Rail transit train diagram optimization adjustment method, device, equipment and medium

Abstract

The present application relates to a kind of rail transit train diagram optimization adjustment method, device, equipment and medium, the method is first with the train diagram data of existing train diagram, the passenger flow data of train diagram use date matching, train in each section train traction energy consumption data as input, obtains the time period division situation of train diagram optimization adjustment and its corresponding adjustment strategy used, then using the rich time allocation algorithm combined with passenger flow condition carries out the optimization adjustment of train diagram one-way.Compared with prior art, the present application has the advantages of accurate and efficient, economical and saving, easy to implement etc..

Description

Technical Field

[0001] This invention relates to rail transit signaling systems, and more particularly to a method, apparatus, equipment, and medium for optimizing and adjusting rail transit train timetables. Background Technology

[0002] The total energy consumption of an urban rail transit system is affected by various aspects, including train traction power supply, ventilation and air conditioning, escalators and elevators, lighting, water supply and drainage, and low-voltage electrical systems. Among these, subway traction energy consumption accounts for approximately 40%-50% of the total energy consumption, making the reduction of traction energy consumption a crucial way to lower the overall energy consumption of the subway system. Train traction energy consumption is influenced by many factors, such as the train's traction and braking characteristics, train weight, energy conversion losses, track conditions, regenerative braking, and train operation. Therefore, reducing the traction energy consumption of the subway system can be considered from two aspects: infrastructure improvement and energy-saving control of train operation.

[0003] Infrastructure improvements include optimizing track conditions (designing energy-efficient gradients and fewer curves), optimizing train performance (optimizing train traction and braking characteristics, reducing car weight, and optimizing train kinetic energy conversion efficiency), and installing energy storage devices and reversible substations. The implementation of these energy-saving measures will face the following challenges:

[0004] 1. Implementation is difficult and the feasibility is low. It involves civil engineering and rolling stock, etc. Energy-saving retrofits are difficult and infeasible to be carried out after the line has been designed, constructed, or manufactured in its initial stages and is operational.

[0005] 2. High investment costs. Installing energy storage devices and reversible substations incurs high investment costs.

[0006] 3. The scope of the renovation is large, which will affect operations. Changing the line conditions or installing new equipment on the existing equipment will have a certain impact on normal operations.

[0007] Train operation energy-saving control utilizes the precise control capabilities of signal train control equipment to improve the efficiency of train traction energy utilization from multiple aspects such as planning, execution, and feedback adjustment. Compared with infrastructure improvement methods, train operation energy-saving control is relatively easy to implement, but existing solutions involve software upgrades of existing equipment to varying degrees, which will still have some impact on operations.

[0008] A search of Chinese Patent Publication No. CN107368920A reveals a method for optimizing energy-saving operation of multiple trains during off-peak hours. Specifically, the method involves first setting up route data, train data, operational data, and basic parameters for a genetic algorithm for multiple trains operating during off-peak hours; secondly, constructing an energy consumption calculation model for multiple trains operating during off-peak hours; then, establishing an optimization model for multiple trains during off-peak hours with the compression value of stop time as the optimization variable, energy-saving and punctuality indicators as optimization objectives, and the range of one-way total travel time and stop time variations as constraints; next, using the Pareto multi-objective genetic algorithm to solve the optimization model, obtaining a set of Pareto non-dominated solutions; finally, by extracting the global optimal solution, calculating the optimized interval travel time and stop time at each station, thus obtaining the optimized timetable and completing the solution for the energy-saving optimization model of multiple trains operating during off-peak hours.

[0009] The aforementioned existing patent utilizes the Pareto multi-objective genetic algorithm to solve the optimization model, determining the optimized interval travel time and station dwell time, thereby deriving the optimized timetable. However, this existing patent does not consider the dynamic changes in train passenger volume, nor does it adjust and optimize the surplus time of the existing timetable. Therefore, how to make the timetable energy-saving adjustments more accurate and without impacting operations has become a technical problem that needs to be solved. Summary of the Invention

[0010] The purpose of this invention is to overcome the shortcomings of the prior art and provide a precise, efficient, economical, and easy-to-implement method, apparatus, equipment, and medium for optimizing and adjusting rail transit train schedules.

[0011] The objective of this invention can be achieved through the following technical solutions:

[0012] According to a first aspect of the present invention, a method for optimizing and adjusting a rail transit train timetable is provided. The method first takes existing train timetable data, passenger flow data matching the timetable usage dates, and train traction energy consumption data in each section as inputs to obtain the time-segment division of the timetable optimization and adjustment and the corresponding adjustment strategy. Then, a surplus time allocation algorithm that combines passenger flow conditions is used to optimize and adjust the timetable for one trip.

