A train line regional division optimization method, device, equipment and medium

Abstract

The application discloses a train line regional division optimization method and device, electronic equipment and a computer readable storage medium, applied to the technical field of maglev train, and the method comprises the steps of obtaining a current partition division scheme of a train line; for an intermediate station in the train line, obtaining the partition information of a station partition where the intermediate station is located, the partition information of a first partition before the station partition and the partition information of a second partition before the station partition based on the current partition division scheme; and based on the partition information of the station partition, the partition information of the first partition and the partition information of the second partition, optimizing the length of the first partition before the station partition with the optimal arrival tracking interval time as an optimization target. The application can shorten the arrival tracking interval time in a long and large trunk line, reduce the overall tracking interval time of the line, and be beneficial to improving the line passing capacity and the transportation capacity.

Description

Technical Field

[0001] This invention relates to the field of maglev train technology, and in particular to a method, apparatus, electronic device, and computer-readable storage medium for optimizing the regional division of train lines. Background Technology

[0002] The auxiliary parking area is a point used by the maglev train to move towards the stopping point. The train moves gradually in the order of a to b to c until it reaches the target stopping point. A section is a segment of the maglev train used for segmented power supply and safety block control. The line is divided into multiple sections, each with independent power supply and control. At the same time, each section acts as a block section on the line, and only one train is allowed to run in each section.

[0003] In the direction of train operation, the train starts at point A and arrives at point B. The line between A and B is divided into multiple sections. The closer the location of the last auxiliary stopping area in the direction from A to B within each section is to the section boundary, the smaller the interval between trains running across sections.

[0004] The overtaking interval is an important indicator of when a train passes through. Essentially, it is the time from when the preceding train arrives at the intermediate station to when the following train passes through the center of the intermediate station.

[0005] Currently, existing maglev train lines have relatively low passenger volume and are experimental lines with short distances and low train speeds. The required tracking interval is minimal, and the zoning only needs to meet power supply requirements without special design features. Maglev trains do not demonstrate their advantages over short distances; their speed advantage becomes apparent on long trunk lines as distance increases. However, on long trunk lines, there are instances of long arrival / departure tracking intervals. These long intervals affect the overall system tracking interval, reducing line capacity and transport capacity.

[0006] Therefore, how to shorten the arrival and tracking interval by optimizing the regional division of train lines has become a problem that needs to be solved by those skilled in the art. Summary of the Invention

[0007] The purpose of this invention is to provide a method, device, electronic device, and computer-readable storage medium for optimizing the regional division of train lines. During use, these methods can shorten the arrival and transit tracking interval on long trunk lines, reduce the overall tracking interval of the line, and improve the line's throughput and transport capacity.

[0008] To address the aforementioned technical problems, embodiments of the present invention provide a method for optimizing the regional division of train lines, comprising: Obtain the current zoning scheme for the train line; For intermediate stations on the train line, based on the current partitioning scheme, obtain the partitioning information of the station partition where the intermediate station is located, the partitioning information of the first partition before the station partition, and the partitioning information of the second partition before the station partition; Based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, the length of the first preceding partition is optimized with the optimal arrival-to-passage tracking interval time as the optimization objective.

[0009] In one embodiment, obtaining the partition information of the station partition where the intermediate station is located, the partition information of the first partition preceding the station partition, and the partition information of the second partition preceding the station partition based on the current partitioning scheme includes: The train route's operating speed curve, safety braking curve, the first distance between the boundary of the station section and the first intersection point of the station mainline section and the station siding section, the current position of the first end auxiliary parking area in the first preceding section, and the current position of the second end auxiliary parking area in the second preceding section are obtained. Based on the current position of the first end-of-line auxiliary parking area, the operating speed curve, and the safety braking curve, obtain the position of the second intersection point where the safety braking curve and the operating speed curve of the first end-of-line auxiliary parking area intersect; Based on the current position of the second end-of-line auxiliary parking area, the operating speed curve, and the safety braking curve, the location of the third intersection point where the safety braking curve and the operating speed curve of the second end-of-line auxiliary parking area intersect is obtained.

