A method for compiling a shunting locomotive operation plan of a railway marshalling station

Abstract

The application discloses a kind of railway marshalling yard shunting machine use plan compilation method, by adding four attributes of modifiable column flow code, gathering code, group code and special operation code to classification line, respectively indicate that classification line is in the gathering train flow of a certain column flow direction, classification line is in the gathering truck of a certain truck flow direction, classification line is in the gathering truck of a certain type of car group, classification line is in the gathering truck of a certain type of additional shunting operation, can solve the problem that the original shunting machine use plan compilation method based on the fixed use mode of classification line is difficult to adapt to flexible use of classification line, a classification line gathers multiple destination trucks, a classification line gathers multiple different types of car group trucks. Lay the foundation for realizing the rapid, accurate and automatic compilation of shunting machine use plan.

Description

Technical Field

[0001] This invention relates to the field of railway transportation technology, and in particular to a method for compiling shunting locomotive operation plans for railway marshalling yards. Background Technology

[0002] Railway traffic flow refers to the total number and destination of vehicles (traffic volume) within a certain period, in a certain direction, section, or station. In other words, traffic flow is the collection of vehicles transported by rail with a specific destination. The train is the basic unit of railway transportation production, and railway train flow is a collection of the same type of trains with a specific destination.

[0003] Marshalling yards organize and direct daily production activities by formulating station operation plans. Station operation plans include shift plans, phase plans, and shunting operation plans. Phase plans are the detailed arrangements for each phase of work within a shift, ensuring the completion of the shift plan, and are prepared by the station dispatcher based on the specific circumstances before the start of that phase of work.

[0004] The shunting operation plan is the most crucial component of all marshalling yard phase plans, specifying the shunting work content and start and end times for each locomotive in the next phase. The shunting operation plan serves as the foundation and basis for compiling shunting operation plans and calculating the accurate departure times of originating trains, axle-reducing transfer trains, and axle-filling transfer trains. Therefore, the quality of the shunting operation plan has a significant impact on the quality of transportation production command at the marshalling yard, and achieving automated shunting operation plan compilation has always been a goal pursued by marshalling yards.

[0005] The preparation of the shunting operation plan begins after the train flow calculation is completed at the marshalling yard. Its main task is to further determine the shunting locomotive number and shunting start and end times required for marshalling operations, dismantling operations, train delivery operations, and the relationships between the departing trains, car retrieval operations, car delivery operations, car retrieval operations, and car freight cars waiting to be marshalled, dismantled, delivered, and retrieved within the station, as well as the relationships between them and the freight cars en route, based on the train flow calculation.

[0006] Most current methods for developing shunting operation plans are based on the fixed use of classification lines. When allocating shunting locomotives, it's assumed that a single classification line only gathers freight cars destined for one destination, and that freight cars gathered on a single classification line are only assigned to one trainset. While these methods can meet most situations, railways are a network, and freight trains do not strictly adhere to the train numbers, times, and quantities specified in the train timetable; their operation is more based on the availability and quantity of traffic. When the basic transport route in a certain traffic direction encounters section congestion, construction closures, insufficient capacity, or disasters and accidents, dispatch orders can be issued to suspend or reroute traffic in that direction. Therefore, the purpose of classification lines within marshalling yards cannot be absolutely fixed and needs to be flexibly adjusted according to actual conditions. When traffic is heavy and classification line capacity is strained, a single classification line may need to gather freight cars destined for multiple destinations, and freight cars gathered on a single classification line may be assigned to different trainsets. This makes it difficult to guarantee the accuracy and usability of existing shunting operation plans based on the fixed use of classification lines.

[0007] In view of this, the present invention is hereby proposed. Summary of the Invention

[0008] The purpose of this invention is to provide a method for compiling shunting locomotive operation plans for railway marshalling yards, which can improve the rationality, accuracy and operability of the plans, reduce the labor intensity of planning personnel and improve the operational efficiency of marshalling yards.

[0009] The objective of this invention is achieved through the following technical solution:

[0010] A method for compiling shunting locomotive operation plans for railway marshalling yards, comprising:

[0011] Obtain the train flow code, assembly code, group code, and special operation code attributes of various types of freight cars;

[0012] Obtain the train flow code, assembly code, group code, and special operation code attributes for each category line. For freight cars, the train flow code indicates the direction of the train flow, the assembly code indicates the direction of assembly, the destination station, the car type, and the location of maintenance or loading / unloading operations, the group code identifies the cars that can be coupled into a car group, and the special operation code indicates whether additional shunting operations are required. For category lines, the train flow code represents the assembly of trains departing in the corresponding train flow direction, the assembly code represents the assembly of freight cars in the corresponding train flow direction, the group code represents the assembly of freight cars in the corresponding car group, and the special operation code attribute indicates the assembly of freight cars with the corresponding special operation code attribute.

[0013] Based on the obtained code attributes of relevant freight cars and various classification lines, three time periods of shunting and decoupling operation plans and two time periods of dismantling and decoupling operation plans are prepared.

[0014] As can be seen from the technical solution provided by the present invention, by adding four modifiable attributes to the classification line—train flow code, assembly code, group code, and special operation code—these respectively indicate that the classification line is assembling trains departing in a certain train flow direction, assembling freight cars in a certain train flow direction, assembling freight cars of a certain type of trainset, and assembling freight cars of a certain type requiring additional shunting operations. This solves the problem that the original shunting operation plan preparation method based on the fixed usage of classification lines is difficult to adapt to the flexible use of classification lines, the assembly of freight cars to multiple destinations on one classification line, and the assembly of various types of freight cars on one classification line. This lays the foundation for the rapid, accurate, and automatic preparation of shunting operation plans. Attached Figure Description

[0015] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the following description of the embodiments will be briefly introduced. 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.

[0016] Figure 1 A flowchart illustrating a method for compiling a railway marshalling yard shunting operation plan, provided as an embodiment of the present invention. Detailed Implementation

[0017] 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, and 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 protection scope of the present invention.

[0018] First, the following explanations are provided for the terms that may be used in this article:

[0019] The terms “including,” “comprising,” “containing,” “having,” or other similar semantic descriptions should be interpreted as non-exclusive inclusion. For example, “including a technical feature element (such as raw material, component, ingredient, carrier, dosage form, material, size, part, component, mechanism, device, step, process, method, reaction conditions, processing conditions, parameter, algorithm, signal, data, product or article of manufacture, etc.)” should be interpreted as including not only the expressly listed technical feature element, but also other technical feature elements that are not expressly listed and are well-known in the art.

