A method for compiling marshalling and shunting operation plans at railway marshalling yards

Abstract

This invention discloses a method for compiling shunting operation plans at railway marshalling yards, including: modifying and confirming the group codes and special train group codes of train flows; automatically matching the originating trains and pick-up / drop-off train flows based on the departure train plan, train flow codes, and assembly codes; automatically arranging marshalling and pick-up / drop-off shunting couplers according to the group codes as stipulated in the train marshalling plan; automatically adding prohibited and isolated shunting couplers according to the special train group codes; and automatically generating marshalling and shunting operation plans, pick-up and shunting operation plans, and drop-off and pick-up / drop-off shunting operation plans. This method, through a hierarchical classification of group codes, assembly codes, train flow codes, and special train group codes, can automatically compile shunting operation plans based on conditions such as full axle load in the departure direction, vehicle grouping, isolated cars, and group coupling order. This provides station dispatchers with a convenient and rapid operating method, optimizing train marshalling and improving station marshalling operation efficiency.

Description

Technical Field

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

[0002] The marshalling operation is quite complex in actual marshalling yard work, mainly because the composition and quantity of train traffic fluctuate greatly. The utilization of tracks and the mixing and aggregation of train traffic are inevitable phenomena. Especially when multiple train sets are marshalled, such as when coupling and uncoupling trains, there are restrictions on coupling due to the presence of closed doors and cars with isolation requirements. In addition, when selecting local train traffic and defective cars according to their subsequent work locations, there are complex decision-making and operational processes.

[0003] However, apart from the last coupler's track being designated as the departure track for the station-starting train, the number of couplers required in the preceding sequence, and whether additional sorting lines are needed on the work track for adjusting the train sequence, are highly dependent on the train group classification on the classification lines and the train group's sequence number within the station-starting train. Existing train marshalling operation planning schemes mostly only consider classifying train groups according to traffic flow direction codes, neglecting issues such as temporary traffic detours and empty cars not being grouped according to the main emptying direction; they only consider the classification lines binding the traffic flow to the station-starting train, without considering the additional sorting lines added due to coupling restrictions. Therefore, the accuracy and practicality of automatically generated train marshalling operation plans need further improvement. Summary of the Invention

[0004] The purpose of this invention is to provide a method for compiling marshalling and shunting operation plans at railway marshalling yards, which can reduce the labor intensity of station planning personnel and on-site workers, and improve the accuracy and practicality of automatically compiling marshalling and shunting operation plans.

[0005] The objective of this invention is achieved through the following technical solution:

[0006] A method for compiling a marshalling and shunting operation plan for a railway marshalling yard, comprising:

[0007] Step 1: Based on the traffic flow calculation results and the shunting operation plan, determine the train flow code, assembly code and group code of the freight cars to be assembled and the classification line, as well as the special operation code attributes of the freight cars to be assembled.

[0008] Step 2: Based on the new scheduling command, determine whether it is necessary to modify the train flow code, assembly code, group code, and special operation code attributes of the freight cars to be organized; if yes, modify the corresponding code attributes; otherwise, proceed to step 5.

[0009] Step 3: Based on the modified train flow code, assembly code, and group code of the freight car to be assembled, modify the corresponding attributes of the train flow code, assembly code, and group code of the classification line where the freight car to be assembled is located.

[0010] Step 4: Based on the modified train flow codes, assembly codes and grouping codes of the freight cars to be assembled and the classification lines, recalculate the train flow sources of each station's originating trains in the first time period within the current stage's planned time range, redetermine the classification line search range and train flow source search range of the marshalling operation plan, and bind the station's originating trains with the corresponding freight cars to be assembled and the classification lines.

[0011] Step 5: Divide the train sets according to the freight cars to be assembled and the classification lines bound to the originating trains at each station, and determine the number of freight cars in each train set, their order number on the classification line, and their order number in the originating trains at each station.

[0012] Step 6: Based on the results obtained in Step 5, calculate the shunting coupler sequence, working track, the hooking / unhooking method for each coupler, and the number of cars hooked / unhooked.

[0013] As can be seen from the technical solution provided by the present invention, four attributes are proposed: train flow code, assembly code, group code, and special train group code. By defining and utilizing the train flow attributes of vehicles, the flexibility of train marshalling and shunting operations at marshalling yards is improved, high accuracy of train flow prediction is achieved to ensure the fulfillment rate of phased plans, and the workload of operators is reduced to improve the efficiency of station operations. Attached Figure Description

[0014] 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.

[0015] Figure 1 This is a flowchart illustrating a method for compiling a marshalling and shunting operation plan at a railway marshalling yard, as provided in an embodiment of the present invention. Detailed Implementation

[0016] 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.

[0017] First, the following explanations are provided for the terms that may be used in this article:

[0018] The terms "comprising," "including," "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.

[0019] The following is a detailed description of a method for compiling marshalling and shunting 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.

[0020] Step 1: Based on the traffic flow calculation results and shunting operation plan, determine the train flow code, assembly code and group code of the freight cars to be assembled and the classification lines within the station, as well as the special operation code attributes of the freight cars to be assembled.

