Two-stage railway train operation adjustment method under man-machine cooperation mechanism

Abstract

The invention discloses a two-stage railway train operation adjustment method under a man-machine cooperation mechanism, which analyzes a dispatcher decision-making process under the support of a dispatching system, divides a railway train operation adjustment service into two stages of complex judgment and timetable adjustment, and automatically adjusts a cooperation relationship by combining the complex judgment and the timetable. A two-stage operation adjustment process is designed, in addition, operation diagram timetable adjustment is simplified for the high real-time requirement of scheduling services, and the operation adjustment speed is increased; generally speaking, the method has practical significance for improving the applicability, safety and expected stability of a train operation adjustment technology and promoting engineering application of an automatic adjustment function of a railway dispatching system.

Description

Technical Field

[0001] The present invention relates to the technical field of railway train operation adjustment, and in particular to a two-stage railway train operation adjustment method under a human-machine collaborative mechanism. Background Art

[0002] Railway train operation adjustment is an important part of the daily transportation management of the railway system. When the train operation status deviates from the established operation plan, the train operation plan is adjusted in real time with the goal of maximizing the stable transportation order and completing the transportation task with high quality, guiding the relevant operation departments of transportation production to cooperate and operate in an orderly manner. Train operation adjustment has the characteristics of high safety and high stability, and follows the development principle of the railway signal system of "safety first, full demonstration, and prudent use". Railway train operation adjustment measures include changing the train operation order, route occupation track, stop plan, train tracking interval, section operation time, route plan, timetable, etc., which is the core dispatching business of real-time modification of train operation diagram.

[0003] Existing train operation adjustment methods include expert database event pairing methods and mathematical modeling methods for specific scenarios. However, neither of them can meet the actual needs of railway scheduling and cannot be widely used in scheduling production systems. Specifically: (1) The expert database event matching method is to use artificial historical adjustment experience to build an expert database, call the expert database historical data in the new scenario and perform similarity comparison, select similar historical events and give operational adjustment measures.

[0004] However, its defects are: on the one hand, the data is static data, and the generalization ability of new scenarios under the similarity comparison mechanism is weak, and it cannot effectively solve the operation adjustment problems under new scenarios; on the other hand, as the amount of expert database data accumulates with historical data, the data storage cost gradually increases, and the efficiency of data retrieval and similarity comparison gradually decreases.

[0005] (2) The mathematical model method is to construct model constraints and objective functions for specific adjustment scenarios, use commercial solvers such as CPLEX and Gurobi or design special algorithms to solve the model, and obtain the global optimal solution or local optimal solution as the operation adjustment plan. For example, the Chinese invention patent application with publication number CN118722791A "Intelligent adjustment method, equipment, medium and product under sudden large passenger flow conditions" and the Chinese invention patent with authorization announcement number CN114312926B "A method and system for optimizing the operation adjustment plan of urban rail transit trains".

[0006] However, its defects are: (1) It requires relatively strict conditional assumptions, such as limiting constraints such as track adjustment, train reception and departure sequence adjustment, and route adjustment, and only considers single decision-making targets or partial combination targets such as total delay time, number of delayed trains, passenger transfer success rate, and key train punctuality rate, which cannot effectively meet the actual needs of dispatchers; 2) The mathematical model of train operation adjustment contains multiple decision variables including integer variables, and its solution is an NP-HARD (Non-deterministic Polynomial-time Hard) problem. It is impossible to give a solution algorithm under fixed constraints through explicit formulas, and it needs to be solved using commercial solvers or heuristic algorithms. Commercial solvers and heuristic algorithms have the characteristics of a "black box" process, which cannot control the calculation process and effectively predict the results, reducing the expected stability of the operation plan as a macro-programmatic document and is not conducive to efficient execution under the coordination of multiple disciplines.

