Train operation adjustment method and system, electronic equipment and storage medium

Abstract

The invention provides a train operation adjustment method and system, electronic equipment and a storage medium, and belongs to the technical field of rail transit, and the method comprises the steps that an updated running diagram corresponding to an initial running diagram is acquired, and the updated running diagram comprises a planned departure sequence; based on the rated departure number of the planned departure sequence, rearranging the initial departure sequence to generate at least one to-be-determined departure scheme; determining the delay influence degree of each to-be-determined departure scheme; the optimal departure scheme is determined from all the to-be-determined departure schemes, train operation is adjusted based on the optimal departure scheme, and the delay influence degree of the optimal departure scheme is smaller than the delay influence degrees of the other to-be-determined departure schemes. According to the method, the train departure sequence is dynamically adjusted, and the optimized optimal departure scheme is generated, so that the train operation adjustment efficiency is improved under the emergency situation.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a train operation adjustment method, system, electronic equipment and storage medium. Background Art

[0002] As urban rail transit networks continue to expand and become more complex, train dispatching faces increasing challenges. The train operation diagram in the rail transit system is an important tool to ensure that trains operate as planned and improve line utilization. However, due to unexpected situations in reality, such as section suspension, equipment failure and other unforeseen factors, in this case, problems such as low train dispatching efficiency become particularly prominent.

[0003] The existing technology usually adjusts the train operation through manual operation. The dispatcher needs to modify the train operation plan based on experience, or directly call the preset backup operation diagram for switching. However, the main limitation of directly calling the preset backup operation diagram is that it cannot adapt to sudden changes in operation. For example, when a certain section has equipment failure or temporary speed limit, the preset backup operation diagram cannot be adjusted in time. Therefore, the train operation adjustment method in the existing technology is often inefficient and cannot respond to complex dynamic changes in real time, which easily leads to a wider range of train delays in operation.

[0004] Therefore, how to improve the efficiency of train operation adjustment under emergency situations has become a technical problem that needs to be solved urgently. Summary of the invention

[0005] The present invention provides a train operation adjustment method, system, electronic equipment and storage medium, which are used to solve the defects in the prior art and improve the efficiency of train operation adjustment under emergency conditions.

[0006] The present invention provides a train operation adjustment method, comprising the following steps: obtaining an updated operation diagram corresponding to an initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; Based on the rated number of departures of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan; Determine the impact of delays on each of the pending departure plans; An optimal departure plan is determined from all the pending departure plans, and train operation is adjusted based on the optimal departure plan, wherein the delay impact degree of the optimal departure plan is less than the delay impact degrees of the remaining pending departure plans.

[0007] According to a train operation adjustment method provided by the present invention, the determining of the delay impact degree of each pending departure plan specifically includes: Calculating the total departure time error of each pending departure plan relative to the planned departure sequence; Based on the total error of each departure time, the delay impact degree of each pending departure plan is obtained.

[0008] According to a train operation adjustment method provided by the present invention, the determining of the delay impact degree of each pending departure plan specifically further includes: Calculating the total departure time error of each pending departure plan relative to the planned departure sequence; Determine the total number of stranded passengers corresponding to each of the pending departure plans; Based on the total error of each departure time and the total number of stranded passengers, the delay impact degree of each pending departure plan is obtained.

[0009] According to a train operation adjustment method provided by the present invention, the calculation of the total departure time error of each pending departure scheme relative to the planned departure sequence specifically includes: Determine a first departure time sequence of the planned departure sequence and a second departure time sequence of the initial departure sequence; Based on the second departure time sequence, determining a third departure time sequence corresponding to each of the pending departure plans; The time difference between each first departure time point in the first departure time sequence and each second departure time point in the third departure time sequence is calculated, and all the time differences are summed to calculate the total departure time error of each pending departure plan.

[0010] According to a train operation adjustment method provided by the present invention, the delay impact degree of each pending departure plan is obtained based on the total error of each departure time and the total number of each passenger detention, which specifically includes: The impact of delay on each pending departure plan is calculated using the following formula: ; in, is the impact degree of delay of the i-th pending departure plan, is the total departure time error of the i-th pending departure plan, is the total number of stranded passengers of the i-th pending departure plan, is the preset time error threshold, It is the preset upper limit of the number of people. is the time error weight, is the passenger detention weight.

[0011] According to a train operation adjustment method provided by the present invention, before obtaining an updated operation diagram corresponding to the initial operation diagram, the method further includes: Obtain the constraints that affect train delays under the current line conditions; The constraint conditions and the initial operation diagram are input into a preset train operation diagram compilation model to obtain the updated operation diagram.