[0010] In one embodiment, the optimization of the length of the first partition preceding the station partition, based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, with the optimal arrival-to-passage tracking interval as the optimization objective, includes: Based on the first distance and the running speed curve, the first time required for the train to run from the boundary of the station section to cross the first intersection point of the station mainline section and the station siding section is calculated. Based on the speed curve, calculate the average train speed from the third intersection point to the second intersection point; Based on the first time and the average speed of the train, calculate the distance traveled by the following train within the first time. Based on the second intersection point position and the running distance, the position located in front of the second intersection point position and at a distance from the second intersection point position from the running distance is determined as the optimized third intersection point position; Based on the optimized third intersection point position and the safety braking curve of the second end auxiliary parking area, the optimized position of the second end auxiliary parking area is determined. Based on the optimized location of the second end-of-line auxiliary parking area, the latest boundary position of the first and second preceding zones is determined to determine the length of the optimized first preceding zone; wherein, the latest boundary position optimizes the arrival tracking interval time.

[0011] In one embodiment, determining the latest boundary position between the first and second preceding zones based on the optimized location of the second end auxiliary parking area includes: Based on the location of the optimized second-end auxiliary parking area, obtain the corresponding environmental information; Based on the optimized location of the second end auxiliary parking area and the environmental information, the latest boundary position between the first and second preceding zones is determined.

[0012] In one embodiment, determining the latest boundary position between the first and second preceding zones based on the optimized location of the second end auxiliary parking area includes: Get the preset interval length; Based on the optimized location of the second end auxiliary parking area and the preset interval length, the latest partition boundary position between the first and second preceding partitions is determined.

[0013] In one embodiment, after determining the latest partition boundary position between the first and second preceding partitions, the method further includes: Calculate the interval tracking time of the second-to-last partition determined based on the latest partition boundary position; Determine whether the interval tracking time meets the preset requirements. If so, then the first partition is re-divided based on the latest partition boundary position.

[0014] In one embodiment, it further includes: If the interval tracking time in the specified section does not meet the preset requirements, the train line will be re-divided into zones.

[0015] This invention also provides a train line area division optimization device, comprising: The first acquisition module is used to acquire the current zoning scheme of the train line; The second acquisition module is used to acquire, based on the current partitioning scheme, the partitioning information of the station partition where the intermediate station is located, the partitioning information of the first partition before the station partition, and the partitioning information of the second partition before the station partition for intermediate stations in the train line. The optimization module is used to optimize the length of the first partition before the station partition based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, with the optimal arrival and transit tracking interval time as the optimization objective.

[0016] This invention also provides an electronic device, comprising: Memory, used to store computer programs; A processor is used to execute the computer program to implement the steps of the train line area division optimization method as described above.

[0017] This invention also provides a computer-readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train line area division optimization method described above.

[0018] This invention provides a method, apparatus, electronic device, and computer-readable storage medium for optimizing the regional division of train lines. The method includes: obtaining the current regional division scheme of the train line; for intermediate stations in the train line, obtaining the regional information of the station zone where the intermediate station is located, the regional information of the first zone before the station zone, and the regional information of the second zone before the station zone based on the current regional division scheme; and optimizing the length of the first zone before the station zone based on the regional information of the station zone, the regional information of the first zone before the station zone, and the regional information of the second zone before the station zone, with the optimal arrival and departure tracking interval time as the optimization objective.