[0007] In view of this, designing a two-stage railway train operation adjustment method that meets actual scheduling needs has practical significance for improving the applicability, safety, and expected stability of train operation adjustment technology and promoting the engineering application of the automatic adjustment function of the railway scheduling system, so the present invention is proposed. Summary of the invention

[0008] The purpose of the present invention is to provide a two-stage railway train operation adjustment method under a human-machine collaborative mechanism. It is a two-stage railway train operation adjustment method that meets actual scheduling needs. It has practical significance for improving the applicability, safety, and expected stability of train operation adjustment technology and promoting the engineering application of the automatic adjustment function of the railway scheduling system.

[0009] The objective of the present invention is achieved through the following technical solutions: A two-stage railway train operation adjustment method under a human-machine collaborative mechanism, comprising: Step 1: determine whether the automatic start condition of the train operation adjustment is met, or whether a manual start train operation adjustment start instruction is received. If so, proceed to step 2; Step 2: Determine whether the manual complex judgment trigger condition is met; if so, proceed to step 3; if not, proceed to step 4; Step 3: Send out a prompt of manual complex judgment, receive an adjustment instruction after the manual complex judgment, perform the train operation adjustment operation according to the adjustment instruction, and proceed to step 4; Step 4: Under the existing operation plan rules, the train operation schedule is automatically adjusted with the goal of maximizing the total delay time of the train; Step 5: Combine Step 3 and Step 4 to obtain the adjusted operation plan, and issue it to the adjacent dispatching stations and stations under the jurisdiction of the dispatching station; Step 6: Determine whether adjustment suggestions are received from adjacent dispatching stations or stations under the jurisdiction of this dispatching station; if so, go to step 2; if not, end the train operation adjustment.

[0010] It can be seen from the technical solution provided by the present invention that the decision-making process of the dispatcher under the support of the dispatching system is analyzed, and the railway train operation adjustment business is divided into two stages: complex judgment and timetable adjustment. In combination with the collaborative relationship between complex judgment and automatic adjustment of the timetable, a two-stage operation adjustment process is designed. In addition, in view of the high real-time requirements of the dispatching business, the operation diagram timetable adjustment is simplified to improve the operation adjustment speed. In general, the present invention has practical significance for improving the applicability, safety, and expected stability of train operation adjustment technology, and promoting the engineering application of the automatic adjustment function of the railway dispatching system. BRIEF DESCRIPTION OF THE DRAWINGS

[0011] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

[0012] Figure 1 A flowchart of a two-stage railway train operation adjustment method under a human-machine collaboration mechanism provided by an embodiment of the present invention; Figure 2 A schematic diagram of the trigger conditions for artificial complex determination provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0013] The following is a clear and complete description of the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only 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 protection scope of the present invention.

[0014] First, the terms that may be used in this article are explained as follows: The terms "include", "comprises", "contains", "has" or other descriptions with similar semantics should be interpreted as non-exclusive inclusion. For example, including certain technical feature elements (such as raw materials, components, ingredients, carriers, dosage forms, materials, dimensions, parts, components, mechanisms, devices, steps, procedures, methods, reaction conditions, processing conditions, parameters, algorithms, signals, data, products or products, etc.) should be interpreted as including not only certain technical feature elements explicitly listed, but also other technical feature elements known in the art that are not explicitly listed.

[0015] The term "consisting of..." means excluding any technical feature elements not explicitly listed. If this term is used in a claim, it will make the claim closed, so that it does not contain technical feature elements other than the technical feature elements explicitly listed, except for the conventional impurities related to them. If this term only appears in a clause of a claim, it only limits the elements explicitly listed in the clause, and the elements recorded in other clauses are not excluded from the overall claim.

[0016] The following is a detailed description of a two-stage railway train operation adjustment method under a human-machine collaborative mechanism provided by the present invention. The contents not described in detail in the embodiments of the present invention belong to the prior art known to professional and technical personnel in the field. If no specific conditions are specified in the embodiments of the present invention, the conventional conditions in the field or the conditions recommended by the manufacturer are followed. The reagents or instruments used in the embodiments of the present invention, if the manufacturer is not specified, are all conventional products that can be purchased commercially.