[0013] As a preferred technical solution, the method specifically includes the following steps:

[0014] Step S1: Input the train timetable data to be adjusted and optimized, passenger flow data matching the timetable usage dates, and train traction energy consumption data for each section, and then execute step S2.

[0015] Step S2: Obtain the strategy options and time range used for adjusting and optimizing the running graph, wherein the strategy options include strategy one, strategy two and strategy three, and then execute step S3;

[0016] Step S3: Determine whether Strategy 1 was used, which only adjusts the interval running time of the positive line in the running graph. If yes, proceed to step S5; otherwise, proceed to step S4.

[0017] Step S4: Determine whether Strategy 2 has been used and adjust the station dwell time and mainline section running time of each station in the timetable. If yes, proceed to step S6; otherwise, proceed to step S7.

[0018] Step S5: Use Strategy 1 to optimize and adjust the train timetable for the corresponding time period. Strategy 1 specifically means: while keeping the total running time of each train on the main line unchanged, the running time of each main line section is extended or shortened to generate an optimized timetable.

[0019] Step S6: Use Strategy 2 to optimize and adjust the train timetable for the corresponding time period. Strategy 2 is as follows: while keeping the total running time of each train on the main line and the stopping time of each station unchanged, adjust the stopping time of each station and the running time of the main line. By shortening the stopping time of each station, but not less than the minimum stopping time, the excess stopping time is adjusted to the running time of the main line. The running time of each main line section is extended or shortened to generate the adjusted and optimized timetable.

[0020] Step S7: Use Strategy 3 to optimize and adjust the train timetable for the corresponding time period. Strategy 3 specifically involves adjusting the mainline section running time, station dwell time, and final arrival / turnaround time of each train while keeping the total mainline section running time, station dwell time, and final arrival / turnaround time unchanged. This is achieved by shortening station dwell time (but not less than the minimum dwell time) and shortening final arrival / turnaround time (but not less than the minimum turnaround time), thus allocating the surplus dwell time and final arrival / turnaround time to the mainline section running time. The running time of each mainline section is then extended or shortened to generate the optimized timetable.

[0021] As a preferred technical solution, in step S2, the train schedule for the entire operating day is adjusted and optimized using a single strategy or by using different strategies for different time periods.

[0022] As a preferred technical solution, the specific process of energy-saving optimization and adjustment of the train timetable for the corresponding time period using Strategy 1, Strategy 2, or Strategy 3 is as follows:

[0023] Step S11: Extract the single-trip data of the running chart that needs to be adjusted and optimized;

[0024] Step S12: Invoke the surplus time allocation algorithm based on passenger flow to adjust and optimize the one-way trip of the running map;

[0025] Step S13: Determine whether all single-trip routes that need adjustment and optimization have been adjusted and optimized. If yes, proceed to step S14; otherwise, return to step S11.

[0026] Step S14: Output the adjusted and optimized operation diagram, and output the energy consumption before and after optimization.

[0027] As a preferred technical solution, the specific process of the surplus time allocation algorithm combining passenger flow in step S12 is as follows:

[0028] Step S121: Obtain a single-trip run chart that needs adjustment and optimization;

[0029] Step S122: Establish the mapping relationship between "interval running time and energy consumption" for each interval of a single trip;

[0030] Step S123: Establish the matching between each section of a one-way trip and the passenger capacity;

[0031] Step S124: Calculate the total spare running time for a single trip;

[0032] Step S125: Based on the energy consumption changes in each interval, allocate surplus operating time to the corresponding interval according to the unit.

[0033] As a preferred technical solution, step S122, establishing the "interval running time-energy consumption" mapping relationship for each interval of a single trip, specifically involves:

[0034] Read the train traction energy consumption data of the train running in each section, take the minimum running time value in the data as the minimum running time of the section, and take the maximum running time value in the data as the maximum running time of the section.

[0035] Since the interval running time values ​​in the initial train traction energy consumption data may be discrete, the energy consumption values ​​for all running time values ​​from the minimum to the maximum running time of the interval are calculated using the interpolation method, and a complete "interval running time-energy consumption" mapping relationship is established.

[0036] As a preferred technical solution, the passenger capacity in step S123 is calculated as follows:

[0037] Read the passenger flow data that matches the date of use of the operation chart, obtain the passenger flow data corresponding to a single trip, and get the passenger volume of each section of the single trip.

[0038] As a preferred technical solution, the total spare running time in step S124 includes the total spare running time between sections, the total spare stopping time, and the spare time for the final return trip.

[0039] As a preferred technical solution, the method for calculating the total single-trip interval running margin time is as follows: subtract the actual running time of each interval in the running diagram from the minimum running time of the interval to obtain the interval running margin time, and then add the interval running margin times of all intervals in the single trip to obtain the total single-trip interval running margin time.

