Railway station trafficability calculation and bottleneck identification method and system

Abstract

The invention relates to the technical field of railway intelligent transportation, in particular to a railway station trafficability calculation and bottleneck identification method and system, and the method comprises the steps: obtaining various travelling equipment data of a target railway station in real time; constructing a mathematical model for station trafficability calculation based on a space-time network theory, converting the selection of a train on a route and an arrival-departure line into the selection of a segmental arc and a path of the train in a space-time network, and calculating the station trafficability; the utilization rate of each device in the arrival and departure site and the throat area is calculated, and the station trafficability bottleneck is identified, that is, the main device limiting the station trafficability is searched; a mathematical model for optimizing a train route distribution scheme is constructed with the purpose that the utilization rates of equipment such as arrival and departure lines and turnouts are balanced as much as possible, so that a train operation route scheme under the equipment balanced application condition is determined, and the station capacity bottleneck is relieved. According to the method, intelligent measurement and calculation of the overall trafficability of the arrival and departure site, the throat area and the station can be realized, and meanwhile, a train route scheme is optimized.

Description

Technical Field

[0001] The present invention relates to the technical field of railway intelligent transportation, and more specifically to a method and system for calculating the throughput capacity of railway stations and identifying bottlenecks. Background Art

[0002] Stations are important grassroots production units of railway enterprises and important bases for passenger transportation, freight transportation, train reshuffling and other operations. As an important part of railway operation organization technical indicators, station capacity is the main basis for the utilization rate of operating equipment and the formulation of operation scheduling. The determination of station capacity is a complex project involving a large amount of calculation. Existing research and on-site stations usually use utilization calculation method and direct calculation method. The data source is mainly realistic records, that is, the station's operation, shunting operation, locomotive operation and other contents are recorded and calculated for three days or a week to obtain the results. Obviously, there are problems such as low calculation efficiency, long measurement time and inaccurate results.

[0003] Computer technology is widely used in railway sites and has achieved remarkable results, such as interlocking systems and ticket systems. However, railway companies lack software systems that dynamically measure station capacity through computer technology. To this end, some studies have proposed the development of station capacity determination systems. Existing designs only present the overall capacity of the station, while ignoring the statistical analysis of the use of each turnout and each arrival and departure line, making it impossible to identify the weak links in station equipment and operation organization. In addition, the relief and optimization of operation bottlenecks in stations is also an issue that technical personnel in the field need to pay attention to. Summary of the invention

[0004] In view of this, the present invention provides a method and system for calculating the throughput capacity and identifying bottlenecks of railway stations, which can realize the comprehensive measurement of the throughput capacity of arrival and departure yards, throat areas and stations as a whole, and can also optimize the operation route plan in the capacity bottleneck area.

[0005] In order to achieve the above object, the present invention adopts the following technical solution:

[0006] In a first aspect, the present invention provides a method for calculating the throughput capacity of a railway station and identifying bottlenecks, comprising the following steps:

[0007] Obtain data of various driving equipment at the target railway station in real time;

[0008] Based on the space-time network theory, a mathematical model for calculating station throughput capacity is constructed, which converts the train's choice of approach and arrival and departure lines into the train's choice of arcs and paths in the space-time network, and uses Gurobi commercial software to solve and calculate station throughput capacity;

[0009] Calculate the utilization rate of each equipment in the departure yard and throat area, identify the bottleneck of station throughput capacity, that is, find the main equipment that limits the station throughput capacity;

[0010] With the goal of balancing the utilization of arrival and departure lines and turnout equipment as much as possible, a mathematical model for optimizing the train route allocation plan is constructed to determine the train operation route plan under the condition of balanced equipment utilization, thereby alleviating the bottleneck of station throughput capacity.

[0011] Furthermore, the driving equipment data includes: track data, turnout data, signal equipment data, driving operation data, shunting operation data, route data and locomotive operation data.

[0012] Furthermore, the mathematical model for calculating the station's throughput capacity aims to handle the maximum number of train operations, with time-space network flow balance, train selection equipment uniqueness and equipment occupancy incompatibility as constraints.

[0013] The time-space network flow balance constraint in the mathematical model of station throughput capacity calculation is:

[0014]

[0015] In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; N k is the set of space-time nodes that train k can select; K is the set of input trains; if the receiving and dispatching operations of train k can be handled, then y k Take 1, that is, train k chooses a path from the virtual starting point to the virtual end point; if the operation of train k cannot be processed, y k The value is 0.