[0012] According to a train operation adjustment method provided by the present invention, the method further includes: Adjusting the initial operation diagram to the updated operation diagram; Determine a mapping relationship between all trains in the initial departure sequence and all trains in the optimal departure plan; Based on the mapping relationship and the train information of all the initial departure sequences, the train information of all the optimal train schedules is filled to generate an optimal train departure information table.

[0013] The present invention also provides a train operation adjustment system, comprising the following modules: an acquisition module, a processing module and an adjustment module; The acquisition module is used to acquire an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; The processing module is used to rearrange the initial departure sequence based on the rated departure quantity of the planned departure sequence to generate at least one pending departure plan; The processing module is further used to determine the degree of delay impact of each of the pending departure plans; The adjustment module is used to determine the optimal departure plan from all the pending departure plans, and adjust the train operation based on the optimal departure plan, wherein the delay impact degree of the optimal departure plan is less than the delay impact degrees of the remaining pending departure plans.

[0014] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, any of the train operation adjustment methods described above is implemented.

[0015] The present invention also provides a non-transitory computer-readable storage medium on which a computer program is stored. When the computer program is executed by a processor, the train operation adjustment method described in any one of the above methods is implemented.

[0016] The present invention also provides a computer program product, comprising a computer program, wherein when the computer program is executed by a processor, the train operation adjustment method as described above is implemented.

[0017] In summary, one or more technical solutions provided in the embodiments of the present application have at least the following technical effects or advantages: By obtaining an updated operation diagram corresponding to the initial operation diagram and ensuring that the updated operation diagram includes a planned departure sequence, the operation of the train can be dynamically adjusted according to constraints such as the current line status, speed limit section, and equipment failure, thereby ensuring that the train operation in an emergency or special operating environment is more adapted to the current conditions. Next, the initial departure sequence is rearranged based on the rated departure number of the planned departure sequence to generate at least one pending departure plan, thereby optimizing the train departure sequence under the existing operating conditions. This rearrangement process can fully take into account the actual location of the train, passenger demand, and the current line load, so that the train can depart in a more reasonable order. By determining the degree of delay impact of each pending departure plan, each performance in terms of time error and passenger detention can be quantified, thereby providing a basis for subsequent selection. Finally, by determining the optimal departure plan from all pending departure plans and adjusting the train operation based on the optimal departure plan, the efficiency of train scheduling can be achieved, and the efficiency of train operation adjustment in emergency situations can be effectively improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is one of the flow charts of the train operation adjustment method provided by the present invention.

[0020] Figure 2 This is the second flow chart of the train operation adjustment method provided by the present invention.

[0021] Figure 3 This is the third flow chart of the train operation adjustment method provided by the present invention.

[0022] Figure 4 It is a structural schematic diagram of the train operation adjustment system provided by the present invention.

[0023] Figure 5 It is a structural schematic diagram of the electronic device provided by the present invention. DETAILED DESCRIPTION

[0024] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0025] It should be noted that, in the description of the present invention, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device including a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, the elements defined by the sentence "include one..." do not exclude the existence of other identical elements in the process, method, article or device including the elements. The orientation or positional relationship indicated by the terms "upper", "lower", etc. is based on the orientation or positional relationship shown in the accompanying drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the system or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present invention. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to the specific circumstances.

[0026] The terms "first", "second", etc. in the present invention are used to distinguish similar objects, and are not used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged under appropriate circumstances, so that the embodiments of the present invention can be implemented in an order other than those illustrated or described herein, and the objects distinguished by "first", "second", etc. are generally of the same type, and the number of objects is not limited. For example, the first object can be one or more. In addition, "and / or" means at least one of the connected objects, and the character " / " generally indicates that the objects associated with each other are in an "or" relationship.

[0027] Combine the following Figure 1-Figure 5 The present invention describes a train operation adjustment method, system, electronic device and storage medium.

[0028] Figure 1 It is one of the flow charts of the train operation adjustment method provided by the present invention, such as Figure 1 As shown, including but not limited to the following steps: Step 101: Obtain an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence.

[0029] Specifically, in train dispatching and operation management, facing the complex real-time operation environment, the initial operation diagram often cannot fully cope with emergencies, such as equipment failure, line speed limit, passenger flow fluctuations, etc. In order to ensure the efficient operation of the train, it is necessary to obtain an updated operation diagram corresponding to the initial operation diagram, which contains the optimized planned departure sequence.