[0021] Those skilled in the art will understand that the traffic flow calculation results can determine the one-to-one correspondence between departing trains and freight cars awaiting shunting within the station and those en route. This invention mainly considers freight cars awaiting shunting within the station (hereinafter referred to as freight cars awaiting shunting). The shunting operation plan refers to determining the order of dismantling arriving trains and assembling departing trains after establishing the one-to-one correspondence between trains and freight cars awaiting shunting and those en route, allocating specific shunting locomotives for the operations, calculating the start and end times of dismantling for each arriving train and the start and end times of assembling for each departing train, thereby obtaining the planned departure time of departing trains that meet the conditions for operation.

[0022] In this embodiment of the invention, to calculate the number of hooks to be removed during dismantling operations, the classification line to which each hook should enter, and the precautions for each step, the invention proposes the use of assembly codes, train flow codes, and special operation codes. These, together with the existing train flow destination codes, form the basis for the automatic compilation of shunting operation plans and shunting schedules. The assembly code attribute is used to establish the association between departing trains, classification lines, and train flow. The train flow code includes a set of attributes such as train arrival, car type, and route, used to establish the association between departing trains, departure direction, and train flow route. The special operation code attribute is used to mark special vehicles in the train (closed-door cars, isolation cars, close-run cars, speed-limited coupled cars, etc.), facilitating the determination of increases or decreases in the number of hooks required for dismantling and shunting schedule compilation.

[0023] The preferred implementation method for this step is as follows:

[0024] 1) Based on the shunting operation plan, obtain the shunting number, shunting operation sequence and shunting operation start and end time, and determine the column flow code, assembly code and group code attributes of the classification line.

[0025] 2) Based on the traffic flow calculation results, obtain the train number and track of the originating trains at the station, the train flow code, assembly code, grouping code and special operation code of the freight cars to be assembled in the station.

[0026] In this embodiment of the invention, the train flow code can identify the direction of the train flow, the assembly code can identify the assembly direction, the destination station, the type of car, the location of maintenance operations or the location of loading and unloading operations, the group code can identify the cars that can be coupled into a car group, and the special operation code indicates whether the freight car needs to add additional shunting operations.

[0027] Step 2: Based on the new dispatching command requirements, determine whether it is necessary to modify the train flow code, assembly code, group code, and special operation code attributes of the freight cars to be organized on the station's classification line. If so, modify the corresponding code attributes. If not, proceed to step 5 and do not execute steps 3 and 4.

[0028] 1) According to the new dispatching order, the train flow code attributes of loaded and empty cars within the station that need to suspend, resume, or detour transportation, as well as empty cars that do not run in the main emptying direction, are modified as follows: For loaded and empty cars that suspend transportation, their train flow code is modified to the train flow destination code + station retention; for loaded and empty cars that resume transportation within the station, their train flow code is modified to the train flow code of the default direction; for loaded cars that detour transportation, their train flow code is modified to the train flow code of the detour direction; for empty cars that do not run in the main emptying direction, their train flow code is modified to the train flow code of the actual emptying direction; among them, loaded cars refer to freight cars that are loaded with goods and have a clear destination and are waiting to be scheduled; empty cars refer to freight cars that are not loaded with goods and whose destination is yet to be determined and are waiting to be scheduled. 2) According to the new dispatching order, for freight cars that are not assembled according to the traffic flow direction code, such as those assembled according to the traffic flow detour direction, those assembled according to the long-distance direct marshalling yard, those assembled according to the freight yard and dedicated line, those assembled according to the maintenance car, those assembled according to the standby car, etc., modify their assembly code attributes according to their actual assembly needs (i.e., the actual assembly direction, the terminal station, the car type, the location of the maintenance operation or the location of the loading and unloading operation).

[0029] 3) According to the new dispatching order, for freight cars not grouped according to traffic flow direction codes, such as grouping them according to the detour direction of the traffic flow, grouping them according to the up or down direction of the marshalling yard, selecting one or several stations from the set of stations with the same traffic flow direction code, or mixing empty cars with loaded cars of a certain direction, the corresponding grouping code attributes should be modified according to their actual grouping requirements.

[0030] 4) According to the new dispatching order, modify or delete the markings in the special operation code attributes of freight cars that are not grouped according to the requirements for group quantity and coupling position. For example, delete the "no runaway" sign in the special operation code, and change the markings for a certain group quantity and coupling position requirements to another type of marking.

[0031] Step 3: Combine the modified train flow code, assembly code, and group code of the freight car to be compiled with the corresponding modified train flow code, assembly code, and group code attributes of the classification line where the freight car to be compiled is located.

[0032] 1) The train flow code of the freight car to be compiled in the first position of the classification line is used as the train flow code of the classification line.

[0033] 2) The assembly code of the freight car to be organized is the last one of the sequential numbers on the classification line.

[0034] 3) The group code of the freight car to be numbered in the first position of the classification line is used as the group code of the classification line.

[0035] Step 4: Based on the modified train flow codes, assembly codes, and grouping codes of the freight cars to be assembled and the classification lines, recalculate the train flow sources of each station's originating trains within the first time period of the current stage's planned time range, redetermine the classification line search range and train flow source search range of the marshalling operation plan, and bind the station's originating trains with the corresponding freight cars to be assembled and the classification lines.

[0036] To facilitate the description of subsequent steps, the departure times of trains originating from stations within a planned timeframe are divided into three time periods based on the different sources of traffic:

[0037] For the first phase of station-departing trains, the train flow sources are already in the classification lines, and the marshalling operation plan can be directly prepared. The marshalling operation time is the shortest, and the trains are organized for departure with priority.