[0016] The uniqueness constraint of train selection equipment in the mathematical model of station throughput capacity calculation is:

[0017]

[0018]

[0019]

[0020] In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it is arbitrary. The above three formulas ensure that for any train k, at most one train receiving route, arrival and departure line and departure route are occupied.

[0021] The equipment occupancy incompatibility constraint condition in the mathematical model for calculating station throughput capacity is:

[0022]

[0023] In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the incompatible arc set of arc a; k, k′ are train indices; A is the arc set. If train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1.

[0024] The mathematical model for calculating station throughput capacity aims to maximize the number of train operations:

[0025]

[0026] Furthermore, for a certain operating equipment in the departure area or throat area, the utilization rate calculation formula is:

[0027]

[0028] In the above formula, T max T is the total time occupied by the equipment when the station receives and sends the maximum number of trains, determined based on the mathematical model of the station's throughput capacity, in minutes; 实 It is the total time that the operating equipment is actually occupied during the one-day study period, in minutes.

[0029] If the utilization rate of a certain operating equipment in the departure yard or throat area is significantly higher than that of other equipment, then this equipment will serve as the main equipment limiting the station's throughput capacity. At this time, the station is considered to be at a throughput capacity bottleneck.

[0030] Furthermore, the mathematical model for optimizing the train route allocation scheme aims to achieve the most balanced utilization of arrival and departure lines and turnout equipment, with time-space network flow balance, train occupancy equipment uniqueness and operation conflict resolution as constraints.

[0031] The time-space network flow balance constraints in the mathematical model for optimizing train route allocation are:

[0032]

[0033] In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; N k is the set of space-time nodes that train k can choose; K M The train set with the maximum number of trains calculated by the station throughput calculation model. The above formula can ensure that any train k must choose a time-space path from the virtual starting point to the virtual end point, while ensuring the continuity of various operations in time and space.

[0034] The uniqueness constraint of train occupied equipment in the mathematical model of train route allocation optimization is:

[0035]

[0036]

[0037]

[0038] In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it means any. The above three formulas respectively ensure that any train k must occupy a train receiving route, a train arrival and departure route.

[0039] The constraints for resolving operational conflicts in the mathematical model for optimizing train route allocation are:

[0040]

[0041] In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the incompatible arc set of arc a; k, k′ are train indices; A is the arc set. In the above formula, if train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1.

[0042] Furthermore, in the mathematical model for optimizing the train route allocation scheme, the goal 1 is to minimize the imbalance of trains occupying the departure track, and the goal 2 is to minimize the imbalance of trains occupying the turnout. The linear weighting method is used to weight the goals 1 and 2, and the final goal is expressed as:

[0043] minZ3=λ1Z1+λ2Z2

[0044] In the above formula, Z3 is the final goal, Z1 represents goal 1, and Z2 represents goal 2; λ1 and λ2 are the weights of objective functions Z1 and Z2 respectively.

[0045] The target Z1 is to minimize the imbalance of trains occupying the arrival and departure lines. The imbalance is expressed by the variance of the time occupied by each arrival and departure line, and its expression is:

[0046]

[0047] In the above formula, L is the set of arrival and departure lines of the station, l is the arrival and departure line index, l∈L, |L| is the total number of arrival and departure lines; is the standard time required for train k to occupy the departure track l, min; if the arc segment Represents that the job includes the delivery line l, then Takes 1, otherwise takes 0.

[0048] The target Z2 is to minimize the imbalance of trains occupying turnouts. The imbalance is expressed by the variance of the time each turnout is occupied, and its expression is:

[0049]

[0050] In the above formula, D is the set of turnouts at the station, d is the turnout index, d∈D, |D| is the number of turnouts; is the standard time required for train k to occupy switch d, min; if the arc segment represents that the operation includes turnout d, then Takes 1, otherwise takes 0.

[0051] In a second aspect, the present invention provides a railway station throughput capacity calculation and bottleneck identification system, which is applicable to the railway station throughput capacity calculation and bottleneck identification method as described above, comprising:

[0052] The data layer is used to obtain real-time data of various driving equipment at the target railway station;

[0053] The business layer is used to build a mathematical model for calculating station throughput capacity based on the space-time network theory, convert the train's choice of route and arrival and departure line into the train's choice of arc and path in the space-time network, and use Gurobi commercial software to solve and calculate the station throughput capacity; at the same time, calculate the utilization rate of each equipment in the arrival and departure yard and throat area, and identify the bottleneck of station throughput capacity; with the goal of balancing the utilization rate of arrival and departure lines, turnouts and other equipment, build a mathematical model for optimizing the train route allocation plan, determine the train operation route plan under the condition of balanced equipment utilization, and relieve the bottleneck of station throughput capacity;

[0054] The display layer is used to display the utilization rate of the turnout group, the utilization rate of the arrival and departure lines, the throat area capacity, the arrival and departure yard capacity, the overall capacity of the station, and the optimized operation route plan.