[0019] As can be seen, this invention optimizes the length of the first section before the intermediate station of the train line based on the station section where the intermediate station is located, and takes the optimal arrival-to-passage tracking interval as the optimization target during the optimization process. This can shorten the arrival-to-passage tracking interval in long trunk lines, reduce the overall tracking interval of the line, and help improve the line's throughput and transportation capacity. Attached Figure Description

[0020] To more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings used in the prior art and embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0021] Figure 1 A flowchart illustrating a method for optimizing the regional division of train lines according to an embodiment of the present invention; Figure 2 This invention provides a schematic diagram of train line zoning. Figure 3 This is a schematic diagram of the structure of a train line area division optimization device provided in an embodiment of the present invention; Figure 4 This is a schematic diagram of the structure of an electronic device provided in an embodiment of the present invention; Figure 5 This is a schematic diagram of the structure of a computer-readable storage medium provided in an embodiment of the present invention. Detailed Implementation

[0022] This invention provides a method, apparatus, electronic device, and computer-readable storage medium for optimizing the regional division of train lines. During use, these methods can shorten the arrival and transit tracking interval on long trunk lines, reduce the overall tracking interval of the line, and improve the line's throughput and transport capacity.

[0023] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0024] It should be noted that, in the direction of train operation, the train starts at point A and arrives at point B. The line between A and B is divided into multiple sections. The closer the location of the last auxiliary stopping area in the direction from A to B within each section is to the section boundary, the smaller the interval between trains running across sections.

[0025] In practical applications, intermediate stations, besides facilitating passenger boarding and alighting, also need to handle train overtaking. Train arrivals and departures at intermediate stations should avoid conflicts with trains on the main line. The overtaking arrival-to-passage tracking interval is a crucial indicator. Essentially, the arrival-to-passage tracking interval is the time from when the preceding train arrives at the intermediate station to when the following train passes the station center. The optimal arrival-to-passage tracking interval is the limit position that the following train can reach within the previous section (n-1) just as the tail of the preceding train enters the boundary between the mainline and siding sections of the station section.

[0026] The safe braking curve is a set of speed and position values ​​calculated backward from the stopping position in the auxiliary stopping area, based on the train's braking performance and resistance. The sum of each point in the value pair constitutes the safe braking curve. When the preceding train is running within the station and its rear crosses the boundary into the siding section, the mainline section is opened, allowing the following train to enter the mainline section.

[0027] This application addresses the situation where the arrival-to-pass tracking interval significantly impacts the overall system tracking interval in a long-haul trunk line with a fixed intermediate station structure. It proposes a method for optimizing train line area division, as detailed in the relevant documentation. Figure 1 , Figure 1 This is a flowchart illustrating a method for optimizing the regional division of train lines according to an embodiment of the present invention. The method includes: S110: Obtain the current zoning scheme for the train line; It should be noted that, in this embodiment of the invention, the train routes of long trunk lines have been initially divided into zones, resulting in the current zone division scheme.

[0028] S120: For intermediate stations on a train line, obtain the partition information of the station partition where the intermediate station is located, the partition information of the first partition before the station partition, and the partition information of the second partition before the station partition based on the current partitioning scheme. It should be noted that the intermediate stations of the train line can be determined first, and then for each intermediate station, in this embodiment of the invention, an intermediate station is used as an example for explanation. According to the current partitioning scheme, the partitioning information of the station partition n where the intermediate station is located, the partitioning information of the first partition (i.e., the first partition n-1) located in the direction of train operation, and the partitioning information of the second partition (i.e., the second partition n-2) located in the direction of train operation are obtained.

[0029] S130: Based on the partition information of the station partition, the partition information of the first partition before it, and the partition information of the second partition before it, optimize the length of the first partition before the station partition with the optimal arrival and departure tracking interval as the optimization objective.

[0030] Specifically, in this embodiment of the invention, the length of the first partition before the station partition is optimized based on the partition information of the station partition where the intermediate station is located, the partition information of the first partition before the station partition, and the partition information of the second partition before the station partition. In the optimization process, the arrival-to-passage tracking interval time is used as the optimization target so that the arrival-to-passage tracking interval time reaches the optimal value under the optimized length of the first partition before the station partition. Thus, the arrival-to-passage tracking interval time can be shortened by this method to improve the line throughput and transportation capacity.