[0020] The term "composed of" excludes any technical features not expressly listed. When used in a claim, it closes the claim to exclude all technical features other than those expressly listed, except for associated conventional impurities. If the term appears only in a clause of a claim, it limits the claim to the elements expressly listed in that clause; elements recited in other clauses are not excluded from the overall claim.

[0021] To address the shortcomings of existing technologies, this invention aims to provide a method for compiling shunting operation plans for railway marshalling yards. This invention proposes the concepts of four attributes: train flow code, assembly code, group code, and special train set code. By defining and utilizing these four attributes for trains, traffic flow, and classification lines at the marshalling yard, rapid and accurate automated compilation of shunting operation plans is achieved. Specifically, the train flow code enables rapid association between departing trains and classification lines, freight cars to be marshalled, freight cars to be unloaded, and freight cars en route; the assembly code enables rapid association between classification lines and freight cars to be unloaded and en route; the group code enables rapid association between train sets within departing trains and classification lines and freight cars to be marshalled; and the special train set code enables rapid identification of whether additional shunting operations are required for the train sets.

[0022] This invention is based on the requirements for compiling marshalling (section) station shift plans, phase plans, and shunting operation plans as stipulated in the "Railway Transportation Dispatching Rules." The shunting locomotive operation plan is an important component of the marshalling (section) station phase plan, compiled in 3 or 4-hour phases. It primarily determines the shunting operation sequence, shunting operation content, and start and end times for each shunting locomotive within a phase. The compilation of the shunting locomotive operation plan provides a basis for compiling the departure train plan (phase plan), the shunting operation plan, and the use of classified lines. Before compiling the shunting locomotive operation plan, the shift plan and the arrival train operation plan for this phase should be known, as well as the planned departure times and traffic sources of departing trains calculated for this phase, and the planned start times and traffic sources for the delivery, retrieval, axle reduction, and axle replenishment operations for this phase.

[0023] To facilitate understanding, the technical terms involved in the following text will be explained first: (1) Train flow refers to a collection of trains with the same originating station, driving route and destination station. Trains belonging to the same train flow only differ in train number and timetable. (2) Car flow refers to a collection of railway freight cars with the same destination. Freight cars whose destination station belongs to the same station collection have the same car flow destination. The station collection is specified by the "Freight Train Formation Plan". By convention, freight cars with a determined car flow destination are also called car flow. (3) The "Freight Train Formation Plan" specifies which trains can be operated from the originating station, and also includes the originating station name, driving route, destination station name, train number, formation content, formation method, etc. (4) Formation content refers to the information of each freight car from beginning to end in the train, including freight car ID, sequence number, car type, car number, commodity name, car flow destination code, originating station, destination station, shipper, consignee, tare weight, gross weight, length change, notes, etc.

[0024] The following is a detailed description of a method for compiling shunting locomotive operation plans for railway marshalling yards provided by this invention. Contents not described in detail in the embodiments of this invention are prior art known to those skilled in the art. Where specific conditions are not specified in the embodiments of this invention, they shall be performed according to conventional conditions in the art or conditions recommended by the manufacturer.

[0025] like Figure 1 As shown, a method for compiling a shunting locomotive operation plan for a railway marshalling yard mainly includes the following steps:

[0026] Step 1: Obtain the train flow code, assembly code, group code, and special operation code attributes of various types of freight cars.

[0027] 1) The system automatically checks whether the train flow code, assembly code, and grouping code attributes of various freight cars (i.e., all freight cars awaiting release, freight cars awaiting assembly, freight cars awaiting delivery, freight cars awaiting pickup, and freight cars in transit) are empty. If the train flow code is empty, for loaded cars, the train flow code is filled in with the train destination + freight train type as the default value, as specified in the "Freight Train Assembly Plan" and "Station Operation Rules". For empty cars, the train destination of the main emptying direction of this type of car is filled in with the train flow code as the default value. Among them, loaded cars refer to freight cars awaiting release, freight cars awaiting assembly, freight cars awaiting delivery, freight cars awaiting pickup, and freight cars in transit that are loaded with goods and have a clear destination. Empty cars refer to freight cars awaiting release, freight cars awaiting assembly, freight cars awaiting delivery, freight cars awaiting pickup, and freight cars in transit that are not loaded with goods and have an undetermined destination. If the assembly code and grouping code are empty, the assembly code and grouping code are filled in with the freight car flow destination code as the default value. Freight train types include: baggage trains, mail trains, direct trains, through trains, section trains, coupling / uncoupling trains, and short-haul trains.

[0028] 2) The system automatically checks the notes column attributes of all freight cars to be shunted, freight cars to be assembled, freight cars to be delivered, freight cars to be picked up, and freight cars in transit in the current station. If there are markings for shunting operation precautions in the notes column, such as closed car, no shunting, no crossing the hump, no crossing the parking device, G1, G2, G3, G4, G5, G6, G7, G8, GW, 140 product, etc., the corresponding markings will be automatically filled into the special operation code.

[0029] The above method automatically fills in the train flow code, assembly code, group code, and special operation code attributes for various freight cars. However, it is still necessary to check whether the corresponding code attributes need to be modified.

[0030] 1) For loaded and empty cars that need to be suspended, or loaded cars that are rerouted within the station and empty cars that do not run in the main emptying direction, their train flow code attributes will be manually modified. For loaded and empty cars that are suspended, their train flow code will be modified to train flow destination + station retention; for loaded and empty cars going to freight yards, dedicated lines, or depots, their train flow code will be modified to the name of the freight yard, dedicated line, or depot + station shunting; for loaded cars rerouted, their train flow code will be modified to the train flow code of the rerouted direction + freight train type of the rerouted direction; for empty cars that do not run in the main emptying direction, their train flow code will be modified to the train flow code of the actual emptying direction + freight train type of the actual emptying direction.

[0031] 2) For freight cars that do not gather according to the traffic flow direction code, such as gathering according to the traffic flow detour direction, gathering according to the long-distance direct marshalling yard, gathering according to the freight yard and dedicated line, gathering according to the maintenance vehicle, gathering according to the standby vehicle, etc., modify their gathering code attribute according to their actual gathering needs (i.e., the actual gathering direction, destination station, vehicle type, maintenance operation location or loading and unloading operation location).

[0032] 3) For freight cars that are not grouped according to the direction of traffic flow, such as grouping them according to the detour direction of traffic flow, grouping them according to the up or down direction of marshalling yard, or selecting one or several stations from the set of stations with the same direction of traffic flow, modify the corresponding grouping code attribute according to their actual grouping requirements.

[0033] 4) Manually inspect freight cars with special operation codes, including those that can be shunted after protective measures are taken, and those that are not grouped according to dispatch orders according to the required number of trains and coupling positions. Confirm and modify the special operation code attributes for these freight cars. For example, delete the "no shunting" sign from the special operation code, and change the signs for a certain number of trains and coupling positions to another type of sign.