[0017] The embodiment of the present invention provides a two-stage railway train operation adjustment method under a human-machine collaborative mechanism, such as Figure 1 As shown, it mainly includes the following steps: Step 1: Determine whether the automatic start conditions for train operation adjustment are met, or whether a manually started train operation adjustment start instruction is received. If so, proceed to step 2.

[0018] Step 2: Determine whether the manual complex judgment triggering conditions are met; if so, proceed to step 3; if not, proceed to step 4.

[0019] Step 3: Send out a prompt for manual complex judgment, and receive adjustment instructions after manual complex judgment, perform train operation adjustment operations according to the adjustment instructions, and proceed to step 4.

[0020] Step 4: Under the existing operation plan rules, the train operation schedule is automatically adjusted with the goal of maximizing the total delay time of the train. The existing operation plan rules here mainly include satisfying all the established rule conditions in the existing operation plan except the schedule, including but not limited to: train arrival sequence, track allocation plan and train operation path

[0021] Step 5: Combine steps 3 and 4 to obtain the adjusted operation plan, and issue it to adjacent dispatching stations and stations under the jurisdiction of this dispatching station.

[0022] Step 6: Determine whether adjustment suggestions are received from adjacent dispatching stations or stations under the jurisdiction of this dispatching station; if so, proceed to step 2; if not (i.e., no adjustment suggestions are received from adjacent dispatching stations and stations under the jurisdiction of this dispatching station), end the train operation adjustment.

[0023] The above method provided by the embodiment of the present invention is a two-stage railway train operation adjustment method that meets actual scheduling needs. It has practical significance for improving the applicability, safety, and expected stability of train operation adjustment technology and promoting the engineering application of the automatic adjustment function of the railway scheduling system.

[0024] In order to more clearly demonstrate the technical solution and technical effects provided by the present invention, the method provided by the embodiment of the present invention is described in detail with reference to specific embodiments below.

[0025] The method provided by the present invention mainly includes the following three aspects: 1. Division of the human-machine collaborative mechanism for railway traffic dispatching, that is, analyzing the decision-making process of dispatchers supported by the dispatching system, and dividing the operation adjustment business into two stages: complex judgment and timetable adjustment; 2. Two-stage operation adjustment decision under the human-machine collaborative mechanism, that is, combining the collaborative relationship between manual complex judgment and automatic adjustment of timetable, designing a two-stage operation adjustment process, and setting the intervention timing of manual complex judgment; 3. Timetable adjustment optimization under the human-machine collaborative mechanism, that is, facing the high real-time requirements of dispatching business, simplifying the operation diagram timetable adjustment and improving the operation adjustment speed. The above three aspects are introduced respectively below.

[0026] 1. Division of human-machine collaborative mechanism in railway train dispatching.

[0027] The operation diagram adjustment process led by the dispatcher includes two stages: complex judgment and timetable adjustment. Complex judgment is a comprehensive judgment made by the dispatcher based on personal experience and dispatching rules and regulations, comprehensive station operation difficulty, transportation plan execution quality, assessment target orientation and other factors. The content includes setting temporary speed limit sections, adjusting track allocation plans, changing train operation order, changing train stop plans, compressing or extending interval operation time, modifying car bottom application plans and marshaling plans, as shown in Table 1. This part involves many influencing factors, and the judgment results made by different dispatchers are also quite different. It is a complex task that is difficult to be effectively replaced by automation technology. It is manually led by the dispatcher in the human-machine collaborative mechanism. Automatic adjustment of the timetable is the adjustment of the train operation line along the time axis of the operation diagram. The workload is large and the rules are clear. It is completed autonomously by the dispatching system in the human-machine collaborative mechanism.

[0028] Table 1: Complex decision items

[0029] 2. Two-stage operation adjustment decision under the human-machine collaborative mechanism.