[0030] The planned departure sequence refers to the departure plan arranged according to the optimized train schedule and departure time based on actual operational needs and current constraints. It is not a static fixed schedule, but a dynamic and real-time adjusted departure arrangement. The planned departure sequence is generated based on multiple factors such as line status, passenger flow information, real-time location of trains, section speed limits, etc., including the time when trains can be re-departed after resolving emergencies.

[0031] Step 102: Based on the rated departure quantity of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan.

[0032] Specifically, after generating the updated operation diagram, the system needs to further optimize the initial departure sequence to adapt to the current operating conditions. Therefore, in step 102, the initial departure sequence is rearranged based on the rated departure quantity of the planned departure sequence in the updated operation diagram to generate at least one pending departure plan. The key to this step is to ensure that the train departure can be reasonably arranged according to the actual situation by dynamically adjusting the departure sequence to minimize train delays and passenger detention.

[0033] This rearrangement is necessary because in a complex operating environment, the original initial departure sequence may no longer be suitable for current actual needs. For example, some trains may not be able to depart as planned due to emergencies, line speed limits, or equipment failures, or the departure time may need to be temporarily adjusted. In addition, as passenger flow changes, the departure demand on some lines may increase or decrease, and the initial departure sequence may not be able to reflect this dynamic change. If the initial departure sequence continues to be used, it may cause excessive congestion or empty running of some trains, thereby increasing delays and operating costs. Therefore, it is necessary to dynamically adjust the initial departure sequence based on the rated departure number in the updated operation diagram to generate a new pending departure plan.

[0034] In the specific implementation, the system first determines the rated number of departures required under the current conditions based on the planned departure sequence in the updated operation diagram. The rated number of departures is based on the actual demand of the line, the train operating conditions, and the passenger flow analysis, and can reflect the train departure frequency and schedule required on the current line. After obtaining the rated number of departures, the system rearranges the initial departure sequence. The rearrangement process involves optimizing the initial departure sequence based on multiple factors such as the operating status of each train, the actual departure position of the train, and the current passenger flow demand.

[0035] It should be noted that after determining that the departure demand of certain lines may increase or decrease, the system will send relevant information to the dispatcher to prompt the dispatcher to perform relevant operations to increase or decrease trains.

[0036] Step 103: Determine the impact of delays on each pending departure plan.

[0037] After generating multiple pending departure plans, the system needs to evaluate these plans to select the best departure plan. The task of step 103 is to determine the degree of delay impact of each pending departure plan. This process aims to quantify the impact of each plan on train operation and passenger experience, so as to provide a basis for the subsequent selection of the best departure plan.

[0038] In one possible implementation, refer to Figure 2 , Figure 2 This is the second flow chart of the train operation adjustment method provided by the present invention, step 103 specifically includes steps 201-202: Step 201: Calculate the total departure time error of each pending departure plan relative to the planned departure sequence.

[0039] Specifically, in the train scheduling process, after generating multiple pending departure plans, these plans must be evaluated in depth to ensure that the selected departure plan can minimize train delays and optimize operations. Therefore, the task of step 201 is to calculate the total departure time error of each pending departure plan relative to the planned departure sequence. This process is to accurately quantify the delay of each departure plan, thereby providing a clear reference for subsequent evaluation and selection.

[0040] The specific implementation method of step 201 will be described in detail in the subsequent embodiments, so it will not be described in detail here.

[0041] Step 202: Based on the total error of each departure time, the delay impact degree of each pending departure plan is obtained.

[0042] Specifically, since one of the core goals of train scheduling is to minimize delays to ensure the punctuality of trains, the difference between the actual departure time and the planned time of each train will directly affect the normal operation of the train. If the difference is too large, it may cause chain delays of subsequent trains, thus affecting the stability of the entire transportation network. Therefore, by summarizing the departure time differences of each train, it is possible to comprehensively evaluate the delay of the entire departure plan and provide an objective reference for subsequent scheduling decisions.

[0043] In specific operation, the system first calculates the total departure time error Ti of each pending departure plan calculated in step 201. Then, the system uses this total time error as the main measurement standard for the delay impact of the pending departure plan. Since the larger the total departure time error, the more serious the delay under the plan.