[0038] For the second phase of station-based trains, the train flow originates from the marshalling yard, but is not entirely within the sorting line. The freight cars on the already arrived terminal trains need to be dismantled and moved to the sorting line before they can be marshalled. Dismantling and shunting operation plans can be prepared directly. The marshalling operation time is longer than that of the first phase, and the trains are organized to depart after the first phase of station-based trains.

[0039] 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.

[0040] In this embodiment of the invention, the first time period described above is primarily considered. A preferred implementation of this step is as follows:

[0041] 1) Based on the traffic flow calculation results, obtain the planned train number, planned departure time, full axle conditions, assembly requirements and grouping requirements of the trains originating from each station in the first time period, generate the train flow code of all trains originating from each station, calculate the freight car assembly code that can be incorporated into the corresponding train, calculate the grouping code that can be incorporated into the train and the coupling position in the train.

[0042] 2) Clear the binding relationship between the station-based originating trains and the classified lines and freight cars to be assembled as determined in the traffic flow calculation results and shunting operation plan.

[0043] 3) In accordance with the dispatching orders, shift plans, and the "Freight Train Formation Plan" regarding the full axle weight, full axle length conversion conditions, assembly requirements, and grouping requirements of departing trains, for each station in the first time period, assemble the originating trains. Find the classification line with the same train flow code as the departing train assembled at that station, and determine whether the accumulated freight cars on the classification line meet the conditions for full axle weight and full axle length conversion of the departing train. Determine whether the assembly code of these freight cars matches the assembly code required by the train, and whether the grouping code matches the grouping code required by the train. If all three determinations are yes, the requirements are met; otherwise, the requirements are not met. If the requirements are met, the station-starting train will be bound to the corresponding freight cars to be assembled and the classification line. If the requirements are not met, other classification lines will be searched for freight cars to be assembled that have the same train flow code and meet the requirements of assembly code and grouping code. If at most two freight cars to be assembled on the same classification line within the same shunting operation area need to be added, it will also be determined that the requirements are met, and the station-starting train will be bound to the corresponding freight cars to be assembled and the classification line. Otherwise, it will be determined that the requirements are not met, and no more marshalling operation plans will be prepared for the corresponding station-starting train.

[0044] Among them, the freight cars to be assembled that are bound to the originating trains at the station are the source of the train flow for compiling the shunting operation plan, and the classification line bound to the originating trains at the station is the query range of the source of the train flow for compiling the shunting operation plan.

[0045] Step 5: Divide the train sets according to the freight cars to be assembled and the classification lines bound to the originating trains at each station, and determine the number of freight cars in each train set, their order number on the classification line, and their order number in the originating trains at the station.

[0046] 1) Divide the trains into train sets, as follows:

[0047] A) Cars to be numbered that are located on the same classification line, have the same group code, and are continuously coupled together belong to one car group; if they are separated by other car groups, the two sides of the separation belong to different car groups.

[0048] B) If a freight car with a special operation code is included in the train set determined according to A), and the train set as a whole cannot meet the requirements for the number of cars and the position of cars in the "Freight Train Formation Plan", it needs to be split into multiple train sets in the absence of a dispatching order, so that the split train sets meet the requirements for the number of cars and the position of cars in the train.

[0049] 2) Determine the number of freight cars included in each train group.

[0050] 3) Determine the sequence number of each train set on the corresponding classification line.

[0051] 4) Determine the sequence number of each train set in the corresponding station's originating train formation.

[0052] Steps 2) to 4) above can be completed by simply counting and numbering the divided train groups, which will not be elaborated here.

[0053] Step 6: Based on the results obtained in Step 5, calculate the shunting coupler sequence, working track, the hooking / unhooking method for each coupler, and the number of cars hooked / unhooked.

[0054] In this embodiment of the invention, "picking / hanging method" refers to the method of picking or hanging, and "picking / hanging vehicle number" refers to the quantity of picking or hanging.

[0055] Marshalling is the process of taking train sets from classification lines and assembling them into a single train, according to their sequential numbers in the station's originating trains, from smallest to largest. Since there may be multiple train sets distributed across multiple classification lines, and the sequential numbers of each train set on the classification line are not entirely consistent with their sequential numbers in the station's originating trains, the marshalling process is also a process of reordering the train sets.

[0056] The reverse process of shunting is to send the train sets from the originating train at the station into the classification line in descending order of their sequence number on the classification line. The reverse process uses the same working tracks and has the same total number of shunting couplers, but the coupler sequence is completely reversed; the number of cars working for each coupler is also the same, but the uncoupling / attaching method is completely reversed.

[0057] In this embodiment of the invention, step 6 employs the following method: first, calculate the shunting coupler sequence, working track, hooking / unhooking method for each coupler, and number of cars hooked / unhooked in the reverse process of shunting; then, reverse the order of the shunting couplers in the reverse process and reverse the hooking / unhooking marks of each shunting coupler to obtain the shunting coupler sequence, working track, hooking / unhooking method for each coupler, and number of cars hooked / unhooked in the forward process.

[0058] The shunting coupler sequence, operating track, uncoupling / coupling method for each coupler, and calculation method for the number of cars to be uncoupled / coupled during the reverse process of shunting are as follows:

[0059] Let ZF be the set of originating trains in the first time period, consisting of a trains. i Let i be the train with formation order i in the set of originating trains at station, i.e., the i-th originating train at station, where 1 ≦ i ≦ a. Let the initial value of i be 1.