[0030] Train operation adjustments are executed by the dispatching desk that has jurisdiction over a dispatching section. They are affected by the stations within the section and the external environment of the dispatching section. The dispatching desk needs to comprehensively consider the actual operating conditions of the stations under its jurisdiction and exchange plan information with adjacent dispatching desks to achieve the overall goal of efficient execution of stations and coordinated cooperation among multiple dispatching sections.

[0031] (1) Overall process

[0032] See above Figure 1 , and related process descriptions are not repeated in this section.

[0033] (2) Conditions for starting the train operation adjustment process.

[0034] The train operation adjustment start conditions must meet the actual needs of the dispatching business. As described in step 1 of the above process, the start conditions include manually started train operation adjustment start instructions and automatic start conditions of train operation adjustment. The operation adjustment process is started when any of the conditions are met. The manually started train operation adjustment start instructions are issued by the dispatcher.

[0035] The automatic start conditions of train operation adjustment are the basis for the dispatching system to automatically determine the timing of starting train operation adjustment, including: line conditions and train delay status conditions.

[0036] Line conditions include various line status factors and environmental factors that affect train operation; as shown in Table 2.

[0037] Table 2: Line conditions

[0038] The train delay status condition includes whether the train is delayed and the delay time. Whether the train is delayed and the delay time in the train delay status condition are obtained by comparing the train reporting information with the operation plan, including the train's arrival point, departure point, passing point, etc. at the station; or, they can also be determined based on the representation information collected in real time by the dispatching system.

[0039] When any of the line conditions and train delay status conditions meet the set requirements, it means that the automatic start condition of train operation adjustment is met. For example, when the train report is later than the planned time by more than a set value (for example, 3 minutes), the operation adjustment process is started; or when the corresponding line or environmental factors meet the corresponding trigger conditions, the operation adjustment process is started.

[0040] (3) Manually determine the trigger conditions.

[0041] The artificial complex determination trigger condition is the basis for entering the artificial complex determination link. In the embodiment of the present invention, the artificial complex determination trigger condition can be formulated based on the train delay information in the dispatching system; or, the train running speed and position information monitored by the ATP (automatic train protection system), TCC (train control center) and other systems can be used to comprehensively infer the train running status and formulate the artificial complex determination trigger condition.

[0042] Specifically, when a train is delayed based on train delay information or train operation status, and the train operation order cannot be restored by adjusting the timetable, the manual complex judgment trigger condition is met. Generally, the inability to restore the train operation order by adjusting the timetable can be determined by the following conditions: the delay transmission effect affects the third train; or the same passively delayed train shows a trend of delay expansion in more than two sections; or the delay cannot be completely restored when handing over from the current dispatching section to the adjacent dispatching section.

[0043] like Figure 2 As shown, an example of triggering conditions for artificial complex judgment is provided. In this example: Train T1 is delayed in the E→D section, but does not infringe upon the safety tracking range of the subsequent train T2 under the on-time operation condition, and the artificial complex judgment mechanism is not activated; the delay of train T1 in the D→C section continues to expand, but T1 is not a passive delayed train, and the artificial complex judgment mechanism is not activated; in the D→C section, due to the delay of T1 invading the safety tracking range under the on-time operation condition of T2, T2 is delayed, and T2 is the second train to be delayed, and the artificial complex judgment mechanism is not activated; in the D→C section, due to the delay of T2 invading the safety tracking range under the on-time operation condition of T3, T3 is delayed, and T3 is the third train to be delayed, and the artificial complex judgment mechanism is activated. Train T3 is a delayed train caused by the delay of the previous train, and the delay time of train T3 in the D→C and C→B sections continues to expand, and the artificial complex judgment mechanism is activated. Train T4 was delayed in the E→D section. The delay time was continuously shortened at the following stations and sections within the dispatching section. However, the train had not yet fully resumed on-time operation at the departure station A in this dispatching section. The delay status was transmitted to the adjacent dispatching desk, which activated the complex manual judgment mechanism.