[0040] As a preferred technical solution, the method for calculating the total stop margin time for a single trip is as follows: subtract the actual stop time of each intermediate station in the single trip from the minimum stop time to obtain the stop margin time of each station; adjust the stop time of each intermediate station in the single trip to the minimum stop time; and then add the stop margin times of each intermediate station in the single trip to obtain the total stop margin time for the single trip.

[0041] As a preferred technical solution, the method for calculating the one-way arrival and turnaround time margin is as follows: subtract the actual one-way arrival and turnaround time from the minimum turnaround time to obtain the one-way arrival and turnaround time margin.

[0042] As a preferred technical solution, when using the aforementioned strategy to optimize and adjust the train timetable for energy conservation, the total surplus running time for a single trip only includes the total surplus running time for a single trip within the same section.

[0043] As a preferred technical solution, when using the second strategy to optimize the train timetable for energy saving, the total spare running time for a single trip includes the total spare running time between sections and the total spare stopping time for a single trip.

[0044] If, after executing the surplus time allocation algorithm, each interval has reached its maximum running time and there is still surplus time remaining, then the remaining surplus time will be evenly distributed to the station dwell time, wherein the dwell time of each station shall not exceed the actual dwell time of each station in the middle of the one-way trip in the original timetable before the adjustment and optimization.

[0045] As a preferred technical solution, when using the aforementioned strategy three to optimize the train timetable for energy conservation, the total surplus running time for a single trip includes the total surplus running time between sections, the total surplus stopping time for a single trip, and the surplus time for a single trip to arrive and return.

[0046] If, after executing the surplus time allocation algorithm, each interval reaches its maximum running time and there is still surplus time remaining, priority is given to returning the remaining surplus time to the one-way arrival and turnaround time. If there is still surplus time remaining, then consideration is given to returning the remaining surplus time to the station dwell time. The arrival and turnaround time must not exceed the actual arrival and turnaround time of the one-way trip in the original timetable before the adjustment and optimization, and the dwell time of each station must not exceed the actual dwell time of each station in the middle of the one-way trip in the original timetable before the adjustment and optimization.

[0047] As a preferred technical solution, step S125, which allocates surplus operating time to the corresponding intervals according to the energy consumption changes in each interval, specifically involves:

[0048] The current starting running time of each interval within a single trip is set as the minimum running time of that interval. One unit of running time is determined in the total surplus running time, and the energy consumption value is calculated after the current running time of each interval is increased by one unit of running time.

[0049] Compare the changes in energy consumption across all intervals, select the interval with the largest change in energy consumption that has not yet reached its maximum running time, increase the current running time of this interval by one unit, and decrease the total surplus running time by one unit; repeat this process until the total surplus running time is zero or all intervals reach their maximum running time. The current running time of each interval on a single trip obtained at this point is the adjusted interval running time.

[0050] According to a second aspect of the present invention, an apparatus is provided for the method of optimizing and adjusting the train timetable of said rail transit, the apparatus comprising:

[0051] The external interface module is used to read and parse externally input data such as the operation schedule data to be adjusted and optimized, train traction energy consumption data, and passenger flow data.

[0052] The parameter input module is used to receive adjustment strategy parameters input by the user;

[0053] The operation graph adjustment and optimization module is connected to the external interface module and the adjustment parameter input module, respectively. It is used to perform energy-saving adjustment and optimization of the operation graph according to the strategy options, and output the adjusted and optimized operation graph and the energy consumption data before and after the adjustment and optimization, as well as the comparison.

[0054] The adjustment result viewing and display module is used to display the adjusted and optimized operation graph and the energy consumption data before and after optimization, and is connected to the operation graph adjustment and optimization module.

[0055] According to a third aspect of the present invention, an electronic device is provided, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to implement the method described thereon.

[0056] According to a fourth aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the method described thereon.

[0057] Compared with the prior art, the present invention has the following advantages:

[0058] 1) In the process of optimizing the train schedule for energy conservation, this invention takes into account the dynamic changes in train passenger volume, making the energy conservation adjustment of the train schedule more accurate;

[0059] 2) This invention utilizes the surplus time for interval operation, the surplus time for stopping at stations, and the surplus time for final return to adjust and optimize the train schedule, keeping the total train turnaround time unchanged and the existing operation plan unchanged, without affecting operations;

[0060] 3) The operation diagram of this invention is adjusted and optimized offline, without involving online operation equipment, making it convenient to implement and low in cost;

[0061] 4) This invention uses train timetable adjustment and optimization to achieve energy saving and consumption reduction. It can be applied to both newly built lines and existing lines that have already been opened, and has a wide range of applications.

[0062] 5) This invention obtains a new energy-saving operating schedule by applying different strategies to the existing operating schedule in different time periods and by adjusting and optimizing the surplus time of the existing operating schedule in combination with passenger flow. Attached Figure Description

[0063] Figure 1 This is a flowchart illustrating the specific process of optimizing and adjusting the rail transit train timetable according to the present invention.

