Automatic daily plan making method for main freight railway route

Abstract

The application provides a railway main freight channel daily plan automatic programming method. The automatic programming method comprises the following steps: obtaining a freight train operation scheme based on a predicted train flow under a hypothetical condition based on the train flow prediction; and determining a specific train operation time based on basic map parameters including station operation time and section running time. The application can realize automatic programming of the railway main freight channel daily plan, improve the programming efficiency and enhance the plan quality by obtaining the freight train operation scheme based on the train flow and determining the specific train operation time based on the basic map parameters.

Description

Technical Field

[0001] The present invention relates to the field of railway freight, and in particular to a method and device for automatically compiling a daily plan for a main railway freight channel. Background Art

[0002] The core of railway freight transport organization lies in the transformation of freight flow, vehicle flow, and train flow. Vehicle flow estimation primarily relies on freight flow forecasts to achieve this transformation. Vehicle flow management involves the scheduling and operation of the entire railway transportation network, while train flow management focuses on the effective configuration and operation of individual freight trains or train groups. The coordination and optimization of these two is a key factor in ensuring the efficient operation of railway freight transport. The transformation of vehicle flow into train flow can only be achieved through the rational arrangement of freight train work plans, based on the improvement of vehicle estimation accuracy.

[0003] Existing production plans are primarily prepared separately by various dispatching tasks. Limited transportation resources often lead to repeated plan revisions, making manual adjustments difficult and inefficient. To maximize planning efficiency and enhance plan quality, a collaborative planning model is constructed to automate production planning. Summary of the Invention

[0004] In response to the above-mentioned defects or improvement needs of the prior art, the present invention provides a method and device for automatically compiling daily plans for major railway freight channels, which obtains the freight train operation plan based on the predicted traffic flow and determines the specific train operation time based on the basic diagram parameters, thereby realizing the automatic compilation of daily plans for major railway freight channels, improving the plan compilation efficiency and enhancing the plan quality.

[0005] Specifically, the present invention is achieved through the following technical solutions:

[0006] In the first aspect, the present invention provides a method for automatically compiling a daily plan for a major railway freight channel, the daily plan including a freight train operation plan and specific train operation times, the automatic compilation method including: predicting vehicle flow based on freight flow, obtaining the freight train operation plan based on the predicted vehicle flow under assumed conditions; and determining the specific train operation times based on basic diagram parameters including station operation time and interval operation time; wherein the assumed conditions include: only considering the regional road network composed of a single major railway freight channel and its connected lines, cross-line train traffic goes online via the nearest cross-line station, the number of train sets for the same traffic flow at the loading and unloading station is fixed, cross-line trains do not occupy the station loading and unloading capacity of the loading / unloading stations, and the error of the traffic flow calculation result is within a threshold range.

[0007] Further, obtaining the freight train operation scheme based on the predicted train flow comprises: dividing the operation train into the in-line operation train and the cross-line operation train, and constructing a first stage model represented by a target function for the maximum number of operation trains based on parameters including an in-line operation train reward coefficient, an in-line operation train number, an in-line operation train single train fixed marshalling number, a cross-line operation train reward coefficient, a cross-line operation train number, a cross-line operation train single train fixed marshalling number, so as to obtain the freight train operation scheme based on the predicted train flow, wherein the constraint conditions of the first stage model include: a freight channel train flow composition constraint, a predicted train flow transportation constraint, an in-line operation train transportation capacity constraint, a cross-line operation train transportation capacity constraint, an in-line loading station loading capacity constraint, a connecting line loading station loading capacity constraint, an in-line unloading capacity constraint, a connecting line unloading capacity constraint, a marshalling number limit, a channel capacity constraint and a locomotive constraint.

[0008] Further, determining the specific train operation time based on the basic graph parameters including the station operation time and the interval running time comprises: constructing a second stage model represented by a target function for the shortest total running time of all freight trains based on the time of train arrival at the terminal station and the time of train departure from the starting station, so as to determine the specific train operation time based on the basic graph parameters including the station operation time and the interval running time, wherein the constraint conditions of the second stage model include: an interval running time constraint, a stop station time, a train running safety interval and an interval anti-overrunning constraint.

[0009] Further, the second stage model is constructed by using a space-time network graph.

[0010] Further, the railway main freight channel comprises: a loading station set, an unloading station set and an intermediate station set.

[0011] Further, the in-line operation train reward coefficient is set to be greater than the cross-line operation train reward coefficient , that is, the in-line operation train is preferentially selected in the actual transportation organization process.