[0055] It can be seen from the above technical solutions that, compared with the prior art, the present invention has the following beneficial effects:

[0056] The present invention collects and statistically analyzes various dispatching data and equipment data of the station's arrival and departure yard and throat area in multiple dimensions, screens and extracts the operation data of equipment such as arrival and departure lines and throat turnout groups, and grasps the specific data of station technical equipment application indicators in real time, thereby analyzing the automatic calculation of the station's arrival and departure yard and throat area throughput capacity under different scenarios, reflecting the differences in station throughput capacity under different scenarios. At the same time, it clarifies the peak value of the existing operating equipment that can undertake the dispatching operation, clarifies the weak links in the equipment application and operation organization, and achieves the purpose of improving the station's throughput capacity, improving the station's operation organization method, and assisting in the reconstruction and expansion of the station.

[0057] The present invention constructs a mathematical model for calculating the station's throughput capacity based on the theory of space-time network, and uses the commercial software Gurobi to solve it, thereby calculating the station's throughput capacity, and on this basis calculates the utilization rate of each device in the departure yard and throat area, finds the main equipment that limits the station's throughput capacity, and then determines the train operation route plan under the condition of balanced equipment utilization based on the mathematical model of train route allocation plan optimization, so as to relieve the bottleneck of station capacity. The present invention can improve the intelligence level and efficiency of station operation and maintenance, enhance the adaptability and compatibility of the station, help solve the problem of railway transportation capacity inadaptability in a short time, realize the effective matching and balanced development of railway transportation capacity supply and transportation demand, and propose capacity enhancement measures in a predictable manner in combination with the growth trend of transportation volume. BRIEF DESCRIPTION OF THE DRAWINGS

[0058] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on the provided drawings without paying creative work.

[0059] Figure 1 A flow chart of the method for calculating the throughput capacity of a railway station and identifying bottlenecks provided by the present invention;

[0060] Figure 2 A spatiotemporal network diagram provided by the present invention;

[0061] Figure 3 A functional framework diagram of the method for calculating the throughput capacity of a railway station and identifying bottlenecks provided by the present invention;

[0062] Figure 4 A framework diagram of the railway station throughput capacity calculation and bottleneck identification system provided by the present invention;

[0063] Figure 5 This is a main interface diagram of the railway station throughput capacity calculation and bottleneck identification system provided by the present invention. DETAILED DESCRIPTION

[0064] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions 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 scope of protection of the present invention.

[0065] like Figure 1 As shown, the embodiment of the present invention discloses a method for calculating the throughput capacity of a railway station and identifying bottlenecks, comprising the following steps:

[0066] S1. Real-time acquisition of various driving equipment data of the target railway station;

[0067] S2. Based on the space-time network theory, a mathematical model for calculating station throughput capacity is constructed. The train's choice of approach and arrival / departure lines is converted into the train's choice of arcs and paths in the space-time network. The model is then solved using Gurobi commercial software to calculate station throughput capacity.

[0068] S3. Calculate the utilization rate of each equipment in the departure yard and throat area to identify the bottleneck of the station's throughput capacity, that is, find the main equipment that limits the station's throughput capacity;

[0069] S4. With the goal of balancing the utilization of arrival and departure lines and turnout equipment as much as possible, a mathematical model for optimizing train route allocation is constructed to determine the train operation route plan under the condition of balanced equipment utilization and alleviate the bottleneck of station capacity.

[0070] The following is a further explanation of the above steps.

[0071] S1. Connect to various on-site signal equipment and centralized dispatching system (CTC) in the arrival and departure yard and throat area of ​​the target railway station, obtain various driving equipment data in real time, and classify and manage them. The driving equipment data includes: track data, turnout data, signal equipment data, driving operation data, shunting operation data, route data and locomotive operation data. In order to ensure the stability and real-time nature of the data, a data update transmission mechanism is adopted, that is, when the equipment status is updated, only part of the updated data is transmitted. Specifically, when the direction of the turnout opening is changed, the signal equipment display status changes, and the track is occupied, these changes will be monitored in real time and the corresponding data will be recorded. In addition, the full amount of data will be updated regularly to ensure that the latest status information is obtained, thereby achieving data integrity and consistency.