[0064] Figure 2 This is a flowchart illustrating the specific process of energy-saving optimization and adjustment of train timetables for corresponding time periods according to the present invention.

[0065] Figure 3 This is a flowchart illustrating the specific process of the surplus time allocation algorithm based on passenger flow data in this invention.

[0066] Figure 4 This is a schematic diagram of the structure of the optimization and adjustment device for rail transit train timetable of the present invention. Detailed Implementation

[0067] 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, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present invention.

[0068] like Figure 1 As shown, a method for optimizing and adjusting a rail transit train timetable specifically includes the following steps:

[0069] Step S1: Input the train timetable data to be adjusted and optimized, input passenger flow data matching the timetable usage dates, and input train traction energy consumption data for each section. Then proceed to step S2.

[0070] The train timetable data to be adjusted and optimized can be the train timetable currently in use in the operation of the signal ATS system; passenger flow data can be passenger flow data of the line section or passenger flow data of station passenger alighting and falling; train traction energy consumption data can be the corresponding data of "section running time - energy consumption" recorded on site, or the corresponding data of "section running time - energy consumption" generated by ATO in the room through modeling and simulation.

[0071] Step S2: Obtain the strategy options and time range for adjusting and optimizing the energy-saving operation diagram. Then proceed to step S3.

[0072] Based on the user's willingness to adjust and optimize the operation diagram and considering the impact on operations, one strategy can be selected from Strategy 1, Strategy 2, and Strategy 3.

[0073] The time period range specifies that the train schedule for the corresponding time period should be adjusted and optimized using this strategy. The train schedule for the entire operating day can be adjusted and optimized using a single strategy; the train schedule for the entire operating day can also be adjusted and optimized using different strategies for different time periods, for example: using strategy one during peak passenger flow periods and strategy two during off-peak passenger flow periods.

[0074] Step S3: Determine whether to use Strategy 1, which only adjusts the interval running time of the positive line in the running graph. If yes, proceed to step S5; otherwise, proceed to step S4.

[0075] Step S4: Determine whether to use Strategy 2, which allows adjusting the station dwell time and mainline section running time. If yes, proceed to Step S6; otherwise, proceed to Step S7.

[0076] Specifically, step S5 uses strategy one to optimize the train timetable for the corresponding time period for energy conservation; step S6 uses strategy two to optimize the train timetable for the corresponding time period for energy conservation; and step S7 uses strategy three to optimize the train timetable for the corresponding time period for energy conservation.

[0077] Step S5: Use Strategy One to optimize the train timetable for the corresponding time period for energy conservation. This strategy ensures that the sum of the mainline section travel times for each train in the timetable remains unchanged, while appropriately extending or shortening the travel times of each mainline section. This adjustment generates an optimized timetable, achieving energy conservation and consumption reduction. End the calculation process.

[0078] Step S6: Use Strategy 2 to optimize the train timetable for the corresponding period for energy conservation. This strategy adjusts the station dwell time and mainline section travel time while keeping the sum of the mainline section travel time and station dwell time of each train unchanged. By appropriately shortening station dwell time, but not less than the minimum dwell time, the surplus dwell time is allocated to the mainline section travel time. The mainline section travel time can be appropriately extended or shortened, resulting in an optimized timetable that achieves energy conservation and consumption reduction. End the calculation process.

[0079] Step S7: Use Strategy 3 to optimize the train timetable for the corresponding time period for energy conservation. This strategy, while ensuring that the sum of the mainline section travel time, station dwell time, and arrival / turnaround time for each train in the timetable remains unchanged, adjusts the mainline section travel time, station dwell time, and arrival / turnaround time. This is done by appropriately shortening station dwell time (but not less than the minimum dwell time) and appropriately shortening arrival / turnaround time (but not less than the minimum turnaround time), adjusting the surplus dwell time and arrival / turnaround time to the mainline section travel time. The mainline section travel time can be appropriately extended or shortened, generating an optimized timetable and achieving energy conservation and consumption reduction. End the calculation process.

[0080] The overall process for energy-saving adjustments and optimizations to train timetables using strategies one, two, and three is consistent, such as... Figure 2 As shown, the energy-saving strategy execution process includes the following steps:

[0081] Step S11: Extract the single-trip / train data of the timetable that needs to be adjusted and optimized. The energy-saving timetable adjustment and optimization is carried out on a single-trip basis (i.e., the data of one train). If several single trips have the same attributes (e.g., the same route, the same passenger flow data, the same train configuration), they can also be adjusted and optimized in a unified manner.

