pa represents the actual arrival time of train i at station k; i，k Let T represent the planned arrival time of train i at station k; T represents the set of trains, where train i is any train in all columns included in T; S represents the set of stations, where station k is any station in all stations included in S; Ad i，k Pd represents the actual departure time of train i at station k; i，k Indicates the planned departure time of train i at station k; Ad i，k -Aa i，k TS represents the dwell time of train i at station k; min Aa represents the minimum stop time among all stop times for all passenger and freight trains; i，k+1 Let Aa represent the actual arrival time of train i at station k+1, and let Aa i，k+1 -Ad i，kTQ represents the travel time of train i between station k+1 and station k; min This represents the minimum travel time among all travel times for all passenger and freight trains.

[0086] Furthermore, the train adjustment rules also include train arrival and departure sequences and overtaking constraints. Because passenger and freight trains have different priorities, the arrival and departure of two trains at a station after adjustment must follow a certain order. This order is determined by the actual operating conditions of the trains at the time of the interference and the train's own operating level. Moreover, the arrival and departure activities of two trains at the same station must have a certain interval. At the same time, the number of trains stopping at the station must meet the station's capacity limits. In other words, the train arrival and departure sequences and overtaking constraints include:

[0087]

[0088]

[0089]

[0090]

[0091]

[0092]

[0093] Where H represents the minimum operating interval, which refers to the time interval required for two trains to arrive at or depart from the same station for safety reasons; for example, this minimum operating interval is generally about two minutes. Aa j，k Oa represents the actual arrival time of train j at station k; k，i，j Indicates the actual arrival order of trains i and j at station k; M represents a preset constant; Ad j，k Od represents the actual departure time of train j at station k; k，i，j This indicates the actual departure order of trains i and j at station k; Oa k+1，i，j This indicates the actual arrival order of trains i and j at station k+1. For example, if Oa k+1i，j =1 indicates that train j arrives first, if Oa k+1，i，j =0 indicates that train i arrives first; Od k，i，j This indicates the actual departure order of train i and train j at station k. For example, if Od k，i，j =1 indicates that train j departs first, if Od k，i，j =0 indicates that train i departs first; Oa k，i，j Indicates the actual arrival order of trains i and j at station k; Opd k，i，jThis indicates the planned departure order of trains i and j at station k. Also, Opd... k，i，j =0 indicates that in the planned train schedule, train i departs from station k (or station k) before train j; Opa k，i，j This indicates the planned arrival order of trains i and j at station k. Also, Opa k，i，j =1 indicates that in the planned train schedule, train i arrives later than train j at station k (or station k); level(i) represents the operating class of train i; level(j) represents the operating class of train j; Oad k，i，j This indicates the order in which train i arrives at station k and train j departs from station k. If Oad k，i，j =0 indicates that train i has arrived at station k, while train j has not yet arrived or has arrived but has not yet left station k; Cs k This represents the capacity of station k, that is, how many cars it can store, and the maximum number of cars that can stop at station k.

[0094] Furthermore, the train adjustment rules also include crew (or train crew) and line constraints, ensuring that the actual working time of a crew member cannot exceed the maximum working time, crew relay activities must last for a certain period, the departure station of the crew member must be the same station where the crew member is located, and whether a crew member can serve on a certain line and the crew member's line relay activities are also affected by time, space, and other factors. In particular, in the actual operation of passenger and freight railways, passenger and freight train crew members cannot be used interchangeably; that is, crew and line constraints include:

[0095]

[0096]

[0097]

[0098]

[0099]

[0100]

[0101]

[0102]

[0103] Where x represents the train route. For example, a train travels from Beijing to Tianjin and then to Cangzhou, but a certain crew can only travel from Beijing to Tianjin. Therefore, a different crew is needed to travel from Tianjin to Cangzhou. Thus, the train can be divided into two routes: one from Beijing to Tianjin, and another from Tianjin to Cangzhou; L represents the set of train routes; Cal kc，x This indicates whether the crew kc is assigned to train line x. For example, if Cal... kc，x =1 indicates that the responsibility has been undertaken or assumed; otherwise, it indicates that no responsibility has been assumed. x Indicates the duration of the running line; C max Indicates the maximum working time of the cabin crew; C represents the cabin crew assembly; Ca kc，a，x This indicates whether crew member kc was responsible for the train's operating line x; C d Indicates the departure station for the crew; L q Indicates the starting point of the running line; Ld g Indicates the end time of line x; La x Indicates the start time of running line x; M represents the preset integer; Ca kc，x，g This indicates whether crew kc successively served on operating line i and operating line j. For example, if Ca kc，x，g =1 indicates that crew kc first took on operating line x, and then operating line g, and this was obtained from the model solution. This variable essentially represents the crew's operational plan; C min Lq represents the minimum interval between the completion of one crew task and the commencement of another; g Indicates the starting point of line i; Lz g L represents the endpoint of line i; k Indicates bus crew; L h This refers to freight car crew.