[0044] In order to facilitate subsequent comparison and optimization, the system may normalize the impact of the delay to ensure that the impact of delays of different departure plans are compared on a unified scale. For example, if a maximum allowable time error threshold Tmax is set in the system, the system can calculate Ei=Ti / Tmax to normalize the impact of delays of each pending departure plan to a value between 0 and 1, where a larger value indicates a larger delay and a smaller value indicates a smaller delay.

[0045] In one possible implementation, refer to Figure 3 , Figure 3 This is the third flow chart of the train operation adjustment method provided by the present invention. Step 103 specifically includes steps 301-303: Step 301: Calculate the total departure time error of each pending departure plan relative to the planned departure sequence.

[0046] Step 301 is similar to step 201 . The specific implementation method of step 301 will be described in detail in the subsequent embodiments, so it will not be described in detail here.

[0047] Step 302: Determine the total number of stranded passengers corresponding to each pending departure plan.

[0048] Specifically, in the process of rail transit scheduling, in addition to evaluating the total departure time error of each pending departure plan, another crucial factor needs to be considered, namely the total number of stranded passengers. In a complex operating environment, train delays will not only affect the overall departure time, but will also directly lead to passenger stranding on the platform, thereby bringing additional operational pressure. The total number of stranded passengers is an important indicator reflecting passenger experience and platform load. However, traditional scheduling schemes often only focus on the punctuality rate and departure time of trains, ignoring the systemic pressure caused by passenger stranding. Therefore, the task of step 302 is to determine the total number of stranded passengers corresponding to each pending departure plan, which is one of the key indicators for evaluating the pros and cons of departure plans.

[0049] In the specific implementation, the system first counts the number of ticket buyers for each train in each pending departure plan. The number of ticket buyers is a direct data reflecting passenger demand. Through the ticket purchase information of each train recorded by the system, the system can accurately determine the total number of passengers on each train. Next, the system sums the number of ticket buyers for all trains in each plan to obtain the total number of stranded passengers for the pending departure plan.

[0050] Step 303: Based on the total error of each departure time and the total number of stranded passengers, the delay impact degree of each pending departure plan is obtained.

[0051] In a possible implementation, step 303 specifically calculates the delay impact degree of each pending departure plan through the following formula: ; in, is the impact degree of delay of the i-th pending departure plan, is the total departure time error of the ith pending departure plan, is the total number of stranded passengers for the ith pending departure plan, is the preset time error threshold, It is the preset upper limit of the number of people. is the time error weight, is the passenger detention weight.

[0052] Specifically, in this scheme, simply relying on the total departure time error or the total number of passenger detentions cannot fully reflect the actual impact of delays. The total departure time error can reflect the on-time operation of the train, but it cannot directly explain the travel experience of passengers. Although the total number of passenger detentions reflects the extent of passenger detention due to delays, without time considerations, the system cannot fully understand the overall impact of delays. Therefore, combining these two indicators can better reflect the comprehensive impact of the departure plan on the entire system.

[0053] The core idea of ​​this weighted formula is to balance the impact of the two dimensions of time error and passenger detention. Through normalization, the system can convert these two indicators, which were originally in different units and dimensions, into comparable values. The larger the time error, the greater the impact of the delay Ei; the more total passenger detentions, the greater the impact of the delay. The system uses the set weight w T and w P , to adjust the relative importance of time error and total number of passenger delays to the overall evaluation results. For example, in some cases, passenger delays may put more pressure on the system, so w can be set P >w T In other cases, the impact of time error may be greater, so we can set w T >w P . Weight w T and w P The specific value of can be based on historical data to build a simulation model to simulate the scheduling performance under different weights. T and w P By adjusting the value of and observing the effect of the scheduling scheme, the optimal weight value can be gradually obtained.

[0054] P max Indicates the maximum number of stranded passengers allowed by the system. It is a parameter used to normalize the number of stranded passengers and can reflect the maximum number of passengers that may be stranded in the current system under extreme circumstances. The setting principles can follow the following points: System capacity and historical data: Set P max When calculating the maximum passenger capacity of the platform and the line, the maximum number of passengers should be taken into account. According to the platform capacity and the line carrying capacity, a maximum number of stranded people can be determined. For example, the maximum number of people that a busy station can accommodate during peak hours may be 5,000. Then P max Can be set according to this data.

[0055] The difference between peak and off-peak hours: During peak hours, passenger flow is usually higher, so P max It can be set relatively high; during non-peak hours, when passenger flow is low, the system can set a smaller P max By setting different P for different time periods and passenger flow characteristics max , which can better reflect the actual load-bearing requirements of the system in different time periods.