[0082] Step S12: Invoke the surplus time allocation algorithm based on passenger flow to adjust and optimize the one-way trip of the travel map. Strategy 1, Strategy 2, and Strategy 3 differ in their surplus time calculations.

[0083] Step S13: Determine whether all single-trip routes that need adjustment and optimization have been adjusted and optimized. If yes, proceed to step S14; otherwise, return to step S11.

[0084] Step S14: Output the adjusted and optimized operation schedule, and output the energy consumption before and after optimization. The adjusted and optimized operation schedule may differ from the existing operation schedule in terms of interval travel time and station arrival and departure times; the output energy consumption data includes the energy consumption data before optimization, the energy consumption data after optimization, and the percentage reduction in energy consumption.

[0085] like Figure 3As shown, the above-mentioned surplus time allocation algorithm based on passenger flow includes the following steps:

[0086] Step S121: Obtain a single trip / train number data of the operation diagram that needs to be adjusted and optimized.

[0087] Step S122: Based on the input train traction energy consumption data, establish a mapping relationship between "section running time – energy consumption" for each section of a single journey. Read the train traction energy consumption data for each section, take the minimum running time value (unit: seconds, rounded up) as the minimum running time of the section, and take the maximum running time value (unit: seconds, rounded down) as the maximum running time of the section. Since the section running time values ​​in the initial train traction energy consumption data may be discrete, use interpolation to calculate the energy consumption value for all running time values ​​from the minimum running time to the maximum running time of the section, and establish a complete mapping relationship between "section running time – energy consumption".

[0088] Step S123: Establish a match between the passenger volume and each section of a single trip. Read the passenger flow data that matches the date the timetable is used. The passenger flow data can be the passenger flow data of the line section or the passenger flow data of the station. Obtain the passenger flow data corresponding to the single trip and get the passenger volume of each section of the single trip.

[0089] Step S124: Calculate the total margin of run time for a single trip.

[0090] Step S125: Based on the energy consumption changes in each interval, allocate surplus running time to the corresponding intervals by unit. The current starting running time of each interval within a single trip is set as the minimum running time of that interval. Determine one unit of running time in the total surplus running time (generally 1 second, not less than 1 second, rounded down), and calculate the energy consumption change after increasing the current running time of each interval by one unit of running time. Compare the energy consumption changes of all intervals, select the interval with the largest energy consumption change that has not reached the maximum running time of the interval, increase the current running time of this interval by one unit of running time, and decrease the total surplus running time by one unit of running time. Repeat this process until the total surplus running time is zero or each interval reaches the maximum running time. The current running time of each interval in a single trip obtained at this time is the adjusted interval running time. The calculation method for the interval energy consumption change value is shown in Equations (1) and (2).

[0091] Train weight = empty train weight (unit: tons) + number of passengers × weight per passenger (unit: tons) (1)

[0092] Interval energy consumption change value = (energy consumption value corresponding to the current running time - energy consumption value corresponding to the current running time after adding one unit of running time) × vehicle weight (2)

[0093] The aforementioned total one-way travel time consists of the total one-way travel interval travel time, the total one-way stop time, and the one-way final arrival and turnaround time.

[0094] The method for calculating the total margin of travel time for a single trip is as follows: subtract the actual travel time of each section in the travel chart from the minimum travel time of the section to obtain the margin of travel time for the section, and then add up the margin of travel time for all sections in the single trip to obtain the total margin of travel time for the single trip. As shown in equations (3) and (4).

[0095] Interval running margin time = Actual interval running time - Minimum interval running time (3)

[0096] Total one-way travel margin = sum of travel margins for each section (4)

[0097] The method for calculating the total stop margin for a single trip is as follows: subtract the actual stop time of each intermediate station in the single trip from the minimum stop time to obtain the stop margin for each station. Adjust the stop time of each intermediate station in the single trip to the minimum stop time, and then add the stop margins of each intermediate station in the single trip to obtain the total stop margin for the single trip. As shown in equations (5), (6), and (7).

[0098] Station dwell time margin = Actual station dwell time - Minimum station dwell time (5)

[0099] Adjusted stopping time = minimum stopping time (6)

[0100] Total stop margin for a one-way trip = Sum of stop margins for all intermediate stations within the one-way trip (7)

[0101] The method for calculating the one-way arrival and turnaround time margin is as follows: subtract the actual one-way arrival and turnaround time from the minimum turnaround time to obtain the arrival and turnaround time margin. The one-way arrival and turnaround time is then adjusted to the minimum turnaround time. As shown in equations (8) and (9).

[0102] Final turnaround time = Actual final turnaround time - Minimum turnaround time (8)

[0103] Adjusted final turnaround time = minimum turnaround time (9)

[0104] When using Strategy 1 to optimize train timetables for energy conservation, the total surplus running time for a single trip only includes the total surplus running time for a single section.