[0060] Let CZ i It is the set of train sets originating from station i. The i-th train set originating from station i has a total of c train sets. i Individual train sets, CZ ij It is the train set with the sequence number j in the set of train sets originating from station i, where 1 ≦ j ≦ c i .

[0061] Let DZ i It is the set of cars on the shunting locomotive that assembles the i-th train originating from station i. The shunting locomotive that assembles the i-th train originating from station i has a total of d cars. i Each train set, dz im It is the locomotive with the sequence number m of the shunting locomotive that assembles the i-th train departing from station i, where 1 ≦ m ≦ d i Let m be initially set to d. i .

[0062] Let FZ ik It is the k-th classification line associated with the i-th station's originating train, with a total of b i Classification lines, 1 ≤ k ≤ b i FZ ikn It is the set of train sets associated with the k-th classification line of the i-th station originating train, with a total of f. ik Individual train sets. fz ikn It is the train set with sequence number n on the k-th classification line associated with the i-th station originating train, 1≦n≦f ik Let the initial value of n be f. ik .

[0063] Let MB i It is the set of trains with the largest sequential numbers on each classification line associated with the originating train at station i. Clearly, MB i The CPC has b i One train set, mb ik It is the train set with the largest sequential number on the k-th classification line associated with the i-th station's originating train, 1≦k≦b i Let the initial value of k be b. i .

[0064] Let the initial value of the hook sequence t be 0.

[0065] Step 1) Take the i-th station-based originating train zf from the first time period station-based originating train set ZF. i .

[0066] Step 1-1) Calculate zf i The reverse process of grouping includes the working track of the first hook, the method of unhooking / coupling, and the number of unhooking / coupling vehicles.

[0067] Obviously, the government i The first hook in the reverse process of train marshalling is used to shunt the locomotive to the departure track and assemble the originating train.

[0068] The coupling sequence is set to t=1, the uncoupling / coupling method is "coupling", the working track is the departure track of the station-commissioned originating train, and the number of coupled cars is the total number of freight cars on the station-commissioned originating train.

[0069] At this time, the highest train sequence number d on the locomotive is... i = The number of train sets originating from station i, c i .

[0070] Select one empty classification line as the sorting line.

[0071] Steps 1-2) Combine the set of car groups on the shunting locomotive with the set of car groups on the classification line to calculate zf. i The reverse process of train assembly involves adjusting the locomotive and uncoupling the train.

[0072] Let MB i It’s zf i The set consisting of the car groups with the largest sequential number (i.e., sequential number n) on each associated classification line. Clearly, MB i The CPC has b i Individual trainsets. mb ik It’s zf i The car group with the largest sequential number on the k-th category line.

[0073] Step 1-2-1) Take the car group dz with sequence number m from the shunting locomotive. im , in turn with MB i The train sets were compared.

[0074] Step 1-2-2) During the comparison, determine whether it is necessary to search for mb on the classification line k. ik Train crew.

[0075] If n=0, it means there are no target vehicle groups to be matched on classification line k, and the search for mb on classification line k will stop. ik Train crew.

[0076] If n>0, it means there are still target vehicle groups to be matched on classification line k, and we need to search for mb on classification line k. ik Train crew.

[0077] Steps 1-2-3) are performed sequentially with MB i Compare the train sets in the middle to determine the train set dz imDetermine whether the car group is to be unloaded or to be sorted, and determine the working track and the number of cars to be unloaded / attached by this hook.

[0078] If MB i There exists a relationship with the train set dz im car groups with the same group designation and the same number of freight cars (mb) ik Then the train set dz im This is a car set to be unloaded / unloaded. The track for this coupling operation is designated as classification line k, and the number of cars unloaded / attached by this coupling is car set dz. im The number of cars. Subtract 1 from the value of n. If f... ik If the value is greater than 0, then the train group with the sequence number n on classification line k is set to mb. ik Train set; if n = 0 after n is reduced by 1, proceed to step 1-2-6).

[0079] If MB i The train group dz cannot be found in the middle. im Car groups with the same group code and the same number of freight cars are called car group dz. im This is a car set to be sorted. Set the track for this coupling operation as the sorting line. The number of cars to be uncoupled / attached by this coupling is car set dz. im The number of vehicles.

[0080] Steps 1-2-4) Determine if the value of m-1 is 0.

[0081] If m-1=0, it means there are no more train sets that can be detached from the locomotive, proceed to step 1-2-6).

[0082] If m-1>0, it means there are still car sets that can be detached on the locomotive, proceed to step 1-2-5).

[0083] Steps 1-2-5) Determine whether the car group with shunting order number m-1 can be added to this coupler, and determine the number of cars to be added to this coupler.

[0084] When the track for this hook operation is classified line k, if the train set mb ik If a car group with the same grouping code and the same number of freight cars as the shunting locomotive sequence number m-1, then the number of freight cars in the shunting locomotive sequence number m-1 should be added to the number of cars picked up / dropped. Subtract 1 from the value of n. If n > 0 after subtracting 1, then set the car group with sequence number n on classification line k to mb. ik For the train set, subtract 1 from the value of m and proceed to step 1-2-4); if n=0 after subtracting 1, proceed to step 1-2-6). If the train set mb ik If the group code and number of freight cars of the car group with shunting locomotive sequence number m-1 are not exactly the same, then the car group with shunting locomotive sequence number m-1 cannot be added to this coupler, and proceed to step 1-2-6).