[0031] In one embodiment, please refer to Figure 2 The process in S120 above, which obtains the partition information of the station partition where the intermediate station is located, the partition information of the first partition before the station partition, and the partition information of the second partition before the station partition based on the current partitioning scheme, may specifically include: The train route's operating speed curve, safety braking curve, the first distance between the boundary of the station section and the first intersection point between the main line section and the siding section, the current position of the first end auxiliary parking area in the first preceding section, and the current position of the second end auxiliary parking area in the second preceding section are obtained. Based on the current location, operating speed curve, and safety braking curve of the first end auxiliary parking area, obtain the location of the second intersection point where the safety braking curve and operating speed curve of the first end auxiliary parking area intersect; Based on the current location, operating speed curve, and safety braking curve of the second end auxiliary parking area, the location of the third intersection point where the safety braking curve and operating speed curve of the second end auxiliary parking area intersect is obtained.

[0032] It should be noted that for a given maglev intermediate station structure, for example, if the station zone where the intermediate station is located is zone n, the first preceding zone is zone n-1, the second preceding zone is zone n-2, and the last auxiliary parking area in the direction of travel within zone n-1 is ASA. n-1 The last auxiliary parking area in the direction of travel within partition n-2 is ASA. n-2 Therefore, based on the current zoning scheme, the train line's operating speed curve, safe braking curve, and the first distance between the zoning boundary x1 of station zoning n and the first intersection point A of the station mainline zoning and the station siding zoning can be obtained, as well as the first end auxiliary stopping area ASA within the first preceding zoning n-1 can be obtained. n-1 Given the current position, retrieve the second end auxiliary parking area (ASA) within the second-to-last partition (n-2). n-2 The current location.

[0033] Specifically, in conjunction with the first-end auxiliary parking area (ASA) n-1 Based on the current location, the first end-of-line auxiliary parking area (ASA) can be obtained. n-1 Safety braking curve at the location l 1 and operating speed curve l The second intersection point B between the two points, that is... Figure 2 Location B in the diagram is X2; based on the second end auxiliary parking area ASA. n-2 The safe braking curve at the current position l 2 and operating speed curve l The third intersection point C of the 0-axis intersection is located at position X3.

[0034] In one embodiment, the process of optimizing the length of the first partition before the station partition in S130, based on the partition information of the station partition, the partition information of the first partition, and the partition information of the second partition, with the optimal arrival-to-passage tracking interval time as the optimization objective, may specifically include: Based on the first distance and running speed curve, the first time required for the train to run from the boundary of the station section to the first intersection point of the station main line section and the station siding section is calculated. Based on the speed curve, calculate the average train speed from the third intersection point to the second intersection point; Based on the first time point and the average speed of the train, calculate the distance traveled by the following train within the first time point; Based on the second intersection point position and the running distance, the position located in front of the second intersection point position and at a running distance from the second intersection point position is determined as the optimized third intersection point position; Based on the optimized location of the third intersection point and the safety braking curve of the second end auxiliary parking area, the optimized location of the second end auxiliary parking area is determined. Based on the optimized location of the second end-of-line auxiliary parking area, the latest boundary position between the first and second preceding zones is determined, thereby determining the length of the optimized first preceding zone; whereby the latest boundary position optimizes the arrival tracking interval time.

[0035] Understandably, the first time T1 required for a train to travel from the boundary of the station section to the first intersection point A between the main line section and the siding section can be calculated. Specifically, this first time T1 can be calculated by combining the first distance between the boundary X1 of the station section and the first intersection point A between the main line section and the siding section with the operating speed curve. Then, based on the second intersection point B position X2 and the third intersection point C position X3 and the operating speed curve, the average train speed between the second intersection point B position X2 and the third intersection point C position can be determined. Based on this average train speed and the first time T1, the distance L1 traveled by the following train within the first time T1 from the boundary of the station section to the first intersection point between the main line section and the siding section can be calculated.