[0105] When using Strategy 2 to optimize train timetables for energy conservation, the total spare running time for a single trip includes the total spare running time between sections and the total spare stopping time for a single trip.

[0106] When using Strategy 2 to optimize train timetables for energy conservation, after executing the surplus time allocation algorithm, if each section has reached its maximum running time and there is still surplus time remaining, the remaining surplus time will be evenly distributed among the station dwell times. The dwell time at each station must not exceed the actual dwell time at any intermediate station in the original timetable.

[0107] When using Strategy 3 to optimize train timetables for energy conservation, the total surplus running time for a single trip includes the total surplus running time between sections, the total surplus stopping time, and the surplus time for a single trip's final arrival and turnaround.

[0108] When using Strategy 3 to optimize train timetables for energy conservation, after executing the surplus time allocation algorithm, if each section has reached its maximum running time and there is still surplus time remaining, priority is given to allocating the remaining surplus time to the one-way arrival and turnaround time. If there is still surplus time remaining, then consideration is given to allocating the remaining surplus time to the station dwell time. The arrival and turnaround time must not exceed the actual arrival and turnaround time of the same one-way trip in the original timetable, and the station dwell time must not exceed the actual dwell time of each intermediate station in the original timetable.

[0109] The above is an introduction to the method embodiments. The following describes the solution of the present invention further through device embodiments.

[0110] like Figure 4 As shown, a device for optimizing and adjusting rail transit train timetables includes an external interface module 1, an adjustment parameter input module 2, a timetable adjustment and optimization module 3, and an adjustment result viewing and display module 4; the external interface module 1, the adjustment parameter input module 2, and the adjustment result viewing and display module 4 are respectively connected to the timetable adjustment and optimization module 3.

[0111] The external interface module 1 is used to read externally input data such as the timetable data to be adjusted and optimized, train traction energy consumption data, and passenger flow data, and to parse and convert these input data into internally usable data. The external interface module is connected to the timetable adjustment and optimization module and submits the processed input data to the timetable adjustment and optimization module for use.

[0112] The adjustment parameter input module 2 is used to receive adjustment strategy parameters input by the user, including strategy options, time periods to be adjusted and optimized, minimum stop time, minimum turnaround time, etc. The strategy options can be one of three strategies: strategy one, strategy two, and strategy three. The adjustment parameter input module is connected to the running chart adjustment and optimization module, and converts the obtained adjustment parameters into an internal structure for submission to the running chart adjustment and optimization module.

[0113] The train timetable adjustment and optimization module 3 uses a method based on train timetable adjustment and optimization to achieve energy conservation and consumption reduction in rail transit. It combines external input data and internal adjustment parameters to complete the energy conservation adjustment and optimization of the timetable, and outputs the adjusted and optimized timetable and the energy consumption data before and after the adjustment and optimization, as well as the comparison.

[0114] The adjustment result viewing and display module 4 is connected to the operation diagram adjustment and optimization module to obtain the adjusted and optimized operation diagram and the energy consumption data before and after the adjustment and optimization, and to display the adjusted and optimized operation diagram and the energy consumption data before and after the optimization.

[0115] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working process of the described module can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0116] Embodiments of the present invention also provide an electronic device including a central processing unit (CPU), which can perform various appropriate actions and processes according to computer program instructions stored in read-only memory (ROM) or loaded from storage units into random access memory (RAM). The RAM may also store various programs and data required for device operation. The CPU, ROM, and RAM are interconnected via a bus. Input / output (I / O) interfaces are also connected to the bus.

[0117] Multiple components in the device are connected to the I / O interface, including: input units such as keyboards and mice; output units such as various types of displays and speakers; storage units such as disks and optical discs; and communication units such as network interface cards (NICs), modems, and wireless transceivers. The communication unit allows the device to exchange information / data with other devices through computer networks such as the Internet and / or various telecommunications networks.

[0118] The processing unit executes the various methods and processes described above, such as methods S1 to S7. For example, in some embodiments, methods S1 to S7 may be implemented as computer software programs tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and / or installed on the device via ROM and / or a communication unit. When the computer program is loaded into RAM and executed by the CPU, one or more steps of methods S1 to S7 described above may be performed. Alternatively, in other embodiments, the CPU may be configured to execute methods S1 to S7 by any other suitable means (e.g., by means of firmware).

[0119] The functions described above in this document can be performed, at least in part, by one or more hardware logic components. For example, exemplary types of hardware logic components that can be used, without limitation, include: Field Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application Standard Products (ASSPs), System-on-Chip (SoCs), Complex Programmable Logic Devices (CPLDs), and so on.