[0012] Further, the method further comprises: the phase shifter comprises a thermal-optical phase shifter, an electro-optical phase shifter and a non-volatile phase change material.

[0013] In a second aspect, the present application provides an automatic preparation device for a railway main freight channel daily plan, which automatically prepares the railway main freight channel daily plan by using the method of the first aspect.

[0014] ​The application can realize automatic compilation of railway main freight channel daily plan, improve plan compilation efficiency and enhance plan quality by predicting train flow based on freight flow, obtaining the freight train operation scheme based on the predicted train flow under the assumption condition and determining the specific train operation time based on basic graph parameters including station operation time and section running time. BRIEF DESCRIPTION OF DRAWINGS

[0015] In order to more clearly illustrate the technical solutions in the present application or prior art, the drawings needed to be used in the embodiments or prior art description will be briefly introduced. Obviously, the drawings in the following description are some embodiments of the present application, and other drawings can be obtained by those skilled in the art without creative effort on the basis of these drawings.

[0016] Figure 1 is a schematic diagram of a railway main freight channel according to an embodiment of the present application;

[0017] Figure 2 is a flow chart of an automatic compilation method for railway main freight channel daily plan according to an embodiment of the present application;

[0018] Figure 3 is a schematic diagram of a space-time network graph for constructing a second stage model according to an embodiment of the present application. DETAILED DESCRIPTION

[0019] In order to make the objects, technical solutions and advantages of the present application clearer, the technical solutions in the present application will be described clearly and completely below with reference to the drawings in the present application. Obviously, the described embodiments are some embodiments of the present application, but not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort belong to the protection scope of the present application.

[0020] Before describing the automatic compilation method for railway main freight channel daily plan of the present application, the organization characteristics of railway main freight channel train flow need to be explained.

[0021] Figure 1 is a schematic diagram of a railway main freight channel according to an embodiment of the present application, referring to Figure 1The stations of the main freight railway line and the connecting lines can be divided into three categories: one is the loading station set, such as station A and stations 1, 2, 3 and 4 in the figure; one is the unloading station set, such as station B and stations 5, 6, 7 and 8 in the figure; and one is the intermediate station on the main freight railway line. The freight trains can be divided into four categories: one is loaded at station A and unloaded at station B, in which the train flow of stations 2 and 3 is merged into the train flow of station A; one is loaded at the loading stations of the connecting lines, such as stations 1 and 4, and unloaded at station B; one is loaded at station A and unloaded at stations 5 and 8 connected with station B; and one is loaded at the loading stations of the connecting lines, such as stations 1 and 4, and unloaded at stations 5 and 8 connected with station B.

[0022] Figure 2 is a flow chart of an automatic method for compiling a daily plan of a main freight railway line according to an embodiment of the present application. Referring to Figure 2 The automatic method can include predicting train flow based on freight flow, obtaining the freight train operation scheme based on the predicted train flow under a hypothetical condition, and determining the specific train operation time based on basic map parameters including station operation time and interval running time. Generally, the daily plan is mainly to realize the conversion from train flow to train flow, and the daily plan usually includes the freight train operation scheme and the specific train operation time. The freight train operation scheme can be solved by constructing a first stage model based on the predicted train flow, and the specific train operation time can be determined by constructing a second stage model based on basic map parameters including station operation time and interval running time.

[0023] The first stage model is based on the predicted train flow to solve the freight train operation scheme, and the second stage model is mainly based on basic map parameters such as station operation time and interval running time to determine the specific train operation time. First, how to construct the first stage model M1 is introduced, and the first stage model M1 is mainly based on the following assumptions:

[0024] 1) Only a single main freight railway line and the connecting lines in the region network are considered;

[0025] 2) The cross-line train flow is run on the nearest cross-line station;

[0026] 3) The same train flow at the loading and unloading stations is formed into a group of fixed numbers of loading cars;

[0027] 4) The cross-line train does not occupy the loading and unloading capacity of the up / down line station;

[0028] 5) The error of the train flow calculation result is within a threshold range.

[0029] The set and parameter definition involved in the first stage model M1 is shown in Table 1.

[0030] The decision involved in the first stage model M1 is shown in Table 2.