[0036] Specifically, based on the location of the second intersection point B and the running distance L1, the optimized location of the third intersection point can be further determined. To optimize the arrival and departure tracking interval, it is necessary to ensure that the rear of the preceding train just enters the zone boundary X1 of the station zone (e.g., Figure 2 When the rear of car number 1 is at position X1, the front of the following car reaches the second end auxiliary parking area (ASA). n-2 Safety braking curve l2 and operating speed curve l At the third intersection point C where the two trains intersect, and when the rear of the preceding train passes point A, the front of the following train just reaches the position corresponding to the second intersection point B, thus obtaining the optimal arrival and passage tracking interval time. Based on this, in this embodiment of the invention, after obtaining the running distance L1 of the following train within the first time T1 during which the preceding train runs from the boundary of the station section to the first intersection point between the station mainline section and the station siding section, the position of the following train located before the second intersection point B and at a distance L1 from the second intersection point B (i.e., the updated X3'), i.e., the optimized position of the third intersection point C', can be obtained based on the position of the second intersection point B and the running distance L1. Based on the optimized position of the third intersection point C', the following train can achieve the optimal arrival and passage tracking interval time when the rear of the preceding train (e.g., the following train) reaches the position corresponding to the second intersection point B. Figure 2 When the rear of car number 1 is at position X1, the following car (such as...) Figure 2 The front of car number 2 in the middle reaches the third intersection point C', and the car in front (such as car number 2) .... Figure 2 When the rear of car number 1 crosses point A, the following car (such as car number 1) Figure 2 The front of car number 2 in the middle reaches the position X2 corresponding to the second intersection point B, so that the tracking interval time is optimized, and thus the optimized position of the third intersection point C' is determined.

[0037] Specifically, after determining the optimized position of the third intersection point C', based on this optimized position of the third intersection point C' and the safety braking curve of the second end auxiliary parking area... l 2. This allows for further determination of the optimized location of the second end auxiliary parking area (e.g., Figure 2 ASA in n-2 (At the location). Then, based on the optimized location of the second end auxiliary parking area (ASA). n-2 The position of the first partition (n-1) and the latest partition boundary position (X4) of the first partition (n-2) can be determined, and the length of the first partition after optimization can be determined. Based on this, the first partition (n-1) can be optimized to achieve the optimal tracking interval time.

[0038] It is understood that, in this embodiment of the invention, based on a fixed intermediate station structure, the tracking interval time of the top layer is used as input, and the optimal first zone division scheme in front of the station is obtained through the collaborative optimization of auxiliary parking area design and zone design.

[0039] In one embodiment, the process of determining the latest boundary position between the first and second preceding zones based on the optimized location of the second end auxiliary parking area may specifically include: Obtain the corresponding environmental information based on the optimized location of the second-end auxiliary parking area; Based on the optimized location and environmental information of the second-end auxiliary parking area, the latest boundary position between the first and second preceding zones is determined.

[0040] It should be noted that, in order to ensure line stability, in practical applications, the optimized location of the second end auxiliary parking area (ASA) is... n-2 After 'position', according to the ASA n-2 The position of ' combined with the ASA n-2 'Location and surrounding environment information, you can select the distance from this ASA' n-2 The location that is closest to and most suitable for establishing the partition boundary is determined as the latest partition boundary location between the first and second preceding partitions (i.e., the location of X4).

[0041] In one embodiment, based on the optimized location of the second end-of-line auxiliary parking area, the latest boundary position between the first and second preceding zones is determined, including: Get the preset interval length; Based on the optimized location of the second-end auxiliary parking area and the preset interval length, the latest boundary position of the first and second preceding zones is determined.

[0042] It should be noted that, in order to improve efficiency, in practical applications, a preset interval length can be set between the partition boundary and the end auxiliary parking area of ​​the previous partition. After determining the position of the optimized second end auxiliary parking area, the position located after the optimized second end auxiliary parking area and at a distance of the preset interval length is determined as the latest partition boundary position between the first and second partitions, x4.