[0085] When the current trading line is a consolidation line, if MB iIf no car group with the same grouping code and number of freight cars as the shunting locomotive sequence number m-1 can be found, then the number of freight cars in the shunting locomotive sequence number m-1 should be added to the number of unloaded / trailered cars. Subtract 1 from the value of m and proceed to step 1-2-4). If MB i If a car group with the same grouping code and number of freight cars as the car group with shunting locomotive sequence number m-1 can be found, then the car group with shunting locomotive sequence number m-1 cannot be added to this coupler, and proceed to step 1-2-6).

[0086] Steps 1-2-6) Increment the value of t by 1. This hook is the t-th hook, the working track is the working track of this hook mentioned above, the unloading / hooking method is unloading, and the unloading / hooking quantity is the number of cars unloaded / hooked by this hook mentioned above. Transfer the car group on the corresponding shunting locomotive to the car group on the corresponding classification line or sorting line.

[0087] Steps 1-2-7) Determine whether the calculation of uncoupling in this round is complete.

[0088] Subtract 1 from the value of m, and then check if the resulting m is greater than 0.

[0089] If m > 0 after subtracting 1, it means there are still car sets to be unloaded on the locomotive, proceed to step 1-2-1).

[0090] If m≦0 after subtracting 1, determine whether the working track of hook t is a consolidation line. If the working track of hook t is a consolidation line, delete the content of hook t, subtract 1 from the value of t, and the calculation of uncoupling for this round ends. If the working track of hook t is not a consolidation line, the calculation of uncoupling for this round ends.

[0091] Steps 1-3) Determine zf i Has the shunting operation plan for the reverse process of train formation been completed?

[0092] After this round of coupler removal calculations is completed, check whether the number of train sets on the sorting line is 0.

[0093] If the value is 0, it means there are no more train sets on the line, then zf i The shunting operation plan for the reverse process of train formation has been completed, with a total of t hooks. Proceed to steps 1-5).

[0094] If the value is greater than 0, it means there are still train sets on the line, proceed to steps 1-4).

[0095] Steps 1-4) Combine the set of car groups on the classification line to calculate zf i The reverse process of shunting locomotives and trailers.

[0096] Step 1-4-1) Obtain the train sets on the sorting line.

[0097] Get the current set of train groups on the sorting line ZZ i , obtain e i Each train crew. (Order zz)ir This involves organizing the train sets with the online sequence number r, where 1 ≦ r ≦ e i Let r be initially set to e. i .

[0098] Step 1-4-2) Determine whether it is necessary to search for mb on the classification line k. ik Train crew.

[0099] If n=0, it means there are no target vehicle groups to be matched on classification line k, and the search for mb on classification line k will stop. ik Train crew.

[0100] If n>0, it means there are still target vehicle groups to be matched on classification line k, and we need to search for mb on classification line k. ik Train crew.

[0101] Step 1-4-3) Determine the train set zz ir Determine whether it is a trailer set to be attached and the number of hook-and-unhook / trailers.

[0102] If MB i The text appears to be a jumbled collection of characters and phrases, possibly from different sources. A direct translation isn't possible without further context or clarification. ir Car groups with the same group code and the same number of freight cars, then car group zz ir If it is not a trailer group to be attached, decrement the value of r by 1 and return 1-34-3).

[0103] If MB i There exists a relationship with the train crew. ir car groups with the same group designation and the same number of freight cars (mb) ik Then the train set zz ir This is a trailer set to be attached. The number of trailers to be attached / attached is equal to the number of trailer sets (zz). i1 Number of trucks + truck crews i2 Number of trucks + ... + truck crews zz ir The number of trucks.

[0104] Step 1-4-3) Generate the tidying line trailer hook.

[0105] Increment the value of t by 1, set the working track of hook t to the consolidation line, set the unloading / hanging method to hanging, and set the unloading / hanging car number to the above-mentioned unloading / hanging car number for this hook.

[0106] The car groups waiting to be attached on the sorting line are transferred to the shunting locomotives. The shunting sequence number of each car group is the same as its sequence number on the sorting line. Let m = the total number of car groups on the sorting line, and proceed to step 1-2.

[0107] Steps 1-5) combine the results of steps 1-2) and 1-4) to generate zf. i The marshalling and shunting operation plan.

[0108] will zfi The shunting operation plan for the reverse process of marshalling is completely reversed in terms of the coupling sequence. For each coupling after the reversal, the coupling / coupling method is changed from "coupling" to "coupling", and the coupling / coupling method is changed from "coupling" to "coupling". Fill in the marshalling locomotive number, the train number and track of the originating train, and the start and end times of the marshalling operation, and generate the marshalling and shunting operation notification.

[0109] Step 2) Increment the value of i by 1. If i > a, it means that the marshalling and shunting operation plans for all originating trains in the first time period have been completed, and Step 6 ends; if i ≤ a, return to Step 1).

[0110] The above-mentioned solution provided by the embodiments of the present invention can solve the original problem of single group numbering by means of train attributes. By hierarchically assigning group codes, assembly codes, train flow codes and special train group codes, the system can automatically generate shunting operation plans based on conditions such as full axle load in the departure direction, vehicle grouping, isolation cars, and group coupling sequence. This provides station dispatchers with a convenient and fast operation method, optimizes train grouping and improves the efficiency of station grouping operations.

[0111] 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, mobile 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.