[0034] Step 2: Obtain the column flow code, aggregation code, group code, and special operation code attributes for each category line.

[0035] For classification lines designated as no-shunting tracks or detour tracks according to the "Station Operation Regulations," their special operation codes are automatically filled in. The default value for the special operation code attribute of a classification line used as a no-shunting track (referred to as a no-shunting track) is a "No Shunting" mark; the default value for the special operation code attribute of a classification line used as a detour track (referred to as a detour track) is a "No Hump Passage" mark. The train flow code, assembly code, and grouping code attributes for no-shunting tracks and detour tracks are set in the same way as other classification lines. When assembling freight cars on the above two types of classification lines, the freight cars whose special operation codes include the no-shunting car sign and the no-peak car sign are selected according to their special operation codes.

[0036] For other classification lines, the corresponding train flow code, assembly code, and group code attributes are determined by setting a method based on whether there is a truck aggregation on the classification line; specifically:

[0037] 1) For other classification lines, the system automatically checks whether its train flow code attribute is empty. If it is empty, and there are already freight cars gathered on the classification line, the train flow code of the freight car to be organized in the first position of the classification line is used as the default value to fill in the train flow code of the classification line. If the classification line is empty (i.e., there are no freight cars gathered), the train flow code of the classification line is filled in according to the fixed train flow destination + freight train type of the classification line as specified in the "Station Operation Rules".

[0038] 2) For other classification lines, the system automatically checks whether its assembly code attribute is empty. If it is empty, and there are already freight cars assembled on the classification line, the assembly code of the freight car to be assembled in the last position of the classification line is used as the default value to fill in the assembly code of the classification line. If the classification line is an empty line (i.e., there are no freight cars assembled), the assembly code of the fixed assembly traffic destination code of the classification line as specified in the "Station Operation Rules" is used as the default value to fill in the assembly code of the classification line.

[0039] 3) For other classification lines, the system automatically checks whether its group code attribute is empty. If it is empty, and there are already freight cars gathered on the classification line, the group code of the freight car to be organized in the first position of the classification line is used as the default value to fill in the group code of the classification line. If the classification line is empty (i.e., there are no freight cars gathered), the group code of the fixed traffic flow destination code of the classification line specified in the "Station Operation Rules" is used as the default value to fill in the group code of the classification line.

[0040] In this embodiment of the invention, for freight cars, the train flow code indicates the direction of the train flow, the assembly code indicates the direction of assembly, the destination station, the car type, the location of maintenance operations, or the location of loading and unloading operations, the group code identifies cars that can be coupled into a car group, and the special operation code indicates whether additional shunting operations are required. For classified lines, the train flow code represents the assembly of trains departing in the corresponding train flow direction, the assembly code represents the assembly of freight cars in the corresponding train flow direction, the group code represents the assembly of freight cars in the corresponding car group, and the special operation code attribute indicates the assembly of freight cars with the corresponding special operation code attribute.

[0041] After obtaining the code attributes of freight cars and each category of track, we can begin to formulate the marshalling and shunting operation plans for three time periods and the dismantling and shunting operation plans for the first two time periods. For ease of description in subsequent steps, the departure times of trains originating from stations are divided into three time periods based on the different sources of traffic:

[0042] For the first phase of station-based train departures, the train traffic originates from the classified lines, and the train formation and assembly process takes the shortest time, so they are given priority for departure.

[0043] For the second phase of station-based train formation, the train flow originates from the marshalling yard, but is not entirely within the sorting line. Some trains need to be disassembled and moved to the sorting line before they can be assembled. The assembly and train formation operation time is longer than that of the first phase, and the trains are organized to depart after the first phase of station-based train formation.

[0044] The trains originating from the station in the third phase do not all originate from the marshalling yard. Some of them come from trains that are being dismantled en route. They need to wait for the trains to arrive at the station and for the freight cars to be dismantled and moved to the sorting line before they can be marshalled. The marshalling operation time is longer than that of the second phase, and the trains are organized to depart after the trains originating from the station in the second phase.

[0045] Step 3: Based on the obtained code attributes of the relevant freight cars and each classification line, formulate the marshalling and shunting operation plan for the first time period, and decouple the freight cars on the classification line of the first time period from the trains departing in the first time period, car retrieval operations, car delivery operations, axle reduction operations, and axle replenishment operations.

[0046] 1) The planned end time of the last shunting operation for each locomotive that has been identified will be taken as the earliest start time of the shunting operation in the first time period.

[0047] 2) Read the set of departing trains and shunting operations for the first time period calculated from the traffic flow projection, obtain the train numbers and planned departure times of all departing trains in the first time period, and obtain the planned start times of axle reduction, axle replenishment, car retrieval, and car delivery operations in the marshalling and shunting area for the first time period. Determine the overall sequence of marshalling, axle reduction, axle replenishment, car retrieval, and car delivery operations within the marshalling and shunting area according to the planned departure times and the planned start times of each shunting operation.

[0048] Among them, the train formation, axle reduction, axle replenishment, car retrieval, and car delivery operations mentioned here all belong to shunting operations.

[0049] 3) Based on the departure train ID, axle reduction operation ID, and axle replenishment operation ID bound to the departure train and pick-up and delivery operation sets, the freight car ID to be picked up bound to the pick-up operation ID, and the freight car ID to be delivered bound to the delivery operation ID, automatically associate the classification line involved in each departure train, each axle reduction operation, each axle replenishment operation, each pick-up operation, and each delivery and shunting operation.

[0050] 4) Assign shunting locomotives according to the determined overall sequence of marshalling operations, axle reduction operations, axle replenishment operations, car retrieval operations, and car delivery operations. Obtain the shunting locomotive work area to which the classification line involved in the shunting operation ranked first in the overall sequence belongs, and assign the corresponding shunting locomotive to it. The start time of the shunting operation is the earliest start time of the current shunting operation, and the end time of the shunting operation = the start time of the shunting operation + the duration of the shunting operation.

[0051] The duration of shunting operations is related to the type of shunting operation:

[0052] The marshalling operation time = the average marshalling and shunting operation time stipulated in the "Station Operation Regulations" + the additional marshalling operation time.

[0053] The time for retrieving a wagon is equal to the average time for retrieval and shunting operations as stipulated in the "Station Operation Regulations" plus the additional time for marshalling.

[0054] The time for sending a car is equal to the average time for sending a car and shunting as stipulated in the "Station Operation Rules" plus the additional time for marshalling.