[0031] Table 2 First stage model M1 decision variable table

[0032] (2) Construction of the first stage model M1

[0033] Objective function:

[0034]

[0035] Wherein, the objective function represents the maximum number of trains in operation, which can be divided into two categories: one is the train in operation on the line, and the other is the train in operation across the line. Wherein represents the reward coefficient of the train in operation on the line, represents the number of trains in operation on the line, represents the number of single trains in fixed formation of the train in operation on the line; represents the reward coefficient of the train in operation across the line, , , represents the number of trains in operation across the line, represents the number of single trains in fixed formation of the train in operation across the line. Generally, the value is greater than In the actual transport organization process, the train on the line is often tried to be operated as much as possible.

[0036] Constraint condition:

[0037] 1) Freight channel traffic flow composition constraint

[0038]

[0039] Wherein, represents all the predicted traffic flows starting from the station i on the transport path of the line, passing through the station j . The composition contains four parts, represents the predicted traffic flow of the station i loading and the station j unloading; represents the predicted traffic flow of the station i loading and the station j unloading; denotes the loading station is the station of the line i , the unloading station is the station of the other line j and the predicted train flow of other stations after the train is off the line. denotes the loading station is the station of the other line, the unloading station is the station of the line i and the predicted train flow of other stations after the train is off the line. j The predicted train flow of each part is derived from 3.3. It includes the sum of the train flow generated by the loading station itself, the predicted train flow arriving at the station and the train flow already in the station.

[0040] 2) Predicted train flow delivery constraint

[0041]

[0042] where, denotes the train departure frequency of the line, denotes the train departure frequency of the cross-line train whose loading station is the station of the line i and the unloading station is the station of the other line, j denotes the train departure frequency of the cross-line train whose loading station is the station of the other line and the unloading station is the station of the line but via the station i , and j denotes the train departure frequency of the cross-line train whose loading station and unloading station are not the stations of the line but the station and the station i . j

[0043] 3) Train departure capacity constraint of the line

[0044]

[0045] Constraint (3.4) indicates that the number of trains departing from the line should be able to meet the predicted train flow.

[0046] 4) Train departure capacity constraint of the cross-line train

[0047]

[0048] where, denotes the loading capacity of the station i , the loading vehicles of the station of the line are composed of two parts, one part is loaded at the station and unloaded at the station of the line, and the other part is loaded at the station and unloaded at the station of the other line. Constraint (3.8) indicates the loading capacity constraint of the loading station of the line. i 6) Loading capacity constraint of the connecting line loading station

[0049]

[0050] ​​

[0051] where the loading station of other lines is composed of two parts, one part is the loading station of the line via the station i ,the other part is the loading station of the line via the station j , and the unloading station of the line is the station i . Constraint (3.9) represents the loading capacity constraint of the connecting line loading station j

[0052] 7) Unloading capacity constraint of the line

[0053]

[0054] Constraint (3.12) represents that the number of vehicles in the formation of the train running on the line should be between the minimum number of vehicles in the formation and the maximum number of vehicles in the formation. Constraint (3.13) represents that the number of vehicles in the formation of the train running on the connecting line should be between the minimum number of vehicles in the formation and the maximum number of vehicles in the formation.

[0055] 10) Channel capacity constraint

[0056]

[0057] where, represents the average round-trip time of the locomotive running between i and j ; Generally, it represents one day, 1440 min; represents the number of locomotives that can undertake traction work between i and j .

[0058] The freight train operation scheme of the next day can be obtained by solving the first-stage model M1. Further, the specific operation time of the freight train is solved by the second-stage model M2.

[0059] (3) Parameter and variable definition of the second-stage model M2

[0060] The second-stage model M2 is mainly to realize the conversion from the train operation scheme to the train working diagram. The modeling idea of the space-time network diagram can be used, as shown in Figure 3 . The station is taken as the node, and the interval between stations is represented by the connection between points to construct the topological structure of the railway network. Based on the topological structure of the railway network, the train space-time network G=(N,A) is constructed, N is the space-time node, which represents the train at a certain time in a certain station, and A is the space-time arc segment, which represents the train space-time process. Let be the arrival time of the train f at the station i , , be the train set, , is the set of stations; is the set of trains is the set of trains departing from station is the set of trains i is the set of trains j is the set of trains j is the set of trains i is the set of trains .

[0061] The sets, parameters and variables involved in the second stage model M2 are shown in Table 3.

[0062] Table 3 Sets, parameters of the second stage model M2

[0063]

[0064]

[0065]

[0066]

[0067]

[0068] where, is the adjacent train safety headway time, is the departure / arrival order of train f and train m at station i is a 0-1 variable, if train i leaves first and train m leaves second at station f , it takes value 1, otherwise 0, similarly, if train i arrives first and train m arrives second at station f . M is a very large number to ensure the inequality always holds.