[0112] 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 a marshalling and shunting operation plan for a railway marshalling yard, characterized in that, include: Step 1: Based on the traffic flow calculation results and the shunting operation plan, determine the train flow code, assembly code and group code of the freight cars to be assembled and the classification line, as well as the special operation code attributes of the freight cars to be assembled. Step 2: Based on the new scheduling command, determine whether it is necessary to modify the train flow code, assembly code, group code, and special operation code attributes of the freight cars to be organized; if yes, modify the corresponding code attributes; otherwise, proceed to step 5. Step 3: Based on the modified train flow code, assembly code, and group code of the freight car to be assembled, modify the corresponding attributes of the train flow code, assembly code, and group code of the classification line where the freight car to be assembled is located. Step 4: Based on the modified train flow codes, assembly codes and grouping codes of the freight cars to be assembled and the classification lines, recalculate the train flow sources of each station's originating trains in the first time period within the current stage's planned time range, redetermine the classification line search range and train flow source search range of the marshalling operation plan, and bind the station's originating trains with the corresponding freight cars to be assembled and the classification lines. Step 5: Divide the train sets according to the freight cars to be assembled and the classification lines bound to the originating trains at each station, and determine the number of freight cars in each train set, their order number on the classification line, and their order number in the originating trains at each station. Step 6: Based on the results obtained in Step 5, calculate the shunting coupler sequence, working track, the hooking / unhooking method for each coupler, and the number of cars hooked / unhooked.

2. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, The train flow code indicates the direction of the train flow, the assembly code indicates the assembly direction, the terminal station, the type of car, the location of maintenance or loading / unloading operations, the group code indicates the cars that can be coupled into a car group, and the special operation code indicates whether the freight car needs to be added for additional shunting operations.

3. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, Also includes: Methods for modifying the train flow code, assembly code, group code, and special operation code attributes of freight cars to be organized; For loaded and empty wagons within the station that require suspension, resumption, or detour, as well as empty wagons not running in the emptying direction, their train flow code attributes are modified: For loaded and empty wagons that are suspended, their train flow code is modified to the train flow destination code + station retention; for loaded and empty wagons that resume operation within the station, their train flow code is modified to the train flow code of the default direction; for loaded wagons undergoing detours, their train flow code is modified to the train flow code of the detour direction; for empty wagons not running in the main emptying direction, their train flow code is modified to the train flow code of the actual emptying direction; among these, loaded wagons refer to wagons loaded with goods and with a clear destination awaiting arrangement; empty wagons refer to wagons without goods loaded and with an undetermined destination awaiting arrangement. 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. For freight cars that are not grouped according to the required number of trains and the required mounting positions, modify or delete the markings in their special operation code attributes.

4. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, The corresponding modified column flow code, assembly code, and group code attributes of the classification line where the freight car to be edited is located include: The train flow code of the freight car to be compiled, which is the first in sequence number on the classification line, is used as the train flow code of the classification line. The assembly code of the freight car to be organized is the last one of the sequential numbers on the classification line. The group code of the freight car to be numbered, which is the first in the sequence number on the classification line, is used as the group code of the classification line.

5. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, The process of recalculating the train flow sources of each station's originating trains within the first time period of the current planned time range based on the modified train flow codes, assembly codes, and grouping codes of the freight cars to be assembled and the classification lines, and redetermining the classification line search range and train flow source search range of the marshalling operation plan, and binding the station's originating trains with the corresponding freight cars to be assembled and classification lines includes: Based on the traffic flow calculation results, the planned train numbers, planned departure times, full axle conditions, assembly requirements and grouping requirements of the trains originating from each station in the first time period are obtained. The train flow codes of all trains originating from each station are generated. For each train originating from each station, the freight car assembly code that can be incorporated into the corresponding train originating from the station is calculated, as well as the grouping code that can be incorporated into the train originating from the station and its coupling position in the train are calculated. Clear the binding relationship between the station-based originating trains and the classified lines and freight cars to be assembled, as determined in the traffic flow projection results and shunting operation plan; Based on the full axle weight, full axle length conversion conditions, assembly requirements, and grouping requirements of departing trains, for each station-departing train in the first time period, the classification line with the same train flow code as the station-departing train is searched. It is then determined whether the accumulated freight cars on the classification line meet the full axle weight and full axle length conversion conditions of the departing train, whether the assembly code of the freight cars matches the required assembly code of the train, and whether the grouping code matches the required grouping code of the train. If all three determinations are correct, the requirements are met; otherwise, they are not. If the requirements are met, the station-based originating train will be bound to the corresponding freight cars to be assembled and the classification line. If the requirements are not met, other classification lines will be searched for freight cars to be assembled that have the same train flow code and meet the requirements of assembly code and grouping code. If at most two freight cars to be assembled on the same classification line within the same shunting operation area need to be added, it will also be considered as meeting the requirements, and the station-based originating train will be bound to the corresponding freight cars to be assembled and the classification line. Otherwise, it will be considered as not meeting the requirements, and no more marshalling operation plans will be prepared for the corresponding station-based originating train.

6. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, The process of dividing train sets according to the freight cars to be assembled and the classification lines bound to each station's originating trains, and determining the number of freight cars in each train set, their priority number on the classification line, and their priority number in the station's originating trains, includes: Dividing train sets: A) Cars to be assembled on the same classification line, with the same group code and continuously coupled together, belong to one train set; if separated by other car sets, the two sides of the separation belong to different train sets; B) If there are cars with special operation codes in the train set determined according to A), and the train set as a whole cannot meet the prescribed number of couplings and coupling position requirements when assembled into the train, then it shall be split up so that the split train sets meet the number of couplings and coupling position requirements when assembled into the train. The number of train sets after division is counted and numbered to determine the number of freight cars in each train set, its sequence number on the classification line, and its sequence number in the station's originating trains.

7. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 1, characterized in that, The calculation of the shunting coupler sequence, operating track, hooking / unhooking method for each coupler, and number of cars hooked / unhooked includes: Calculate the shunting coupler sequence, working track, unhooking / coupling method for each coupler, and the number of cars unhooked / coupled during the reverse process of shunting; then reverse the shunting coupler sequence of the reverse process and reverse the unhooking / coupling marks of each shunting coupler to obtain the shunting coupler sequence, working track, unhooking / coupling method for each coupler, and the number of cars unhooked / coupled during the forward process.

8. The method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 7, characterized in that, The calculation of the shunting coupler sequence, operating track, hooking / unhooking method for each coupler, and number of cars hooked / unhooked includes: Let ZF be the set of station-originated trains in the first time period, a total of a trains, zf i is the train with marshalling sequence i in the set of station-originated trains, i.e. the i-th station-originated train, 1≦i≦a; let the initial value of i be 1; Let CZ i It is the set of train sets originating from station i. The i-th train set originating from station i has a total of c train sets. i Individual train sets, CZ ij It is the train set with the sequence number j in the set of train sets originating from station i, where 1 ≦ j ≦ c i ; Let DZ i It is the set of cars on the shunting locomotive that assembles the i-th train originating from station i. The shunting locomotive that assembles the i-th train originating from station i has a total of d cars. i Each train set, dz im It is the locomotive with the sequence number m of the shunting locomotive that assembles the i-th train departing from station i, where 1 ≦ m ≦ d i Let m be initially set to d. i ; Let FZ ik It is the k-th classification line associated with the i-th station's originating train, with a total of b i Classification lines, 1 ≤ k ≤ b i FZ ikn It is the set of train sets associated with the k-th classification line of the i-th station originating train, with a total of f. ik Individual train sets; fz ikn It is the train set with sequence number n on the k-th classification line associated with the i-th station originating train, 1≦n≦f ik Let the initial value of n be f. ik ; Let MB i It is the set of trains with the largest sequential numbers on the classification line associated with the i-th station's originating train, MB i The CPC has b i One train set, mb ik It is the train set with the largest sequential number on the k-th classification line associated with the i-th station's originating train, 1≦k≦b i Let the initial value of k be b. i ; Let the initial value of hook sequence t be 0; Step 1) Take the i-th station-based originating train zf from the first time period station-based originating train set ZF. i ; Step 1-1) Calculate zf i The reverse process of grouping, the working track of the first hook, the unhooking / coupling method, and the number of unhooking / coupling cars: zf i The first hook in the reverse process of train marshalling is used by the shunting locomotive to attach to the departure track and assemble the originating train; the hooking sequence is t=1, the hooking / unhooking method is hooking, the working track is the departure track for assembling originating trains at the station, and the number of attached cars is the total number of freight cars on the originating train; at this time, the maximum car group sequence number d on the shunting locomotive is... i = The number of train sets originating from station i, c i Select one empty classification line as the sorting line; Steps 1-2) Combine the set of car groups on the shunting locomotive with the set of car groups on the classification line to calculate zf. i The reverse process of train assembly involves uncoupling and shunting the locomotive. Steps 1-3) Determine zf i Has the shunting operation plan for the reverse process of train formation been completed? After the coupler uncoupling calculation for this round is completed, check if the number of train sets on the sorting line is 0; if it is 0, it means there are no train sets on the sorting line, then zf i The shunting operation plan for the reverse process of train formation is completed, with a total of t hooks; proceed to steps 1-5). If the value is greater than 0, it indicates that there are still train sets on the shunting line; proceed to steps 1-4). Steps 1-4) Combine the set of car groups on the classification line to calculate zf i The reverse process of shunting locomotives and trailers; Steps 1-5) combine the results of steps 1-2) and 1-4) to generate zf. i The shunting and marshalling operation plan; Step 2) Increment the value of i by 1. If i > a, it means that the marshalling and shunting operation plans for all originating trains in the first time period have been completed, and Step 6 ends; if i ≤ a, return to Step 1).