[0056] Analysis of historical detention data: By analyzing historical data, we can obtain the passenger detention situation of each station or line under different conditions. For example, the maximum number of passengers stranded in a line during abnormal operation in the past period of time can be used as the P maxIf historical data shows that a certain line has had 4,000 passengers stranded in the past due to severe delays, then P max Set to this value to ensure that the system can cover all passengers in extreme cases.

[0057] T max It represents the maximum time error allowed by the system and is an important normalized parameter for measuring the departure time deviation of each departure plan. max This ensures that the impact of time errors is accurately reflected. The setting principles can follow the following points: On-time rate requirements based on dispatching standards: The system can set T according to the on-time requirements of trains max For example, if the system requires that the train's punctuality rate during peak hours is 90%, then the maximum error allowed for a single train may be 5 minutes. In this case, assuming that the number of trains in the planned departure sequence is 6, then T max It can be set to 5×6=30 minutes.

[0058] Consider extreme situations: To ensure that the system can effectively respond to extreme situations, T max The worst-case delays should be covered. For example, if a train is likely to be delayed by an hour or more under certain circumstances (such as bad weather or equipment failure), then T max Should be set large enough to include all possible time errors.

[0059] Analysis of historical delay data: Analyzing the system's historical delays can help determine a reasonable T max By statistically analyzing the delays in the past period of time, especially the maximum deviation of train departure time, the system can set T accordingly. max For example, if historical data shows that the maximum time error under abnormal conditions of system operation is 35 minutes, then T max Set to 35 minutes.

[0060] In a possible implementation, a specific implementation method of steps 201 and 301 includes the following steps: Determine a first departure time sequence of the planned departure sequence and a second departure time sequence of the initial departure sequence.

[0061] Based on the second departure time sequence, a third departure time sequence corresponding to each pending departure plan is determined.

[0062] The time difference between each first departure time point in the first departure time sequence and each second departure time point in the third departure time sequence is calculated, and all time differences are summed to calculate the total departure time error of each pending departure plan.

[0063] Specifically, the first departure time series represents the ideal departure time planned in the updated operation diagram, which is generated based on the current line status and constraints, and reflects the time when each train should depart when the emergency is expected to be resolved. On the other hand, the second departure time series represents the actual departure time in the initial operation diagram. After generating multiple pending departure plans, the system needs to generate a third departure time series based on the actual departure conditions in these plans.

[0064] For example, the number of trains in the planned departure sequence is two, and the first departure time sequence is {9:00,9:20}, which means that after the emergency is resolved, the ideal two trains in the system should depart at 9:00 and 9:20 respectively. The initial departure sequence is {A,B,C}, and its corresponding second departure time sequence is {8:00,8:10,8:20}. Then the pending departure plans are the first plan {A,B}: the third departure time sequence is {8:00,8:10}, that is, let trains A and B depart according to the existing schedule; the second plan {A,C}: the third departure time sequence is {8:00,8:20}, that is, let trains A and C depart; the third plan {B,C}: the third departure time sequence is {8:10,8:20}, that is, let trains B and C depart.

[0065] Next, the system calculates the total departure time error of each pending departure plan by comparing the first departure time sequence with the third departure time sequence. Specifically, the system compares the planned departure time (first departure time sequence) and the actual departure time (third departure time sequence) of each train in each plan to calculate the time difference of each train.

[0066] For example: for the first departure plan {A, B}, the first departure time sequence is {9:00, 9:20}, and the third departure time sequence is {8:00, 8:10}. The system calculates the time difference: 9:00-8:00=60 minutes, 9:20-8:10=70 minutes, and the total error is 60+70=130 minutes.

[0067] For the second departure plan {A, C}, the first departure time sequence is {9:00, 9:20}, and the third departure time sequence is {8:00, 8:20}. The system calculates the time difference: 9:00-8:00=60 minutes, 9:20-8:20=60 minutes, and the total error is 60+60=120 minutes.

[0068] For the third departure plan {B, C}, the first departure time sequence is {9:00, 9:20}, and the third departure time sequence is {8:10, 8:20}. The system calculates the time difference: 9:00-8:10=50 minutes, 9:20-8:20=60 minutes, and the total error is 50+60=110 minutes.

[0069] In this way, the system can calculate the total error of the departure time for each plan. The smaller the error, the closer the plan is to the system's ideal departure time.

[0070] Step 104: Determine the optimal departure plan from all pending departure plans, and adjust the train operation based on the optimal departure plan, wherein the delay impact of the optimal departure plan is less than the delay impact of the remaining pending departure plans.