[0055] The axle reduction operation time = the average axle reduction shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0056] The axle replacement operation time = the average axle replacement shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0057] The additional time for grouping is related to the number of group codes and classification lines of freight cars associated with grouping operations, axle reduction operations, axle replenishment operations, vehicle retrieval operations, and vehicle delivery operations.

[0058] If associated trucks have only one group code and are all located on the same classification line, the additional grouping time is 0. If the associated trucks are more dispersed, the additional time increases by k1 minutes for each additional classification line; for each additional group code on the same classification line, the additional grouping time increases by k2 minutes. If the associated trucks are located on a no-slip line or a detour line, the additional grouping time increases by k3 minutes for each additional group code on a no-slip line or detour line. If the group code on the classification line is different from the group codes of all associated trucks, the additional grouping time increases by k4 minutes. The values ​​of k1, k2, k3, and k4 can be set by staff based on actual conditions or experience.

[0059] Set the calculated end time of the shunting operation as the earliest start time for the locomotive to perform the next operation.

[0060] 5) Obtain the classification line involved in the shunting operation ranked second in the overall sequence, which belongs to the locomotive work area, assign the corresponding locomotive, and calculate the start time and end time of the shunting operation according to the method in 4). Obtain the shunting operation ranked third in the overall sequence, and so on, until the start and end times of the locomotive and shunting operation in the first time period departure train and pick-up and delivery operation set are determined, thus obtaining the shunting operation plan of all marshalling locomotives in the first time period.

[0061] In this embodiment of the invention, the earliest start time of the shunting operation is a known quantity before this calculation, and it is equal to the end time of the previous shunting operation. The start time and end time of the shunting operation are the results after this calculation. The start time of the shunting operation is the larger of the earliest start time of the shunting operation and the time when the freight car meets the shunting conditions.

[0062] 6) Set the freight cars that have been used in the first phase of the shunting operation plan to be assigned as scheduled freight cars, the freight cars that have been used to be delivered to be delivered to be delivered to be delivered to be picked up to be assigned freight cars. This removes the binding relationship between the classification line and the corresponding freight cars, and recalculates the column flow code, assembly code, and group code of the classification line. The calculation method is the same as the method for setting default values ​​in step 2. If there are no freight cars to be assigned or freight cars to be delivered on the classification line after unbinding, the column flow code, assembly code, and group code of the classification line are redistributed in step 4.

[0063] Step 4: Based on the obtained code attributes of the relevant freight cars and each classification line, compile the dismantling and shunting operation plan for the first time period, and establish the correspondence between the freight cars to be dismantled in the trains to be dismantled and the classification lines for the second time period.

[0064] 1) Take the planned end time of the last shunting operation of each locomotive that has been identified as the earliest start time of the operation for that locomotive in this time period.

[0065] 2) Read the set of departing trains and pick-up and delivery operations for the second time period calculated by traffic flow estimation, obtain the train number and planned departure time of all departing trains in the second time period, and obtain the planned start time of axle replenishment and car delivery operations in the marshalling operation area of ​​the second time period.

[0066] 3) Based on the departure train ID, axle replenishment operation ID, and car delivery operation ID bound to the undelivered freight car ID in the second time period departure train and pick-up and delivery operation set, automatically associate the undelivered trains involved in each departure train, each axle reduction operation, each axle replenishment operation, each car retrieval operation, and each car delivery operation.

[0067] 4) Arrange the trains to be dismantled in the order of originating trains, axle reduction transfer trains, axle replenishment transfer trains, train delivery operations, and axle replenishment operations in the set of trains departing in the second time period. Trains with higher overall sequence numbers are dismantled first, and trains with lower overall sequence numbers are dismantled later. Finally, the dismantling order of all trains to be dismantled in the second time period is obtained.

[0068] 5) In accordance with the dismantling order, within the dismantling operation area, assign the earliest start time to each train to be dismantled (there may be multiple shunting locomotives in a dismantling and shunting operation area; when assigning shunting locomotives, the one that can start operation earliest is assigned). The earliest start time of that shunting locomotive is taken as the start time of the dismantling operation, and its end time is calculated. Dismantling and shunting task end time = dismantling and shunting task start time + average dismantling and shunting operation time stipulated in the "Station Operation Regulations" + additional dismantling time.

[0069] The method for calculating the additional dismantling time is as follows: If there are no freight cars with special operation codes of "no slipping" or "no peak hours" among the trains to be dismantled, the additional dismantling time is 0. If there are related freight cars to be dismantled, first determine the number of car groups they belong to. If they are coupled together, they are counted as the same car group; if they are separated by other freight cars, they are counted as different car groups. For one train to be dismantled, for each additional freight car group with a special operation code of "no slipping" or "no peak hours," the additional dismantling time increases by d minutes. The value of d can be set by the staff based on the actual situation or experience.

[0070] After each machine is assigned for commissioning, the earliest start time of the commissioning operation is reset to the end time of the current dismantling operation calculation.

[0071] Repeat the process in 5) until all trains originating from stations, axle reduction transfer trains, axle replenishment transfer trains, train delivery operations, and axle replenishment operations related to undelivered trains in the second period have been assigned shunting locomotives and the start and end times of shunting have been determined.

[0072] 6) Synchronously, following the dismantling sequence, the freight cars from the trains scheduled for dismantling and shunting are sequentially pushed into the classification line with the same train flow code and assembly code. If a corresponding classification line cannot be found, an empty classification line is assigned according to the fixed usage scheme of classification lines stipulated in the "Station Operation Regulations." Specifically, if the classification line assigned according to relevant regulations is not an empty classification line, the empty classification line closest to the assigned classification line is selected. Simultaneously with the allocation of the empty classification line, a corresponding train flow code, assembly code, and group code are set for it. Specifically, the train flow code, assembly code, and group code of the freight cars are assigned to the relevant codes of the empty classification line.

[0073] During the process of pushing the freight cars to be sorted into the classification line with the same train flow code and assembly code, if the cumulative length change or cumulative weight of the freight cars on the classification line reaches the full axle condition for the corresponding train flow code's departure train, delivery operation, or axle replenishment operation, then an empty classification line is reassigned, and the full axle time of the corresponding departure train, delivery operation, or axle replenishment operation is recorded. If the cumulative length change or cumulative weight of the freight cars on the classification line does not reach the full axle condition for the corresponding train flow code's departure train, delivery operation, or axle replenishment operation, but the cumulative length change of the freight cars reaches the total length change limit of the corresponding classification line, an empty classification line is also reassigned; the method for allocating empty classification lines in this part is the same as the method described in the previous paragraph.

[0074] The classification lines are associated with the trucks to be sorted that are pushed in.