[0104] It should also be understood that the specific function of the objective function can be set according to actual needs, and the embodiments of this application are not limited thereto.

[0105] Optionally, this application uses the information in steps S210 and S220 as input and the above-mentioned train adjustment rules as constraints. Under the condition of emergencies, it collaboratively solves the train operation adjustment and crew connection scheme. It innovatively proposes an optimization index for the delivery time limit fulfillment rate of freight trains, weakens the impact of freight train operation schedule on the adjustment results, is more in line with the actual operation scenario, and incorporates the crew plan into the model to make real-time collaborative adjustments with the train operation plan, thereby improving the feasibility of the adjustment results.

[0106] Specifically, in passenger-freight mixed railway lines, passengers are more concerned about train delays at stations, while freight owners are more concerned about cargo arrival times. Therefore, the objective function includes penalties for total passenger train delays and freight train arrival time fulfillment rates. Furthermore, since this application considers crew activities, a crew schedule offset penalty is also included in the objective function; that is, the objective function includes:

[0107]

[0108] Where ω1 represents the first preset weight coefficient; i k Indicates a passenger train; T k Indicates a set of passenger trains; k represents a station; S represents a set of stations; Indicates passenger train i k The actual arrival time at station k; Indicates passenger train i k The planned arrival time at station k; Indicates passenger train i k The actual departure time at station k; Indicates passenger train i k The planned departure time at station k; ω2 represents the second preset weighting coefficient; i h Indicates a freight train; T h Indicates a collection of freight trains; This indicates the rate at which freight trains meet their delivery schedules. For example, this... This indicates that freight train i h Failure to reach the railway bureau's boundary station or terminal station as planned is a result of the model's solution and should be avoided as much as possible in actual operation; ω3 represents the third preset weighting coefficient; Z kc，x，g This indicates the offset of the crew schedule. For example, Z kc，x，g =1 indicates that in the original plan, crew member kc did not take on operating lines i and g in turn, but in the adjusted plan, crew member k took on operating lines i and g in turn. At the same time, the fewer such cases, the better.

[0109] It's important to note that the output aims to minimize the objective function value under all initial conditions and constraints. The timetables for passenger and freight trains (i.e., the timetables represent the specific train operation plans) and the crew connection plans (i.e., the crew connection plans represent the crew schedules) derived from the model are both derived from several variables in the model. In other words, it calculates the values ​​of several variables related to the timetables and crew connection plans. Furthermore, the objective function value is merely an evaluation metric; a smaller objective function value indicates a better solution.

[0110] Furthermore, after obtaining the adjustment results corresponding to the objective function, the obtained passenger and freight train timetables and crew connection schemes are transformed into train operation diagrams and crew connection diagrams.

[0111] Furthermore, this application constructs a simulation model based on actual operational data of the Beijing-Shanghai Railway, and applies the commercial solver software CPLEX to solve 27 delay scenarios. Experimental results show that this application can quickly solve train operation adjustments and crew connection schemes after interference occurs, reducing the propagation of passenger train delays and crew deviations in passenger and freight trains, and improving the delivery rate of freight trains. This demonstrates that, under emergency circumstances, the proposed method for adjusting the operation of passenger and freight trains on shared lines, considering crew connections, is closer to the actual railway operation situation, improves solution quality, and provides dispatchers with more reasonable and feasible adjustment schemes quickly.

[0112] Therefore, by means of the above technical solution, this application proposes a train operation adjustment method for unexpected situations in railway operations, taking into account the priority of passenger and freight trains and the crew connection, in order to improve the operating efficiency of the railway transportation system under the condition of passenger and freight railway.

[0113] It should be understood that the above-mentioned method for coordinating the connection of passenger and freight train services with the train timetable is merely exemplary. Those skilled in the art can make various modifications based on the above method, and the modified solutions also fall within the protection scope of this application.

[0114] Those skilled in the art will understand that embodiments of the present invention can be provided as methods, systems, or computer program products. Therefore, the present invention can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present invention can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0115] This invention is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the invention. It will be understood that each block of the flowchart illustrations and / or block diagrams, as well as combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions.

[0116] It should be noted that the word "a" or "an" preceding a component does not preclude the existence of multiple such components. This invention can be implemented using hardware comprising several different components and using a suitably programmed computer. Among the listed devices, several of these devices may be embodied by the same hardware. The use of terms such as "first," "second," "third," etc., is merely for convenience and does not indicate any order. These terms can be understood as part of the component names.

[0117] Furthermore, it should be noted that in the description of this specification, the terms "one embodiment," "some embodiments," "embodiment," "example," "specific example," or "some examples," etc., refer to specific features, structures, materials, or characteristics described in connection with that embodiment or example, which are included in at least one embodiment or example of the present invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Furthermore, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0118] Although preferred embodiments of the invention have been described, those skilled in the art, upon learning the basic inventive concept, can make other changes and modifications to these embodiments. Therefore, the technical solution should be interpreted as including the preferred embodiments as well as all changes and modifications falling within the scope of the invention.