[0044] 3. Timetable adjustment and optimization under the human-machine collaborative mechanism.

[0045] Schedule adjustments need to consider tracking intervals and station connection train operation intervals, and are often carried out after complex manual judgments. The goal of schedule adjustment is to maximize the compression of the total train delay time, and the constraints are the safe tracking interval, section speed limit and station operation time under the conditions of a fixed stop plan and train operation sequence. The main means in the schedule adjustment stage is to maximize the compression of the total train delay time by compressing the operation diagram buffer time. Due to the constraints of the dispatching job responsibilities and the integrity of the information collected by the dispatching system, the train dispatching job cannot fully grasp the station operation details and operation objectives, and lacks refined data on the train's extreme acceleration and braking performance. Therefore, the extent of the compressed buffer time needs to be controlled.

[0046] The extent to which the buffer time of a train from a station to an operating station is compressed depends on the content of the stop operation and is subject to factors such as the station's shunting operations, throat occupancy, water supply and suction, and passengers boarding and alighting. The compression and adjustment of the station's buffer time is coordinated and controlled by the station attendant and is not within the scope of consideration of the present invention. The section is the main area for compressing the operation diagram buffer time during the operation adjustment phase, and the station passing operation is equivalent to the section. In an embodiment of the present invention, a fixed ratio of K% speed increase is used to compress the operation diagram buffer time, where K% is a set ratio. For example, K=10 can be set. To ensure driving safety, when the increased speed exceeds the section speed limit, the section speed limit is taken as the new speed; to avoid interference with the operating order of other sections due to the speed increase in this section, the section operating time at the new speed is limited to no earlier than the train's on-time running time. Based on this, the train operation schedule is automatically adjusted, which can be expressed as: ; in, and Delayed trains The interval timetable before and after adjustment, Indicates that the train is leaving from the next station in the section. Departure into the section time, Indicates delayed train In the interval The planned running time, Representation interval Mileage, Representation interval The speed limit value of the denominator in the above formula is It means that when the increased speed exceeds the zone speed limit, the zone speed limit is taken as the new speed.

[0047] The above method provided by the embodiment of the present invention adopts a human-machine collaborative mechanism to perform two-stage railway train operation adjustment. Compared with the expert database event matching method: (1) it can be applied to new scenarios to solve the operation adjustment problem in new scenarios, and thus has a higher generalization ability; (2) there is no need to perform similarity comparison, avoiding the problem of inefficiency caused by historical data types, especially for the high real-time requirements of dispatching business, simplifying the adjustment of the operation diagram timetable, and improving the operation adjustment speed; compared with the mathematical model method: (1) there is no need to make strict conditional assumptions, and through the human-machine collaborative mechanism, it can effectively meet the actual needs of the dispatcher; (2) there is no need for cumbersome solution steps. In general, the above method provided by the present invention has practical significance for improving the applicability, safety, and expected stability of train operation adjustment technology and promoting the engineering application of the automatic adjustment function of the railway dispatching system.

[0048] Through the description of the above implementation methods, those skilled in the art can clearly understand that the above embodiments can be implemented by software, or by means of software plus necessary general hardware platforms. Based on such understanding, the technical solutions of the above embodiments can be embodied in the form of software products, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a USB flash drive, a mobile hard disk, etc.), including several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention.

[0049] The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by any technician familiar with the technical field within the technical scope disclosed in the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims. The information disclosed in the background technology section of this article is only intended to deepen the understanding of the overall background technology of the present invention, and should not be regarded as an admission or in any form that the information constitutes prior art known to those skilled in the art.