[0075] Step 5: Based on the obtained code attributes of the relevant unresolved freight cars and each classification line, formulate the marshalling and shunting operation plan for the second time period, and decouple the freight cars on the classification lines of the second time period from the trains departing in the second time period, car retrieval operations, car delivery operations, axle reduction operations, and axle replenishment operations.

[0076] The process for this step is similar to that of step 3 above, and mainly includes:

[0077] 1) The planned end time of the last shunting operation of each shunting locomotive in the previous period's shunting operation plan shall be taken as the earliest start time of the operation of that shunting locomotive in the second period.

[0078] 2) Read the set of departing trains and pick-up / drop-off operations for the second time period calculated from the traffic flow projection, obtain the train numbers and planned departure times of all departing trains in the second time period, and obtain the planned start times of axle reduction, axle replenishment, and car delivery operations in the marshalling area for the second time period. Determine the overall sequence of marshalling, axle reduction, axle replenishment, and car delivery operations within the marshalling area according to the planned departure times and the order of the planned start times of each shunting operation.

[0079] 3) Based on the departure train ID, axle reduction operation ID, axle replenishment operation ID bound to the departure train ID, and delivery operation ID bound to the freight car ID, and the delivery operation ID bound to the freight car ID, automatically associate the classification line involved in each departure train, each axle reduction shunting operation, each axle replenishment shunting operation, and each delivery shunting operation.

[0080] 4) Assign shunting locomotives according to the determined overall sequence of marshalling operations, axle reduction operations, axle replenishment operations, and car delivery operations. Obtain the shunting locomotive work area of ​​the category line involved in the shunting operation ranked first in the overall sequence, and assign the corresponding shunting locomotive to it. The start time of the shunting operation is max (the earliest start time of the current shunting operation, corresponding to the full axle time of the departing train, car delivery operation, and axle reduction operation). The end time of the shunting operation = the start time of the shunting operation + the duration of the shunting operation.

[0081] The duration of shunting operations is related to the type of shunting operation:

[0082] The marshalling operation time = the average marshalling and shunting operation time stipulated in the "Station Operation Regulations" + the additional marshalling operation time.

[0083] The time for retrieving a wagon is equal to the average time for retrieval and shunting operations as stipulated in the "Station Operation Regulations" plus the additional time for marshalling.

[0084] The time for sending a car is equal to the average time for sending a car and shunting as stipulated in the "Station Operation Rules" plus the additional time for marshalling.

[0085] The axle reduction operation time = the average axle reduction shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0086] The axle replacement operation time = the average axle replacement shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0087] The additional time for grouping is related to the number of group codes and classification lines of freight cars associated with grouping operations, axle reduction operations, axle replenishment operations, vehicle retrieval operations, and vehicle delivery operations.

[0088] If the associated trucks have only one group code and are all located on the same classification line, the additional grouping time is 0. If the associated trucks are more dispersed, the additional time increases by k1 minutes for each additional classification line; for each additional group code on the same classification line, the additional grouping time increases by k2 minutes. If the associated trucks are located on a no-slip line or a detour line, the additional grouping time increases by k3 minutes for each additional group code on a no-slip line or detour line. If the group code on the classification line is different from the group codes of all the associated trucks, the additional grouping time increases by k4 minutes. k1, k2, k 3、 The value of k4 can be set by staff based on actual circumstances or experience.

[0089] Set the calculated shunting end time as the earliest start time of the shunting locomotive.

[0090] 5) Obtain the shunting work area of ​​the classification line involved in the second-ranked shunting operation in the overall sequence, assign the corresponding shunting locomotive to it, and calculate the start time and end time of the shunting operation in accordance with the method in 4). Obtain the third-ranked shunting operation in the overall sequence, and so on, until the shunting locomotive and shunting start and end times of the marshalling operation, axle reduction operation, axle replenishment operation, car retrieval operation and car delivery operation in the second time period departure train and pick-up and delivery operation set are determined, so as to obtain the shunting locomotive operation plan of all marshalling locomotives in the second time period.

[0091] 6) Set the freight cars that have been used in the second-period marshalling operation plan for the shunting area to be marshalled as marshalled cars, the freight cars that have been used to be delivered to be delivered to be delivered to be delivered, and the freight cars that have been used to be picked up to be marshalled, thus removing the binding relationship between the classification line and the corresponding freight car. Recalculate the column flow code, assembly code, and group code for each classification line, using the same method as setting the default values ​​in step 2. If there are no freight cars to be marshalled or freight cars to be delivered on the classification line after unbinding, then the column flow code, assembly code, and group code for that classification line are reallocated in step 6.

[0092] Step 6: Based on the obtained code attributes of the relevant freight cars and each classification line, compile the dismantling and shunting operation plan for the second time period, and establish the correspondence between the freight cars to be dismantled of the trains and the classification lines for the third time period.

[0093] The process for this step is similar to that of step 4 above, and mainly includes:

[0094] 1) Take the planned end time of the last shunting operation of each shunting locomotive in the previous period's dismantling and shunting operation plan as the earliest start time of the operation for that shunting locomotive in the current period.

[0095] 2) Read the set of departing trains and pick-up and delivery operations for the third time period calculated by traffic flow estimation, obtain the train number and planned departure time of all departing trains in the third time period, and obtain the planned start time of axle replenishment and car delivery operations in the marshalling operation area of ​​the third time period.

[0096] 3) Based on the departure train ID, axle replenishment operation ID, and car delivery operation ID bound to the undelivered freight car ID in the third time period departure train and pick-up and delivery operation set, automatically associate the undelivered trains involved in each departure train, each axle reduction operation, each axle replenishment operation, each car retrieval operation, and each car delivery operation.

[0097] 4) Arrange the trains to be dismantled in the order of the departure trains and pick-up and delivery operations in the third time period, including the originating trains, axle reduction transfer trains, axle replenishment transfer trains, car delivery operations, and axle replenishment operations. Trains with higher overall sequence numbers are dismantled first, and trains with lower overall sequence numbers are dismantled later. Finally, the dismantling order of all trains to be dismantled in the second time period is obtained.

[0098] 5) In accordance with the dismantling sequence, within the dismantling operation area, assign the earliest start time shunting locomotive to each train to be dismantled. Use the earliest start time of that shunting locomotive as the max (planned arrival time of the arriving train, start time of the dismantling and shunting task), and calculate its end time. Dismantling and shunting task end time = Dismantling and shunting task start time + Average dismantling and shunting operation time stipulated in the "Station Operation Regulations" + Additional dismantling time.