[0120] The program code used to implement the methods of the present invention can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general-purpose computer, special-purpose computer, or other programmable data processing device, such that when executed by the processor or controller, the program code causes the functions / operations specified in the flowcharts and / or block diagrams to be implemented. The program code can be executed entirely on the machine, partially on the machine, as a standalone software package partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0121] In the context of this invention, a machine-readable medium can be a tangible medium that may contain or store a program for use by or in conjunction with an instruction execution system, apparatus, or device. A machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable media can include, but are not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, apparatus, or devices, or any suitable combination of the foregoing. More specific examples of machine-readable storage media include electrical connections based on one or more wires, portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), optical fibers, portable compact disk read-only memory (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0122] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and these modifications or substitutions should all be covered within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for optimizing and adjusting rail transit train timetables, characterized in that, This method first takes existing train timetable data, passenger flow data matching the timetable usage dates, and train traction energy consumption data in each section as input to obtain the time-segment division of timetable optimization and adjustment and the corresponding adjustment strategy. Then, it uses a surplus time allocation algorithm that combines passenger flow to optimize and adjust the timetable for one trip. The method specifically includes the following steps: Step S1: Input the train timetable data to be adjusted and optimized, passenger flow data matching the timetable usage dates, and train traction energy consumption data for each section, and then execute step S2. Step S2: Obtain the strategy options and time range used for adjusting and optimizing the running graph, wherein the strategy options include strategy one, strategy two and strategy three, and then execute step S3; Step S3: Determine whether Strategy 1 was used, which only adjusts the interval running time of the positive line in the running graph. If yes, proceed to step S5; otherwise, proceed to step S4. Step S4: Determine whether Strategy 2 has been used and adjust the station dwell time and mainline section running time of each station in the timetable. If yes, proceed to step S6; otherwise, proceed to step S7. Step S5: Use Strategy 1 to optimize and adjust the train timetable for the corresponding time period. Strategy 1 specifically means: while keeping the total running time of each train on the main line unchanged, the running time of each main line section is extended or shortened to generate an optimized timetable. Step S6: Use Strategy 2 to optimize and adjust the train timetable for the corresponding time period. Strategy 2 is as follows: while keeping the total running time of each train on the main line and the stopping time of each station unchanged, adjust the stopping time of each station and the running time of the main line. By shortening the stopping time of each station, but not less than the minimum stopping time, the excess stopping time is adjusted to the running time of the main line. The running time of each main line section is extended or shortened to generate the adjusted and optimized timetable. Step S7: Use Strategy 3 to optimize and adjust the train timetable for the corresponding time period for energy saving. Strategy 3 is as follows: while keeping the total mainline section running time, station dwell time and arrival / turnaround time of each train unchanged, adjust the mainline section running time, station dwell time and arrival / turnaround time by shortening the station dwell time (but not less than the minimum dwell time) and shortening the arrival / turnaround time (but not less than the minimum turnaround time), and adjust the station dwell time and arrival / turnaround time to the mainline section running time. The running time of each mainline section is extended or shortened to generate the adjusted and optimized timetable. The specific process of optimizing and adjusting the train timetable for the corresponding time period using Strategy 1, Strategy 2, or Strategy 3 is as follows: Step S11: Extract the single-trip data of the running chart that needs to be adjusted and optimized; Step S12: Invoke the surplus time allocation algorithm based on passenger flow to adjust and optimize the one-way trip of the running map; Step S13: Determine whether all single-trip routes that need adjustment and optimization have been adjusted and optimized. If yes, proceed to step S14; otherwise, return to step S11. Step S14: Output the adjusted and optimized operation diagram, and output the energy consumption before and after optimization; The specific process of the surplus time allocation algorithm based on passenger flow in step S12 is as follows: Step S121: Obtain a single-trip run chart that needs adjustment and optimization; Step S122: Establish the "interval running time-energy consumption" mapping relationship for each interval of a single trip; Step S123: Establish the matching between each section of a one-way trip and the passenger capacity; Step S124: Calculate the total spare running time for a single trip; Step S125: Based on the energy consumption changes in each interval, allocate surplus operating time to the corresponding intervals according to the unit. When using Strategy 3 to optimize train timetables for energy conservation, the total spare running time for a single trip includes the total spare running time between sections, the total spare stopping time, and the spare time for a single trip to arrive and return. If, after executing the surplus time allocation algorithm, each interval reaches its maximum running time and there is still surplus time remaining, priority is given to returning the remaining surplus time to the one-way arrival and turnaround time. If there is still surplus time remaining, then consideration is given to returning the remaining surplus time to the station dwell time. The arrival and turnaround time must not exceed the actual arrival and turnaround time of the one-way trip in the original timetable before the adjustment and optimization, and the dwell time of each station must not exceed the actual dwell time of each station in the middle of the one-way trip in the original timetable before the adjustment and optimization.

2. The method for optimizing and adjusting a rail transit train timetable according to claim 1, characterized in that, In step S2, the train schedule for the entire operating day can be adjusted and optimized using a single strategy or by using different strategies for different time periods.