[0043] Additionally, please refer to Figure 2 In practical applications, the safe braking distance L2 can be obtained from the safe braking curve, and the distance L3 between the auxiliary parking area position and the partition boundary can be obtained. Then, the starting position of the partition with the optimal tracking interval time can be calculated as X2-L1+L2+L3, which is the latest partition boundary position X4 between the first and second partitions. The starting position of the first partition is X4, and the ending position is X1.

[0044] In one embodiment, after determining the latest partition boundary position between the first and second preceding partitions, the method may further include: Calculate the interval tracking time for the second-to-last partition, determined based on the latest partition boundary position; Determine whether the interval tracking time meets the preset requirements. If so, the first partition is re-divided based on the latest partition boundary position.

[0045] It should be noted that, in order to further ensure that the optimized partitions can still meet the preset requirements for the interval tracking time of each partition while shortening the tracking interval, thereby ensuring line stability, in this embodiment of the invention, after determining the latest partition boundary positions of the first and second partitions, the position of the left partition boundary of the first partition is moved. At this time, the size of the second partition changes. Specifically, the position of the left partition boundary of the first partition moves to the right (in the direction of train operation), the first partition becomes smaller, and the second partition becomes larger. Therefore, it is necessary to calculate the new interval tracking time of the second partition. If the interval tracking time meets the preset requirements, the first partition is optimized and divided according to the latest partition boundary positions of the first and second partitions to obtain a new division scheme.

[0046] Of course, if the tracking interval time in this section does not meet the preset requirements, the train line needs to be re-divided and optimized so that the final zoning scheme can achieve the optimal tracking interval time and that the tracking interval time of each section meets the preset requirements.

[0047] As can be seen, this invention optimizes the length of the first section before the intermediate station of the train line based on the station section where the intermediate station is located, and takes the optimal arrival-to-passage tracking interval as the optimization target during the optimization process. This can shorten the arrival-to-passage tracking interval in long trunk lines, reduce the overall tracking interval of the line, and help improve the line's throughput and transportation capacity.

[0048] Based on the above embodiments, this invention also provides a train line area division optimization device, please refer to the following for details. Figure 3 The device includes: The first acquisition module 11 is used to acquire the current partitioning scheme of the train line; The second acquisition module 12 is used to acquire, based on the current partitioning scheme, the partitioning information of the station partition where the intermediate station is located, the partitioning information of the first partition before the station partition, and the partitioning information of the second partition before the station partition for intermediate stations in the train line. The optimization module 13 is used to optimize the length of the first partition before the station partition based on the partition information of the station partition, the partition information of the first partition before the station partition, and the partition information of the second partition before the station partition, with the optimal arrival and transit tracking interval time as the optimization objective.

[0049] It should be noted that the train line area division optimization device provided in the embodiments of the present invention has the same beneficial effects as the train line area division optimization method provided in the above embodiments, and for a detailed description of the train line area division optimization method involved in the embodiments of the present invention, please refer to the above embodiments, which will not be repeated here.

[0050] Figure 4 A structural diagram of an electronic device provided in an embodiment of this application, such as... Figure 4 As shown, the electronic device includes: a memory 20 for storing computer programs; The processor 21 is used to execute a computer program to implement the steps of the train line area division optimization method as described in the above embodiment.

[0051] The electronic devices provided in this embodiment may include, but are not limited to, smartphones, tablets, laptops, or desktop computers.

[0052] The processor 21 may include one or more processing cores, such as a quad-core processor or an octa-core processor. The processor 21 may be implemented using at least one hardware form selected from DSP (Digital Signal Processing), FPGA (Field-Programmable Gate Array), and PLA (Programmable Logic Array). The processor 21 may also include a main processor and a coprocessor. The main processor, also known as a CPU (Central Processing Unit), is used to process data in the wake-up state; the coprocessor is a low-power processor used to process data in the standby state. In some embodiments, the processor 21 may integrate a GPU (Graphics Processing Unit), which is responsible for rendering and drawing the content to be displayed on the screen. In some embodiments, the processor 21 may also include an AI (Artificial Intelligence) processor, which is used to handle computational operations related to machine learning.