9. A method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 8, characterized in that, The zf is calculated by combining the set of car groups on the shunting locomotive and the set of car groups on the classification line. i The reverse process of train shunting and uncoupling includes: Step 1-2-1) Take the car group dz with sequence number m from the shunting locomotive. im , in turn with MB i Comparison of the train sets in the middle; Step 1-2-2) During the comparison, determine whether it is necessary to search for mb on the classification line k. ik Train crew; If n=0, it means there are no target vehicle groups to be matched on classification line k, and the search for mb on classification line k will stop. ik Train crew; If n>0, it means there are still target vehicle groups to be matched on classification line k, and we need to search for mb on classification line k. ik Train crew; Steps 1-2-3) By sequentially interacting with MB i Compare the train sets in the middle to determine the train set dz im Is it a car group to be unloaded or a car group to be sorted? Determine the track for this coupler's operation and the number of cars to be unloaded / attached by this coupler; where: if MB i There exists a relationship with the train set dz im car groups with the same group designation and the same number of freight cars (mb) ik Then the train set dz im This is a car set to be unloaded / unloaded; the track for this coupling operation is designated as classification line k, and the number of cars unloaded / attached by this coupling is car set dz. im The number of cars; subtract 1 from the value of n; if f after subtracting 1 from n... ik If the value is greater than 0, then the train group with the sequence number n on classification line k is set to mb. ik Train group; if n=0 after n-1 reduction, go to step 1-2-6); if MB i The train group dz cannot be found in the middle. im Car groups with the same group code and the same number of freight cars are called car group dz. im This is a car set to be sorted; set the track for this coupler's operation as the sorting line, and the number of cars unloaded / attached by this coupler is car set dz. im The number of vehicles; Step 1-2-4) Determine if the value of m-1 is 0; if m-1=0, it means there are no more car sets that can be detached on the locomotive, proceed to step 1-2-6); if m-1>0, it means there are still car sets that can be detached on the locomotive, proceed to step 1-2-5). Steps 1-2-5) Determine whether the car group with shunting order number m-1 can be added to this coupler, and determine the number of cars to be added / uncoupled to this coupler: When the track for this hook operation is classified line k, if the train set mb ik If a car group with the same grouping code and the same number of freight cars as the shunting locomotive sequence number m-1, then the number of freight cars in the shunting locomotive sequence number m-1 should be added to the number of unloaded / trailered cars; subtract 1 from the value of n. If n > 0 after subtracting 1, then set the car group with sequence number n on classification line k to mb. ik For the train set, subtract 1 from the value of m and proceed to step 1-2-4); if n=0 after subtracting 1, proceed to step 1-2-6); if the train set mb ik If the group code and number of freight cars of the shunting locomotive sequence number m-1 are not exactly the same, then the shunting locomotive sequence number m-1 cannot be added to this coupler, and proceed to step 1-2-6). When the current trading line is a consolidation line, if MB i If no car group with the same grouping code and number of freight cars as the car group with shunting locomotive sequence number m-1 is found, then the number of freight cars in the car group with shunting locomotive sequence number m-1 is added to the number of unloaded / trailered cars; the value of m is decremented by 1, and the process proceeds to steps 1-2-4). If MB i If a car group with the same grouping code and number of freight cars as the shunting locomotive sequence number m-1 can be found, then the car group with the shunting locomotive sequence number m-1 cannot be added to this coupler, and proceed to step 1-2-6). Steps 1-2-6) Increment the value of t by 1, this hook is the t-th hook, the working track is the working track of this hook, the unloading / hooking method is unloading, and the unloading / hooking quantity is the number of cars unloaded / hooked by this hook; transfer the car group on the corresponding shunting locomotive to the car group on the corresponding classification line or sorting line; Step 1-2-7) Determine if the current round of coupler removal calculation is complete: Subtract 1 from the value of m, and determine if m after subtraction is greater than 0; if m > 0 after subtraction, it means there are still car sets to be removed on the shunting locomotive, and proceed to step 1-2-1); if m ≦ 0 after subtraction, determine if the working track of the t-th coupler is a consolidation line; if the working track of the t-th coupler is a consolidation line, delete the content of the t-th coupler, subtract 1 from the value of t, and the current round of coupler removal calculation is complete; if the working track of the t-th coupler is not a consolidation line, the current round of coupler removal calculation is complete.

10. A method for compiling a marshalling and shunting operation plan for a railway marshalling yard according to claim 8, characterized in that, The set of vehicles on the classification line is used to calculate zf. i The shunting locomotive and trailer coupler in the reverse process of train marshalling includes: Step 1-4-1) Obtain the train sets on the sorting line, and obtain the current set of train sets ZZ on the sorting line. i , obtain e i Each train crew, let zz ir This involves organizing the train sets with the online sequence number r, where 1 ≦ r ≦ e i Let r be initially set to e. i ; Step 1-4-2) Determine whether it is necessary to search for mb on the classification line k. ik Train crew; If n=0, it means there are no target vehicle groups to be matched on classification line k, and the search for mb on classification line k will stop. ik Train crew; If n>0, it means there are still target vehicle groups to be matched on classification line k, and we need to search for mb on classification line k. ik Train crew; Step 1-4-3) Determine the train set zz ir Whether it is a trailer set to be attached, determine the number of this hook-and-trailer / trailer; if MB i The text appears to be a jumbled collection of characters and phrases, possibly from different sources. A direct translation isn't possible without further context or clarification. ir Car groups with the same group code and the same number of freight cars, then car group zz ir If it is not a trailer group to be attached, decrement the value of r by 1 and return 1-4-3); if MB i There exists a relationship with the train crew. ir car groups with the same group designation and the same number of freight cars (mb) ik Then the train set zz ir This is a trailer set to be attached. The number of trailers to be attached / attached is equal to the number of trailer sets (zz). i1 Number of trucks + truck crews i2 Number of trucks + ... + train crews zz ir The number of trucks; Step 1-4-3) Generate the shunting line trailer coupler; increment the value of t by 1, set the working track of the t-th hook as the shunting line, the unloading / attaching method as "attach", and the number of unloading / attaching cars as the number of unloading / attaching cars of this hook mentioned above; transfer the trailer groups to be attached on the shunting line to the car groups on the shunting locomotive, and the shunting sequence number of each car group is the same as its sequence number on the shunting line. Let m = the total number of car groups on the shunting line, and go to step 1-2).

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