[0099] The method for calculating the additional dismantling time is as follows: If there are no freight cars with special operation codes of "no slipping" or "no peak hours" among the trains to be dismantled, the additional dismantling time is 0. If there are related freight cars to be dismantled, first determine the number of car groups they belong to. If they are coupled together, they are counted as the same car group; if they are separated by other freight cars, they are counted as different car groups. For one train to be dismantled, for each additional freight car group with a special operation code of "no slipping" or "no peak hours," the additional dismantling time increases by d minutes. The value of d can be set by the staff based on the actual situation or experience.

[0100] After each machine is assigned for commissioning, the earliest start time of the commissioning operation is reset to the end time of the current dismantling task calculation.

[0101] Repeat the process in 5) until all trains originating from stations, axle reduction transfer trains, axle replenishment transfer trains, train delivery operations, and axle replenishment operations related to undelivered trains in the third time period have been assigned shunting locomotives and the start and end times of shunting have been determined.

[0102] 6) Synchronously, in accordance with the dismantling sequence, the freight cars from the trains scheduled for dismantling and shunting are sequentially pushed into the classification line with the same train flow code and assembly code. If a corresponding classification line cannot be found, an empty classification line is assigned according to the fixed usage scheme of classification lines stipulated in the "Station Operation Regulations". Specifically: if the classification line assigned according to relevant regulations is not an empty classification line, the empty classification line closest to the assigned classification line is selected. Simultaneously, the empty classification line is assigned the corresponding train flow code, assembly code, and grouping code.

[0103] During the process of pushing the freight cars to be sorted into the classification line with the same train flow code and assembly code, if the cumulative length change or cumulative weight of the freight cars on the classification line reaches the full axle condition for the departure train, delivery operation, or axle replenishment operation of the corresponding train flow code, then an empty classification line is reassigned, and the full axle time of the departure train, delivery operation, or axle replenishment operation is recorded. If the cumulative length change or cumulative weight of the freight cars on the classification line does not reach the full axle condition for the departure train, delivery operation, or axle replenishment operation of the corresponding train flow code, but the cumulative length change of the freight cars reaches the total length change limit of the corresponding classification line, an empty classification line is also reassigned.

[0104] The classification lines are associated with the trucks to be sorted that are pushed in.

[0105] Step 7: Based on the obtained code attributes of the relevant freight cars and each classification line, compile the marshalling and shunting operation plan for the third time period, and decouple the freight cars on the classification lines of the third time period from the trains departing in the third time period, car retrieval operations, car delivery operations, axle reduction operations, and axle replenishment operations.

[0106] The process for this step is similar to that of step 3 above, and mainly includes:

[0107] 1) The planned end time of the last shunting operation of each shunting locomotive in the previous period's shunting operation plan shall be taken as the earliest start time of the operation of that shunting locomotive in the third period.

[0108] 2) Read the set of departing trains and shunting operations for the third time period calculated from the traffic flow projection, obtain the train numbers and planned departure times of all departing trains in the third time period, and obtain the planned start times of axle reduction, axle replenishment, and car delivery operations in the marshalling area for the third time period. Determine the overall sequence of marshalling operations, axle reduction, axle replenishment, and car delivery operations within the marshalling area according to the planned departure times and the order of the planned start times of each shunting operation.

[0109] 3) Based on the departure train ID, axle reduction operation ID, axle replenishment operation ID bound to the departure train ID, and delivery operation ID bound to the freight car ID, and the delivery operation ID bound to the freight car ID, automatically associate the classification line involved in each departure train, each axle reduction operation, each axle replenishment operation, and each delivery operation.

[0110] 4) Assign shunting locomotives according to the determined overall order of marshalling operations, axle reduction operations, axle replenishment operations, and shunting operations. Obtain the shunting locomotive work area of ​​the category line involved in the shunting operation ranked first in the overall order, and assign the corresponding shunting locomotive to it. The start time of the shunting operation is max (the earliest start time of the current shunting operation, corresponding to the full axle time of the departing train, shunting operation, and axle reduction operation). The end time of the shunting operation = the start time of the shunting operation + the duration of the shunting operation.

[0111] The duration of shunting operations is related to the type of shunting operation:

[0112] The marshalling operation time = the average marshalling and shunting operation time stipulated in the "Station Operation Regulations" + the additional marshalling operation time.

[0113] The time for retrieving a wagon is equal to the average time for retrieval and shunting operations as stipulated in the "Station Operation Regulations" plus the additional time for marshalling.

[0114] The time for sending a car is equal to the average time for sending a car and shunting as stipulated in the "Station Operation Rules" plus the additional time for marshalling.

[0115] The axle reduction operation time = the average axle reduction shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0116] The axle replacement operation time = the average axle replacement shunting operation time stipulated in the "Station Operation Rules" + the additional time for marshalling.

[0117] The additional time for grouping is related to the number of group codes and classification lines of freight cars associated with grouping operations, axle reduction operations, axle replenishment operations, vehicle retrieval operations, and vehicle delivery operations.

[0118] If the associated trucks have only one group code and are all located on the same classification line, the additional grouping time is 0. If the associated trucks are more dispersed, the additional time increases by k1 minutes for each additional classification line; for each additional group code on the same classification line, the additional grouping time increases by k2 minutes. If the associated trucks are located on a no-slip line or a detour line, the additional grouping time increases by k3 minutes for each additional group code on a no-slip line or detour line. If the group code on the classification line is different from the group codes of all the associated trucks, the additional grouping time increases by k4 minutes. k1, k2, k 3、 The value of k4 can be set by staff based on actual circumstances or experience.

[0119] Set the calculated shunting end time as the earliest start time of the shunting locomotive.

[0120] 5) Obtain the shunting work area of ​​the classification line involved in the second-ranked shunting operation in the overall sequence, assign the corresponding shunting locomotive to it, and calculate the start time and end time of the shunting operation in accordance with the method in 4). Obtain the shunting operation in the third-ranked shunting operation in the overall sequence, and so on, until the shunting locomotive and shunting start and end times of the marshalling operation, axle reduction operation, axle replenishment operation, car retrieval operation and car delivery operation in the third time period are determined, so as to obtain the shunting locomotive operation plan for all marshalling locomotives in the second time period.

[0121] 6) Set the freight cars that were used in the third-period marshalling operation plan to be marshalled as marshalled cars, the freight cars that were used to be delivered to be delivered to be delivered to be delivered to be marshalled cars, and the freight cars that were used to be picked up to be marshalled, thus removing the binding relationship between the classification line and the corresponding freight car. Recalculate the column flow code, assembly code, and group code for each classification line that still has freight cars after unbinding, using the same method as setting the default values ​​in step 2. If there are no freight cars to be marshalled or freight cars to be delivered on the classification line after unbinding, the column flow code, assembly code, and group code for that classification line will be redistributed in the next stage.