Claims

1. A two-stage railway train operation adjustment method under a human-machine collaborative mechanism, characterized in that: include: Step 1: determine whether the automatic start condition of the train operation adjustment is met, or whether a manual start train operation adjustment start instruction is received. If so, proceed to step 2; Step 2: Determine whether the manual complex judgment trigger condition is met; if so, proceed to step 3; if not, proceed to step 4; Step 3: Send out a prompt of manual complex judgment, receive an adjustment instruction after the manual complex judgment, perform the train operation adjustment operation according to the adjustment instruction, and proceed to step 4; Step 4: Under the existing operation plan rules, the train operation schedule is automatically adjusted with the goal of maximizing the total delay time of the train; Step 5: Combine Step 3 and Step 4 to obtain the adjusted operation plan, and issue it to the adjacent dispatching stations and stations under the jurisdiction of the dispatching station; Step 6: Determine whether adjustment suggestions are received from adjacent dispatching stations or stations under the jurisdiction of this dispatching station; if so, go to step 2; if not, end the train operation adjustment.

2. The two-stage railway train operation adjustment method under the human-machine collaborative mechanism according to claim 1 is characterized in that: The automatic start condition of the train operation adjustment is the basis for the dispatching system to automatically determine the start time of the train operation adjustment, including: line conditions and train delay status conditions; wherein the line conditions include various line status factors and environmental factors that affect the train operation; the train delay status conditions include whether the train is delayed and the delay time; When any of the line conditions and train delay status conditions meets the set requirements, it means that the automatic start conditions for train operation adjustment are met.

3. The two-stage railway train operation adjustment method under the human-machine collaborative mechanism according to claim 2 is characterized in that: Whether the train is delayed and the delay time in the train delay status condition are obtained by comparing the train reporting information with the operation plan, or are determined based on the representation information collected in real time by the dispatching system.

4. The two-stage railway train operation adjustment method under the human-machine collaborative mechanism according to claim 1 is characterized in that: Also includes: Formulate manual complex judgment trigger conditions based on train delay information in the dispatching system; Alternatively, the train running status can be comprehensively inferred through the monitored train running speed and position information, and artificial complex judgment trigger conditions can be formulated.

5. A two-stage railway train operation adjustment method under a human-machine collaborative mechanism according to claim 1 or 4, characterized in that: The determination of whether the manual complex determination triggering condition is met includes: When a train is judged to be delayed based on train delay information or train operation status, and the train operation order cannot be restored by adjusting the timetable, the manual complex judgment triggering conditions are met.

6. The two-stage railway train operation adjustment method under the human-machine collaborative mechanism according to claim 5 is characterized in that: The inability to restore train operation order by adjusting the timetable includes: The delay transmission effect affected the third train; Or, the same passively delayed train shows a trend of increasing delays in more than two sections; Alternatively, the delay cannot be fully recovered when handing over from the current dispatching section to the adjacent dispatching section.

7. A two-stage railway train operation adjustment method under a human-machine collaborative mechanism according to claim 1, characterized in that: The existing operation plan rules include: satisfying all the established rules in the existing operation plan except the timetable, which include the train arrival sequence, track allocation plan and train operation path.

8. A two-stage railway train operation adjustment method under a human-machine collaborative mechanism according to claim 1, characterized in that: The automatic adjustment of the train operation schedule with the goal of maximizing the compression of the total train delay time includes: The total train delay time is compressed to the maximum extent possible by compressing the operation diagram buffer time. The speed is increased by a fixed ratio of K% to compress the operation diagram buffer time. When the increased speed exceeds the section speed limit, the section speed limit is taken as the new speed. At the same time, the section running time at the new speed is limited to no earlier than the train's on-time running time. Based on this, the train operation schedule is automatically adjusted; K% is the set ratio.

9. A two-stage railway train operation adjustment method under a human-machine collaborative mechanism according to claim 8, characterized in that: The adjusted train timetable is expressed as follows: ； in, and Delayed trains The interval timetable before and after adjustment, Indicates that the train is leaving from the next station in the section. Departure into the section time, Indicates delayed train In the interval The planned running time, Representation interval Mileage, Representation interval The speed limit value.

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