[0119] Obviously, those skilled in the art can make various modifications and variations to this invention without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of the invention's technical solutions and their equivalents, then the invention should also include these modifications and variations.

Claims

1. A method for coordinating the adjustment of passenger and freight train service connections with train timetables, characterized in that, include: Obtain train operation plans and crew connection plans for all passenger and freight trains operating between two target stations within a specified time period; In the event of a sudden incident between the two target stations, corresponding disturbance parameters are set for all trains affected by the sudden incident, and a freight train delivery plan fulfillment rate index is designed for freight trains among the trains. The train operation plan, the crew connection plan, and all the disturbance parameters are taken as inputs, with pre-determined train adjustment rules as constraints, and the minimum value of a pre-constructed objective function containing the freight train arrival plan fulfillment rate index is used as the objective to collaboratively solve the train operation plan and crew connection plan under the emergency; wherein, the train adjustment rules are determined based on train operation information, train operation adjustment rules, and crew connection adjustment rules; The train adjustment rules include basic constraint rules; the basic constraint rules include: ； ； ； ； in, This indicates the actual arrival time of train i at station k; The time of arrival of train i at station k is represented by T; T represents the set of trains, and train i is any one of the trains in all columns included in T; S represents the set of stations, and station k is any one of the stations included in S. This indicates the actual departure time of train i at station k; This indicates the planned departure time of train i at station k; This indicates the dwell time of train i at station k; This represents the minimum stop time among all the stop times corresponding to all passenger and freight trains. Let represent the actual arrival time of train i at station k+1, and TQ represents the travel time of train i between station k+1 and station k; min This represents the minimum travel time among all the travel times corresponding to all passenger and freight trains. The expression for the objective function is: ； in, Indicates the first preset weighting coefficient; i k Indicates a passenger train; T k Indicates a set of passenger trains; k represents a station; S represents a set of stations; Indicates the passenger train i k The actual arrival time at station k; Indicates the passenger train i k The planned arrival time at station k; Indicates the passenger train i k The actual departure time at station k; Indicates the passenger train i k The scheduled departure time at station k; Indicates the second preset weighting coefficient; i h Indicates a freight train; T h Indicates a collection of freight trains; This indicates the rate at which freight trains meet their delivery schedules. This represents the third preset weighting coefficient; This indicates the offset of the crew schedule.

2. The method according to claim 1, characterized in that, The disturbance parameters include, but are not limited to, the start time of the sudden event, the duration of the sudden event, the location of the sudden event, the current train's operating level, the current train's category, the current train's interval travel time, and the current train's stop time.

3. The method according to claim 2, characterized in that, The train operation information includes, but is not limited to, minimum stop time, minimum running time between sections, and station capacity information.

4. The method according to claim 2, characterized in that, The train operation adjustment rules include, but are not limited to, train overtaking conditions, train running time, and train intervals.

5. The method according to claim 2, characterized in that, The rules for adjusting crew connections include, but are not limited to, maximum time multiplied by time, minimum transfer time, and operating line connection conditions.

6. The method according to claim 1, characterized in that, The train adjustment rules include train arrival and departure sequence and overtaking constraints; the train arrival and departure sequence and overtaking constraints include: ； ； ; ; ; ; Where H represents the minimum operating interval; This indicates the actual arrival time of train j at station k; This indicates the actual arrival order of train i and train j at station k; M represents a preset constant. This indicates the actual departure time of train j at station k; This indicates the actual departure order of train i and train j at station k; This indicates the actual arrival order of train i and train j at station k+1; This indicates the planned departure order of train i and train j at station k; This indicates the planned arrival order of train i and train j at station k; This indicates the operating level of train i; This indicates the operating class of train j; This indicates the order in which train i arrives at station k and train j departs from station k; This indicates the capacity of station k.

7. The method according to claim 6, characterized in that, The train adjustment rules include crew and route constraints; the crew and route constraints include: ; ; ; ; ; ； ； ； Where x represents a train line; L represents the set of train lines; This indicates whether the crew kc was responsible for the train's operating line x; Tl x Indicates the duration of the running line; C max Indicates the maximum working time of the cabin crew; C represents the cabin crew assembly; This indicates whether the crew kc is operating on train line x; C d Indicates the departure station for the crew; L q Indicates the starting point of the running line; Ld g Indicates the end time of the running line x; La x This represents the start time of the running line x; M represents a preset integer; This indicates whether the crew kc successively served on operating line i and operating line j; C min This indicates the minimum interval between the completion of one task and the commencement of another. This indicates the starting point of the running line i; L represents the endpoint of the running line i; k Indicates bus crew; L h This refers to freight car crew.

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