[0053] The memory 20 may include one or more computer-readable storage media, which may be non-transitory. The memory 20 may also include high-speed random access memory and non-volatile memory, such as one or more disk storage devices or flash memory devices. In this embodiment, the memory 20 is used to store at least the following computer program 201, which, after being loaded and executed by the processor 21, is capable of implementing the relevant steps of the train line area division optimization method disclosed in any of the foregoing embodiments. In addition, the resources stored in the memory 20 may also include an operating system 202 and data 203, and the storage method may be temporary or permanent storage. The operating system 202 may include Windows, Unix, Linux, etc. The data 203 may include, but is not limited to, set offsets.

[0054] In some embodiments, the electronic device may further include a display screen 22, an input / output interface 23, a communication interface 24, a power supply 25, and a communication bus 26.

[0055] Those skilled in the art will understand that Figure 4 The structures shown do not constitute a limitation on electronic devices and may include more or fewer components than those shown.

[0056] It is understood that if the train line area division optimization method in the above embodiments is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or all or 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 executes all or part of the steps of the methods in the various embodiments of this application. The aforementioned storage medium includes: USB flash drive, mobile hard disk, read-only memory (ROM), random access memory (RAM), electrically erasable programmable ROM, register, hard disk, removable disk, CD-ROM, magnetic disk, or optical disk, and other media capable of storing program code.

[0057] Based on this, such as Figure 5 As shown, this embodiment of the invention also provides a computer-readable storage medium 30, on which a computer program 31 is stored. When the computer program 31 is executed by a processor, it implements the steps of the above-described train line area division optimization method.

[0058] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the apparatus disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the description is relatively simple; relevant parts can be referred to the method section.

[0059] It should also be noted that, in this specification, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0060] The above description of the disclosed embodiments enables those skilled in the art to make or use the invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the invention. Therefore, the invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for optimizing the regional division of train lines, characterized in that, include: Obtain the current zoning scheme for the train line; For intermediate stations on the train line, based on the current partitioning scheme, obtain the partitioning information of the station partition where the intermediate station is located, the partitioning information of the first partition before the station partition, and the partitioning information of the second partition before the station partition; Based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, the length of the first preceding partition is optimized with the optimal arrival-to-passage tracking interval time as the optimization objective; wherein: The step of obtaining the partition information of the station partition where the intermediate station is located, the partition information of the first partition before the station partition, and the partition information of the second partition before the station partition based on the current partitioning scheme includes: The system acquires the train's operating speed curve, safe braking curve, the first distance between the boundary of the station section and the first intersection point of the main line section and the siding section, the current position of the first auxiliary stopping area in the first preceding section, and the current position of the second auxiliary stopping area in the second preceding section; wherein, the first auxiliary stopping area is the last auxiliary stopping area in the first preceding section along the train's direction of travel, and the second auxiliary stopping area is the last auxiliary stopping area in the second preceding section along the train's direction of travel; the safe braking curve is a curve formed by reverse calculation of speed and position values ​​based on the train's braking performance and resistance, with the stopping position of the corresponding auxiliary stopping area as the endpoint; Based on the current position of the first end-of-line auxiliary parking area, the operating speed curve, and the safety braking curve, obtain the position of the second intersection point where the safety braking curve and the operating speed curve of the first end-of-line auxiliary parking area intersect; Based on the current position of the second end-of-line auxiliary parking area, the operating speed curve, and the safety braking curve, the location of the third intersection point where the safety braking curve and the operating speed curve of the second end-of-line auxiliary parking area intersect is obtained.