[0122] At this point, the shunting and marshalling operation plans for the first, second, and third time periods, as well as the dismantling and marshalling operation plans for the first and second time periods, have all been completed.

[0123] In this embodiment of the invention, the numbering of each step is only used to indicate different steps and does not necessarily represent the execution order of the steps. In fact, some steps can be executed in parallel or sequentially as needed. For example, steps 1 and 2 can be executed synchronously or one after the other. In short, the specific execution order can be determined by those skilled in the art in combination with the specific steps.

[0124] Through the above description of the embodiments, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by using software plus necessary general-purpose hardware platforms. Based on this understanding, the technical solutions of the above embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (such as a CD-ROM, USB flash drive, external hard drive, etc.), including several instructions to cause a computer device (such as a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0125] The above description is merely a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for compiling shunting locomotive operation plans for railway marshalling yards, characterized in that, include: Obtain the train flow code, assembly code, group code, and special operation code attributes of various types of freight cars; Obtain the train flow code, assembly code, group code, and special operation code attributes for each category line. For freight cars, the train flow code indicates the direction of the train flow, the assembly code indicates the direction of assembly, the destination station, the car type, and the location of maintenance or loading / unloading operations, the group code identifies the cars that can be coupled into a car group, and the special operation code indicates whether additional shunting operations are required. For category lines, the train flow code represents the assembly of trains departing in the corresponding train flow direction, the assembly code represents the assembly of freight cars in the corresponding train flow direction, the group code represents the assembly of freight cars in the corresponding car group, and the special operation code attribute indicates the assembly of freight cars with the corresponding special operation code attribute. Based on the obtained code attributes of relevant freight cars and various classification lines, three time periods of marshalling and shunting operation plans and two time periods of dismantling and shunting operation plans are formulated, including: Based on the obtained code attributes of relevant freight cars and various classification lines, the marshalling and shunting operation plan for the first time period is formulated, and the binding relationships between freight cars on the classification lines in the first time period and the trains departing in the first time period, car retrieval operations, car delivery operations, axle reduction operations, and axle replenishment operations are decoupled, including: The end time of the last shunting operation of each locomotive that has been identified is taken as the earliest start time of the shunting operation in the first time period. Read the set of departing trains and shunting operations for the first time period calculated from the traffic flow projection, obtain the train numbers and planned departure times of all departing trains in the first time period, and obtain the planned start times of axle reduction, axle replenishment, shunting, and shunting operations in the marshalling and shunting area for the first time period; determine the overall sequence of marshalling, axle reduction, axle replenishment, shunting, and shunting operations within the marshalling and shunting area according to the planned departure times and the order of the planned start times of each shunting operation; Based on the departure train ID, axle reduction operation ID, and axle replenishment operation ID bound to the departure train and pick-up and delivery operation sets, the freight car ID to be picked up bound to the pick-up operation ID, and the freight car ID to be delivered bound to the delivery operation ID, the system automatically associates the classification lines involved in each departure train, each axle reduction operation, each axle replenishment operation, each pick-up operation, and each delivery shunting operation with the corresponding freight car. Shunting locomotives are assigned sequentially according to the established order of marshalling operations, axle reduction operations, axle replenishment operations, wagon retrieval operations, and wagon delivery operations. The shunting work area corresponding to the classification line involved in the first shunting operation in the overall order is obtained, and the corresponding shunting locomotive is assigned to it. The start time of the shunting operation is the earliest start time of the current shunting locomotive, and the end time of the shunting operation = the start time of the shunting operation + the shunting operation duration. The shunting operation duration is related to the type of shunting operation. The additional marshalling time is related to the number of group codes and classification lines of the freight cars associated with the marshalling operation, axle reduction operation, axle replenishment operation, wagon retrieval operation, and wagon delivery operation. If a car has only one group code and all cars are located on the same classification line, the additional grouping time is 0. For each additional classification line, the additional time increases by k1 minutes. For each additional group code on the same classification line, the additional grouping time increases by k2 minutes. If the associated freight cars are located on a no-running line or a detour line, the additional grouping time increases by k3 minutes for each additional group code on a no-running line or detour line. If the group code of the classification line is different from the group codes of all associated freight cars, the additional grouping time increases by k4 minutes. The calculated end time of the shunting operation is set as the earliest start time for the locomotive to perform the next operation. The shunting operation ranked second in the overall sequence is identified by its classification line belonging to the locomotive work area. The corresponding locomotive is assigned to it, and the start and end times of the shunting operation are calculated. The shunting operation ranked third in the overall sequence is identified, and so on, until the start and end times of the locomotive and shunting operation are determined for the departure trains and the pick-up and delivery operations in the first time period. Thus, the shunting operation plan for all marshalling locomotives in the first time period is obtained. The plan will be implemented by setting up freight cars that have been used for the first phase of the shunting operation plan as freight cars that have been used for the first phase of the shunting operation plan, setting up freight cars that have been used for delivery as freight cars that have been delivered, and setting up freight cars that have been used for pickup as freight cars that have been used for the first phase of the shunting operation plan. This will remove the binding relationship between the classification line and the corresponding freight car. After that, the train flow code, assembly code and group code of the classification line will be recalculated.

2. The method for compiling a railway marshalling yard shunting operation plan according to claim 1, characterized in that, The acquisition of various freight car train flow codes, assembly codes, group codes, and special operation codes includes: Check if the train flow code, assembly code, and grouping code attributes of various freight cars are empty. If the train flow code is empty, for loaded cars, fill in the train flow code with the train destination and freight train type as the default value; for empty cars, fill in the train flow code with the train destination in the direction of car type emptying as the default value. Among them, various freight cars include: all freight cars waiting to be released, freight cars waiting to be assembled, freight cars waiting to be delivered, freight cars waiting to be picked up, and freight cars in transit within the station; loaded cars refer to freight cars loaded with goods and with a clear destination, and empty cars refer to freight cars without goods and with an undetermined destination; if the assembly code and grouping code are empty, fill in the assembly code and grouping code with the freight car flow destination code as the default value. Check the notes column attributes of various freight cars. If there is a mark for shunting operation precautions in the notes column and the corresponding special operation code attribute value is empty, then automatically fill the corresponding mark into the special operation code.