[0071] Specifically, the departure plans are compared, and the system determines which plan has the best overall performance based on the calculated delay impact. The plan with the smaller delay impact indicates that the plan has better performance in terms of time error and passenger detention, so it is considered the optimal departure plan.

[0072] Once the optimal departure plan is determined, the system immediately implements specific adjustments to the plan. The specific adjustment operations include real-time updating of the train operation plan based on the departure time and train sequence in the optimal departure plan, and sending the updated departure information to the relevant train control system to ensure that each train is executed according to the new departure plan.

[0073] In a possible implementation, before step 101, the method further includes the following steps: Obtain the constraints that affect train delays under the current line conditions; The constraints and the initial operation diagram are input into the preset train operation diagram compilation model to obtain an updated operation diagram.

[0074] Specifically, the constraints are: the current location of the train, the current status of the line track, the current speed limit status of the line track, the current passenger flow, and basic road network data. The system needs to obtain these constraints in real time to update the operation diagram and adjust the departure plan in time. If these influencing factors are not monitored in real time, the system will not be able to respond quickly to dynamic changes.

[0075] Next, the system first determines which trains need to make time adjustments or route changes based on the constraints obtained. For example, if a temporary speed limit is set for some sections on a line, the system will adjust the speed and passing time of the train in the compilation model according to the speed limit information. If some equipment fails, the system may need to temporarily cancel or merge some trains. In addition, if the passenger flow at some platforms is abnormally high, the system will alleviate the passenger flow pressure by adjusting the departure interval and increasing the frequency. The system runs the train operation diagram compilation model based on the departure time, schedule, line planning and other information in the initial operation diagram, combined with the constraints. The train operation diagram compilation model simulates and optimizes the train operation under different constraints to generate a new updated operation diagram. The updated operation diagram will cover the latest departure time, travel route and adjustment information of restricted sections for all trains.

[0076] The preset train operation diagram compilation model is an existing model, so it is not too limited in this application.

[0077] In a possible implementation, after step 104, the method further includes the following steps: Adjust the initial operation diagram to the updated operation diagram; Determine the mapping relationship between all trains in the initial departure sequence and all trains in the optimal departure plan; Based on the mapping relationship and the train information of all initial departure sequences, the train information of all optimal train schedules is filled in to generate an optimal train departure information table.

[0078] Specifically, once the optimal departure plan is determined, the system needs to ensure that the plan can be effectively applied to the actual operation diagram. To achieve this goal, the initial operation diagram needs to be adjusted to meet the actual situation of the current operating environment, so as to generate a new updated operation diagram that matches the current constraints. Therefore, the system adjusts the initial operation diagram to the updated operation diagram, which combines the time scheduling and path optimization of the optimal departure plan. The original operation diagram may be generated based on previous fixed conditions, but due to dynamic factors such as emergencies or line failures, it can no longer meet the current operational needs. By introducing information such as departure time, line conditions, and stop stations in the optimal departure plan into the updated operation diagram, the system can ensure that the train runs as planned under the current actual conditions. This adjustment process helps to reduce delays and uncertainties in train operation and ensure that the system operates more efficiently.

[0079] Next, the system needs to ensure that the trains in actual operation can match the updated operation diagram. Since there may be differences between the train schedules in the initial operation diagram and the schedules in the optimal departure plan, it is necessary to establish a mapping relationship between the trains in the initial departure sequence and the trains in the optimal departure plan. The core purpose of this process is to ensure that each train in actual operation can smoothly transition to the new operation diagram. In actual operation, the system will match the departure time in the optimal departure plan based on the departure time and train number information in the initial departure sequence. For example, suppose a train is scheduled to depart at 8:00 in the initial operation diagram, but the optimal departure plan recommends that it be adjusted to depart at 8:10. The system needs to determine the position of this train in the new plan through mapping. The establishment of this mapping relationship is the key to ensuring the accuracy and consistency of train scheduling adjustments.

[0080] After the mapping relationship is established, the final optimal train departure information table needs to be generated. In order to ensure that the train is actually executed according to the optimized plan, the system will fill the train information in the initial departure sequence into the optimal departure plan according to the mapping relationship. Specifically, the system will extract the train number, shift number and other information in the initial departure sequence, and combine it with the departure time and stop stations in the optimal departure plan to form a new departure information table. This information table lists in detail the specific departure time, train number and shift information of each train in the adjusted operation diagram. By filling in the information of all trains and generating the optimal train departure information table, the system can ensure that the operation information of each train is complete and accurate, thereby ensuring that the train can be dispatched and scheduled according to the new plan.