2. The method for optimizing the regional division of train lines according to claim 1, characterized in that, Based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, the length of the first preceding partition is optimized with the optimal arrival-to-passage tracking interval as the optimization objective, including: Based on the first distance and the running speed curve, the first time required for the train to run from the boundary of the station section to cross the first intersection point of the station mainline section and the station siding section is calculated. Based on the speed curve, calculate the average train speed from the third intersection point to the second intersection point; Based on the first time and the average speed of the train, calculate the distance traveled by the following train within the first time. Based on the second intersection point position and the running distance, the position located in front of the second intersection point position and at a distance from the second intersection point position from the running distance is determined as the optimized third intersection point position; Based on the optimized third intersection point position and the safety braking curve of the second end auxiliary parking area, the optimized position of the second end auxiliary parking area is determined. Based on the optimized location of the second end-of-line auxiliary parking area, the latest boundary position of the first and second preceding zones is determined to determine the length of the optimized first preceding zone; wherein, the latest boundary position optimizes the arrival tracking interval time.

3. The method for optimizing the regional division of train lines according to claim 2, characterized in that, Based on the optimized location of the second end auxiliary parking area, the latest boundary position between the first and second preceding zones is determined, including: Based on the location of the optimized second-end auxiliary parking area, obtain the corresponding environmental information; Based on the optimized location of the second end auxiliary parking area and the environmental information, the latest boundary position between the first and second preceding zones is determined.

4. The method for optimizing the regional division of train lines according to claim 2, characterized in that, Based on the optimized location of the second end auxiliary parking area, the latest boundary position between the first and second preceding zones is determined, including: Get the preset interval length; Based on the optimized location of the second end auxiliary parking area and the preset interval length, the latest partition boundary position between the first and second preceding partitions is determined.

5. The method for optimizing the regional division of train lines according to any one of claims 2 to 4, characterized in that, After determining the latest partition boundary position between the first and second preceding partitions, the method further includes: Calculate the interval tracking time of the second-to-last partition determined based on the latest partition boundary position; Determine whether the interval tracking time meets the preset requirements. If so, then the first partition is re-divided based on the latest partition boundary position.

6. The method for optimizing the regional division of train lines according to claim 5, characterized in that, Also includes: If the interval tracking time in the specified section does not meet the preset requirements, the train line will be re-divided into zones.

7. A train line area division optimization device, characterized in that, include: The first acquisition module is used to acquire the current zoning scheme of the train line; The second acquisition module is used to acquire, based on the current partitioning scheme, the partitioning information of the station partition where the intermediate station is located, the partitioning information of the first partition before the station partition, and the partitioning information of the second partition before the station partition for the intermediate station in the train line. The optimization module is used to optimize the length of the first partition preceding the station partition based on the partition information of the station partition, the partition information of the first preceding partition, and the partition information of the second preceding partition, with the optimal arrival-to-passage tracking interval time as the optimization objective; wherein: The second acquisition module is used to acquire, for intermediate stations on the train line, the train's operating speed curve, safety braking curve, a first distance between the boundary of the station section and the first intersection point of the main line section and the siding section, the current position of the first auxiliary parking area in the first preceding section, and the current position of the second auxiliary parking area in the second preceding section; based on the current position of the first auxiliary parking area, the operating speed curve, and the safety braking curve, to acquire the second intersection point where the safety braking curve of the first auxiliary parking area intersects with the operating speed curve; based on the current position of the second auxiliary parking area, the operating speed curve, and the safety braking curve, to acquire the third intersection point where the safety braking curve of the second auxiliary parking area intersects with the operating speed curve; wherein, the first auxiliary parking area is the last auxiliary parking area in the first preceding section along the train's operating direction, and the second auxiliary parking area is the last auxiliary parking area in the second preceding section along the train's operating direction; the safety braking curve is a curve formed by reverse calculation of speed and position values ​​based on the train's braking performance and resistance, with the stopping position of the corresponding auxiliary parking area as the endpoint.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the regional division optimization method for train lines as described in any one of claims 1 to 6 when executing the computer program.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the steps of the regional division optimization method for train lines as described in any one of claims 1 to 6.

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