3. The method for compiling a railway marshalling yard shunting operation plan according to claim 2, characterized in that, Also includes: For loaded and empty cars that have suspended operations, the train flow code will be changed to indicate that the train flow destination and station are retained. For loaded and empty cars heading to freight yards, dedicated lines, or depots, the train flow code is modified to the name of the freight yard, dedicated line, or depot and the shunting operation at this station; for loaded cars on detours, the train flow code is modified to the train flow code of the detour direction and the freight train type of the detour direction; for empty cars not running in the emptying direction, their train flow code is modified to the train flow code of the actual emptying direction and the freight train type of the actual emptying direction. For trucks that do not assemble according to their traffic flow direction codes, their assembly code attributes will be modified according to their actual assembly needs. For trucks that are not grouped according to traffic flow direction codes, modify the corresponding grouping code attributes according to the actual grouping requirements. Inspect freight cars with special operation codes. Modify the special operation code attributes of freight cars that can be released after protective measures are taken, as well as freight cars that are not grouped according to the requirements of the number of trains and the position of the trains according to the dispatching order.

4. The method for compiling a railway marshalling yard shunting operation plan according to claim 1, characterized in that, The acquisition of the column flow code, aggregation code, group code, and special operation code attributes for each classification line includes: For classification lines used as no-slip lines or detour lines, their special operation codes are automatically filled in; among them, for classification lines used as no-slip lines, the default value of the special operation code attribute is the no-slip-out mark; for classification lines used as detour lines, the default value of the special operation code attribute is the no-passage camel hump mark; the column flow code, assembly code, and group code attribute settings for classification lines used as no-slip lines or detour lines are the same as those for other classification lines; For other classification lines, the corresponding train flow code, assembly code, and group code attributes are determined by setting a method based on whether there are freight cars gathered on the classification line.

5. The method for compiling a railway marshalling yard shunting operation plan according to claim 4, characterized in that, For other classification lines, the corresponding train flow code, assembly code, and group code attributes are determined by setting a method based on whether there is a truck aggregation on the classification line. For other classification lines, check if the train flow code attribute is empty; if it is empty, if there are already freight cars gathered on the classification line, fill in the train flow code of the classification line with the first sequential number of the freight car to be compiled as the default value; if there are no freight cars gathered on the classification line, fill in the train flow code of the classification line with the destination of the train flow that is fixedly gathered on the classification line and the freight train type as the default value. For other classification lines, check if the assembly code attribute is empty; if it is empty, if there are already trucks assembled on the classification line, fill in the assembly code of the truck to be compiled with the last digit of the sequence number on the classification line as the default value; if there are no trucks assembled on the classification line, fill in the assembly code of the classification line with the destination code of the fixed assembly traffic flow on the classification line as the default value. For other classification lines, check if the group code attribute is empty; if it is empty, if there are already trucks gathered on the classification line, fill in the group code of the truck to be numbered in the first position of the classification line as the default value; if there are no trucks gathered on the classification line, fill in the group code of the classification line as the default value of the destination code of the traffic flow that is fixedly gathered on the classification line.

6. The method for compiling a railway marshalling yard shunting operation plan according to claim 1, characterized in that, The process of compiling three time-period shunting operation plans and two time-period dismantling shunting operation plans based on the obtained code attributes of relevant freight cars and each classification line also includes: Based on the obtained code attributes of relevant freight cars and each classification line, a dismantling and shunting operation plan for the first time period is formulated, and the correspondence between the freight cars to be dismantled in the trains to be dismantled and the classification lines for the second time period is established. Based on the obtained code attributes of the relevant unresolved freight cars and each classification line, a marshalling and shunting operation plan for the second time period is formulated, and the binding relationship between the freight cars on the classification line of the second time period and the trains departing in the second time period, car retrieval operations, car delivery operations, axle reduction operations and axle replenishment operations is removed. Based on the obtained code attributes of relevant freight cars and various classification lines, a dismantling and shunting operation plan for the second period is formulated, and the correspondence between the freight cars to be dismantled and the classification lines for the third period is established. Based on the obtained code attributes of relevant freight cars and each classification line, a marshalling and shunting operation plan for the third time period is formulated, and the binding relationship between freight cars on the classification lines of the third time period and the trains departing in the third time period, car retrieval operations, car delivery operations, axle reduction operations and axle replenishment operations is removed.

7. The method for compiling a railway marshalling yard shunting operation plan according to claim 1, characterized in that, The step of compiling a dismantling and shunting operation plan for the first time period based on the obtained code attributes of relevant freight cars and each classification line, and establishing the correspondence between the freight cars to be dismantled in the trains to be dismantled and the classification lines for the second time period includes: The planned end time of the last shunting operation for each locomotive that has been identified is taken as the earliest start time of the operation for that locomotive in this time period; Read the set of departing trains and pick-up and delivery operations for the second time period calculated by traffic flow estimation, obtain the train number and planned departure time of all departing trains in the second time period, and obtain the planned start time of axle replenishment and car delivery operations in the marshalling operation area of ​​the second time period; Based on the train IDs of departures, axle replenishment operations, and car delivery operations bound to the freight car IDs to be released in the second time period departure train and pick-up and delivery operation set, automatically associate the freight cars involved in each departure train, each axle reduction operation, each axle replenishment operation, each car retrieval operation, and each car delivery operation with the freight cars to be released. The order of trains to be dismantled is determined by the overall sequence of the trains departing in the second time period and the collection and delivery operations, including the originating trains, axle reduction transfer trains, axle replenishment transfer trains, car delivery operations, and axle replenishment operations. This yields the dismantling order of all trains to be dismantled in the second time period. According to the dismantling order, within the dismantling operation area, each train to be dismantled is assigned a shunting locomotive with the earliest start time. The earliest start time of the shunting locomotive is taken as the start time of the dismantling operation, and its end time is calculated. This process is repeated until all trains originating from stations, axle reduction transfer trains, axle replenishment transfer trains, train delivery operations, and axle replenishment operations associated with trains to be dismantled in the second time period have been assigned shunting locomotives and their start and end times have been determined. Synchronously, in the order of dismantling, the freight cars to be dismantled from the trains that have been scheduled for dismantling and shunting are pushed into the classification line with the same train flow code and assembly code; if the corresponding classification line cannot be found, the corresponding empty classification line is assigned. Associate the classification lines with the pushed-in trucks.

8. The method for compiling a railway marshalling yard shunting operation plan according to claim 7, characterized in that, During the process of pushing the freight cars to be sorted into the classification line with the same train flow code and assembly code, if the cumulative length change or cumulative weight of the freight cars on the classification line reaches the full axle condition for the departure train, delivery operation, or axle replenishment operation of the corresponding train flow code, then an empty classification line is reassigned, and the full axle time of the corresponding departure train, delivery operation, or axle replenishment operation is recorded; if the cumulative length change or cumulative weight of the freight cars on the classification line does not reach the full axle condition for the departure train, delivery operation, or axle replenishment operation of the corresponding train flow code, but the cumulative length change of the freight cars to be sorted reaches the total length change limit of the corresponding classification line, then an empty classification line is reassigned.

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