[0081] Reference Figure 4 , Figure 4 It is a structural diagram of the train operation adjustment system provided by the present invention, the system comprises: an acquisition module, a processing module and an adjustment module; An acquisition module, used to acquire an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; A processing module, configured to rearrange the initial departure sequence based on the rated departure quantity of the planned departure sequence, and generate at least one pending departure plan; The processing module is also used to determine the impact of delays on each pending departure plan; The adjustment module is used to determine the optimal departure plan from all pending departure plans and adjust the train operation based on the optimal departure plan, wherein the delay impact of the optimal departure plan is less than the delay impact of the remaining pending departure plans.

[0082] In a possible implementation manner, the processing module is further configured to: Calculate the total departure time error of each pending departure plan relative to the planned departure sequence; Based on the total error of each departure time, the delay impact degree of each pending departure plan is obtained.

[0083] In a possible implementation manner, the processing module is further configured to: Calculate the total departure time error of each pending departure plan relative to the planned departure sequence; Determine the total number of stranded passengers corresponding to each pending departure plan; Based on the total error of each departure time and the total number of passenger delays, the delay impact of each pending departure plan is obtained.

[0084] In a possible implementation manner, the processing module is further configured to: Determine a first departure time sequence of a planned departure sequence and a second departure time sequence of an initial departure sequence; Based on the second departure time sequence, determine a third departure time sequence corresponding to each pending departure plan; The time difference between each first departure time point in the first departure time sequence and each second departure time point in the third departure time sequence is calculated, and all time differences are summed to calculate the total departure time error of each pending departure plan.

[0085] In a possible implementation manner, the processing module is further configured to: The impact of delays on each pending departure plan is calculated using the following formula: ; in, is the impact degree of delay of the i-th pending departure plan, is the total departure time error of the ith pending departure plan, is the total number of stranded passengers for the ith pending departure plan, is the preset time error threshold, It is the preset upper limit of the number of people. is the time error weight, is the passenger detention weight.

[0086] In a possible implementation, the acquisition module is further used to acquire the constraint conditions that affect train delays under the current line conditions; The processing module is also used to input the constraint conditions and the initial operation diagram into a preset train operation diagram compilation model to obtain an updated operation diagram.

[0087] In a possible implementation manner, the adjustment module is further used to: Adjust the initial operation diagram to the updated operation diagram; Determine the mapping relationship between all trains in the initial departure sequence and all trains in the optimal departure plan; Based on the mapping relationship and the train information of all initial departure sequences, the train information of all optimal train schedules is filled in to generate an optimal train departure information table.

[0088] It should be noted that the train operation adjustment system provided by the present invention can execute the train operation adjustment method of any of the above-mentioned embodiments during specific operation, which will not be elaborated in this embodiment.

[0089] Figure 5 is a schematic diagram of the structure of the electronic device provided by the present invention, such as Figure 5 As shown, the electronic device may include: a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other through the communication bus. The processor may call the logic instructions in the memory to execute the train operation adjustment method, which includes: obtaining an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; based on the rated departure number of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan; determining the delay impact degree of each pending departure plan; determining the optimal departure plan from all pending departure plans, and adjusting the train operation based on the optimal departure plan, wherein the delay impact degree of the optimal departure plan is less than the delay impact degree of the remaining pending departure plans.

[0090] In addition, the logic instructions in the above-mentioned memory can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on this understanding, the technical solution of the present invention is essentially or the part that contributes to the prior art or the part of the technical solution can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions to enable a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the methods of each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk and other media that can store program codes.

[0091] On the other hand, the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium, and the computer program includes program instructions. When the program instructions are executed by a computer, the computer can execute the train operation adjustment method provided by the above-mentioned embodiments, and the method includes: obtaining an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; based on the rated departure number of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan; determining the degree of delay impact of each pending departure plan; determining the optimal departure plan from all pending departure plans, and adjusting the train operation based on the optimal departure plan, wherein the degree of delay impact of the optimal departure plan is less than the degree of delay impact of the remaining pending departure plans.

[0092] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which is implemented when the processor executes the train operation adjustment method provided in the above-mentioned embodiments, the method comprising: obtaining an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; based on the rated departure number of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan; determining the degree of delay impact of each pending departure plan; determining the optimal departure plan from all pending departure plans, and adjusting the train operation based on the optimal departure plan, wherein the degree of delay impact of the optimal departure plan is less than the degree of delay impact of the remaining pending departure plans.