3. The method for optimizing and adjusting a rail transit train timetable according to claim 1, characterized in that, Step S122, establishing the "interval running time-energy consumption" mapping relationship for each interval of a single trip, specifically involves: Read the train traction energy consumption data of the train running in each section, take the minimum running time value in the data as the minimum running time of the section, and take the maximum running time value in the data as the maximum running time of the section. Since the interval running time values ​​in the initial train traction energy consumption data may be discrete, the energy consumption values ​​for all running time values ​​from the minimum to the maximum running time of the interval are calculated using the interpolation method, and a complete "interval running time-energy consumption" mapping relationship is established.

4. The method for optimizing and adjusting a rail transit train timetable according to claim 1, characterized in that, The passenger capacity is calculated in step S123 as follows: Read the passenger flow data that matches the date of use of the operation chart, obtain the passenger flow data corresponding to a single trip, and get the passenger volume of each section of the single trip.

5. The method for optimizing and adjusting a rail transit train timetable according to claim 1, characterized in that, The total spare running time in step S124 includes the total spare running time between sections, the total spare stopping time, and the spare time for the final return trip.

6. The method for optimizing and adjusting a rail transit train timetable according to claim 5, characterized in that, The method for calculating the total spare time for a single trip is as follows: subtract the actual running time of each section in the trip from the minimum running time of the section to obtain the spare time for the section, and then add the spare times for all sections in the single trip to obtain the total spare time for the single trip.

7. The method for optimizing and adjusting a rail transit train timetable according to claim 5, characterized in that, The method for calculating the total stop margin time for a single trip is as follows: subtract the actual stop time of each intermediate station in the single trip from the minimum stop time to obtain the stop margin time of each station. Adjust the stop time of each intermediate station in the single trip to the minimum stop time, and then add the stop margin times of each intermediate station in the single trip to obtain the total stop margin time for the single trip.

8. The method for optimizing and adjusting a rail transit train timetable according to claim 5, characterized in that, The method for calculating the one-way arrival and turnaround time margin is as follows: subtract the minimum turnaround time from the actual one-way arrival and turnaround time to obtain the one-way arrival and turnaround time margin.

9. The method for optimizing and adjusting a rail transit train timetable according to claim 5, characterized in that, When using the aforementioned strategy to optimize and adjust the train timetable for energy conservation, the total surplus running time for a single trip only includes the total surplus running time for a single section.

10. The method for optimizing and adjusting a rail transit train timetable according to claim 5, characterized in that, When using Strategy 2 to optimize train timetables for energy conservation, the total spare running time for a single trip includes the total spare running time between sections and the total spare stopping time for a single trip. If, after executing the surplus time allocation algorithm, each interval has reached its maximum running time and there is still surplus time remaining, then the remaining surplus time will be evenly distributed to the station dwell time, wherein the dwell time of each station shall not exceed the actual dwell time of each station in the middle of the one-way trip in the original timetable before the adjustment and optimization.

11. The method for optimizing and adjusting a rail transit train timetable according to claim 1, characterized in that, Step S125, which allocates surplus operating time to the corresponding intervals based on the energy consumption changes in each interval, specifically involves: The current starting running time of each interval within a single trip is set as the minimum running time of that interval. One unit of running time is determined in the total surplus running time, and the energy consumption value is calculated after the current running time of each interval is increased by one unit of running time. Compare the changes in energy consumption across all intervals, select the interval with the largest change in energy consumption that has not yet reached its maximum running time, increase the current running time of this interval by one unit, and decrease the total surplus running time by one unit; repeat this process until the total surplus running time is zero or all intervals reach their maximum running time. The current running time of each interval on a single trip obtained at this point is the adjusted interval running time.

12. An apparatus for optimizing and adjusting the train timetable of rail transit as described in claim 1, characterized in that, The device includes: The external interface module is used to read and parse externally input data such as the operation schedule data to be adjusted and optimized, train traction energy consumption data, and passenger flow data. The parameter input module is used to receive adjustment strategy parameters input by the user; The operation graph adjustment and optimization module is connected to the external interface module and the adjustment parameter input module, respectively. It is used to perform energy-saving adjustment and optimization of the operation graph according to the strategy options, and output the adjusted and optimized operation graph and the energy consumption data before and after the adjustment and optimization, as well as the comparison. The adjustment result viewing and display module is used to display the adjusted and optimized operation graph and the energy consumption data before and after optimization, and is connected to the operation graph adjustment and optimization module.

13. An electronic device comprising a memory and a processor, wherein the memory stores a computer program, characterized in that, When the processor executes the program, it implements the method as described in any one of claims 1 to 11.

14. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the method as described in any one of claims 1 to 11.

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