[0069] 4) Interval anti-passing constraint

[0070]

[0071] where, train f and m both pass through station i and j . The above equation means that the departure order of two trains at the previous station is equal to the arrival order at the current station.

[0072] From the above, the application can realize automatic compilation of railway main freight channel daily plan, improve plan compilation efficiency and enhance plan quality by predicting train flow based on freight flow, obtaining the freight train operation scheme based on the predicted train flow under the assumption condition and determining the specific train operation time based on the basic map parameters including station operation time and section running time.

[0073] In another aspect, the application provides an automatic compilation device for railway main freight channel daily plan, which can realize automatic compilation of railway main freight channel daily plan, improve plan compilation efficiency and enhance plan quality by predicting train flow based on freight flow, obtaining the freight train operation scheme based on the predicted train flow under the assumption condition and determining the specific train operation time based on the basic map parameters including station operation time and section running time.

[0074] In addition, in the application, the description of the terms such as "embodiment", "the present embodiment", "further embodiment" and the like means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are contained in at least one embodiment or example of the application. In the present specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any one or more embodiments or examples in a suitable manner. In addition, the different embodiments or examples described in the present specification and the features of the different embodiments or examples can be combined and combined by those skilled in the art without contradiction.

[0075] Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the application, and not to limit them; although the application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that: it can still modify the technical solutions recorded in the foregoing embodiments, or make equivalent replacement for part of the technical features; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the application.

Claims

1. A method for automatically compiling a daily plan for a major railway freight corridor, wherein the daily plan includes a freight train operation plan and specific train operation times, characterized in that: include: Predicting vehicle flow based on freight flow, and obtaining the freight train operation plan based on the predicted vehicle flow under assumed conditions; as well as Determining the specific train departure time based on basic diagram parameters including station operation time and section operation time; The assumptions include: only considering a regional road network consisting of a single main railway freight corridor and its connecting lines; cross-line train traffic runs on the line via the nearest cross-line station; the number of trains assembled into trains with the same traffic flow at the loading and unloading station is fixed; cross-line trains do not occupy the loading and unloading capacity of the loading / unloading stations; and the error of the traffic flow estimation result is within the threshold range; and Obtaining the freight train operation plan based on the predicted traffic flow includes: The trains are divided into trains running on the same line and trains running across the line, and Based on the parameters including the reward coefficient for running trains on the same line, the number of trains running on the same line, the number of fixed-marshaling trains running on the same line, the reward coefficient for running trains across lines, the number of trains running across lines, and the number of fixed-marshaling trains running across lines, a first-stage model with the objective function representing the maximum number of trains running is constructed, thereby solving the freight train operation plan based on the predicted traffic flow. Among them, the constraints of the first-stage model include: freight channel traffic composition constraints, predicted traffic transportation constraints, main line train transportation volume constraints, cross-line train transportation volume constraints, main line loading station loading capacity constraints, connecting line loading station loading capacity constraints, main line unloading capacity constraints, connecting line unloading capacity constraints, vehicle number limit, channel capacity constraints and locomotive constraints.

2. The automatic compilation method according to claim 1, characterized in that: Determining the specific train departure time based on basic diagram parameters including station operation time and section operation time includes: Based on the arrival time of the train at the terminal station and the departure time of the train from the originating station, a second-stage model is constructed in which the objective function represents the shortest full-route running time of all freight trains, so as to determine the specific train departure time based on the basic graph parameters including station operation time and section running time. The constraints of the second-stage model include: interval running time constraints, stop time, train running safety interval and interval anti-overtaking constraints.

3. The automatic compilation method according to claim 2, characterized in that: The second-stage model is constructed by utilizing a spatiotemporal network graph.

4. The automatic compilation method according to claim 1, characterized in that: The main railway freight channels include: a loading station collection, an unloading station collection, and an intermediate station collection.

5. The automatic compilation method according to claim 1 or 2, characterized in that: The reward coefficient α for the train running on this line is set to be greater than the reward coefficient β for the train running across the line, that is, the train running on this line is given priority in the actual transportation organization process.

6. An automatic compilation device for daily plans of major railway freight corridors, characterized in that: The automatic compilation device utilizes the automatic compilation method as described in any one of claims 1-5 to automatically compile a daily plan for the main railway freight channels.

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