[0093] The system embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, i.e., they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Those of ordinary skill in the art may understand and implement it without creative effort.

[0094] Through the description of the above implementation modes, those skilled in the art can clearly understand that each implementation mode can be implemented by means of software plus a necessary general hardware platform, or of course by hardware. Based on such an understanding, the above technical solution can essentially or in other words be embodied in the form of a software product that contributes to the prior art. The computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a magnetic disk, an optical disk, etc., and includes a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods of each embodiment or some parts of the embodiment.

[0095] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A train operation adjustment method, characterized in that: include: Acquire an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; Based on the rated number of departures of the planned departure sequence, the initial departure sequence is rearranged to generate at least one pending departure plan; Determine the impact of delays on each of the pending departure plans; An optimal departure plan is determined from all the pending departure plans, and train operation is adjusted based on the optimal departure plan, wherein the delay impact degree of the optimal departure plan is less than the delay impact degrees of the remaining pending departure plans.

2. The train operation adjustment method according to claim 1, characterized in that: Determining the impact of delay of each pending departure plan specifically includes: Calculating the total departure time error of each pending departure plan relative to the planned departure sequence; Based on the total error of each departure time, the delay impact degree of each pending departure plan is obtained.

3. The train operation adjustment method according to claim 1, characterized in that: Determining the impact degree of delay of each pending departure plan specifically includes: Calculating the total departure time error of each pending departure plan relative to the planned departure sequence; Determine the total number of stranded passengers corresponding to each of the pending departure plans; Based on the total error of each departure time and the total number of stranded passengers, the delay impact degree of each pending departure plan is obtained.

4. The train operation adjustment method according to claims 2 and 3, characterized in that: The calculating of the total departure time error of each pending departure plan relative to the planned departure sequence specifically includes: Determine a first departure time sequence of the planned departure sequence and a second departure time sequence of the initial departure sequence; Based on the second departure time sequence, determining a third departure time sequence corresponding to each of the pending departure plans; The time difference between each first departure time point in the first departure time sequence and each second departure time point in the third departure time sequence is calculated, and all the time differences are summed to calculate the total departure time error of each pending departure plan.

5. The train operation adjustment method according to claim 3, characterized in that: The delay impact degree of each pending departure plan is obtained based on the total error of each departure time and the total number of stranded passengers, specifically including: The impact of delay on each pending departure plan is calculated using the following formula: ； in, is the impact degree of delay of the i-th pending departure plan, is the total departure time error of the i-th pending departure plan, is the total number of stranded passengers of the i-th pending departure plan, is the preset time error threshold, It is the preset upper limit of the number of people. is the time error weight, is the passenger detention weight.

6. The train operation adjustment method according to claim 1, characterized in that: Before obtaining the updated operation diagram corresponding to the initial operation diagram, the method further includes: Obtain the constraints that affect train delays under the current line conditions; The constraint conditions and the initial operation diagram are input into a preset train operation diagram compilation model to obtain the updated operation diagram.

7. The train operation adjustment method according to claim 1, characterized in that: The method further comprises: Adjusting the initial operation diagram to the updated operation diagram; Determine a mapping relationship between all trains in the initial departure sequence and all trains in the optimal departure plan; Based on the mapping relationship and the train information of all the initial departure sequences, the train information of all the optimal train schedules is filled to generate an optimal train departure information table.

8. A train operation adjustment system, characterized in that: include: Acquisition module, processing module and adjustment module; The acquisition module is used to acquire an updated operation diagram corresponding to the initial operation diagram, wherein the updated operation diagram includes a planned departure sequence; The processing module is used to rearrange the initial departure sequence based on the rated departure quantity of the planned departure sequence to generate at least one pending departure plan; The processing module is further used to determine the degree of delay impact of each of the pending departure plans; The adjustment module is used to determine the optimal departure plan from all the pending departure plans, and adjust the train operation based on the optimal departure plan, wherein the delay impact degree of the optimal departure plan is less than the delay impact degrees of the remaining pending departure plans.

9. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein: When the processor executes the computer program, the method for determining the space-time probability envelope of an aircraft as described in any one of claims 1 to 7 is implemented.

10. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by a processor, the method for determining the space-time probability envelope of an aircraft as described in any one of claims 1 to 7 is implemented.

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