[0072] S2. Transform the train's choice of route and arrival / departure line into the train's choice of arcs and paths in the space-time network. Figure 2 As shown in the figure, taking a train k that stops at a station as an example, its complete operation information in the station is displayed in the space-time network diagram. The track circuit sections included in the receiving route A are {1,2,3,4,5}, and the track circuit sections included in the departure route C are {7,9,8,10,11}. The occupancy time of each track circuit section of the receiving and departure routes of the train that stops at the station is set to 1 minute, then the time required for train k to occupy route A and route C is 5 minutes, and the occupancy time to the departure line is set to 3 minutes. It can be seen from the space-time network that train k is at the virtual starting point o k Departure, enter the station at time 1min, then occupy route A for 5min, end the occupation of route A at time 6min, and occupy 3G at the same time, end the occupation of 3G at time 9min, and occupy route C at the same time, end the occupation of route C at time 14min and arrive at the virtual end point e k .

[0073] Next, the mathematical model for calculating station throughput capacity is further explained. The mathematical model aims to handle the maximum number of train operations, with the time-space network flow balance, train selection equipment uniqueness and equipment occupancy incompatibility as constraints.

[0074] 1) Traffic balance constraints:

[0075]

[0076] In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; N k is the set of space-time nodes that can be selected by train k; K is the set of input trains.

[0077] In the above formula, if the train k can be received and dispatched, then y k Take 1, that is, train k chooses a path from the virtual starting point to the virtual end point; if the operation of train k cannot be processed, y k The value is 0.

[0078] 2) Train selection equipment uniqueness constraints:

[0079]

[0080]

[0081]

[0082] In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it is arbitrary. The above three formulas ensure that any train k occupies at most one train receiving route, arrival and departure route.

[0083] 3) Equipment occupancy incompatibility constraints:

[0084]

[0085] In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the set of incompatible arcs of arc a; k, k′ are train indices; A is the set of arcs.

[0086] In the above formula, if train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1.

[0087] 4) Aiming to handle the maximum number of train operations:

[0088]

[0089] Solvers are used to efficiently solve complex mathematical programming problems, thereby helping users make better decisions. Solvers can handle large-scale linear, nonlinear, integer programming and other problems by integrating multiple optimization methods, such as branch and bound method, cutting plane method, etc., greatly improving the efficiency and accuracy of problem solving. The mathematical model for calculating the station throughput capacity of the integrated throat area and the departure yard constructed by the present invention contains a large number of decision variables and constraints. Specifically, the commercial solver GUROBI is used to solve the constructed model, and a high-quality solution to the research problem can be obtained.

[0090] S3. Based on the data of the connected train operation and shunting equipment, combined with the equipment connection and route interlocking rules, automatically extract the status information such as the train reception signal, departure signal, passing signal, closing signal, track vacancy, track occupation, as well as the switching value and time of the red light band (the red light band means that the equipment is in the occupied state and a train is pressing on the track circuit where the equipment is located) and the white light band (the white light band means that the equipment is in the occupied state because the operating route has been opened, and there is no train pressing on the track circuit where the equipment is located). Based on these data, the overall throughput capacity of the departure yard, throat area and station is automatically calculated.

[0091] For a certain operating equipment in the field or throat area, the calculation formula for its utilization rate is:

[0092]

[0093] In the above formula, T max T is the total time occupied by the equipment when the station receives and sends the maximum number of trains, determined based on the mathematical model of the station's throughput capacity, in minutes; 实 It is the total time that the operating equipment is actually occupied within one day of the study period, in minutes. The equipment utilization rate can directly reflect the utilization rate of the turnout group and the departure line. When the utilization rates of different equipment vary greatly, the equipment will be used unbalancedly, and the operation route plan needs to be optimized.

[0094] In the arrival and departure yard or throat area, if the utilization rate of a certain equipment is significantly higher than that of other equipment (the judgment standard is: the utilization rate of this equipment is higher than the utilization rate of another equipment plus the set threshold), it is considered as an unbalanced equipment utilization situation, and the equipment is identified as the bottleneck of the station's passing capacity. This phenomenon of unbalanced equipment utilization will lead to low overall transportation efficiency. Therefore, when handling operations, the occupancy of the bottleneck equipment should be reduced. At the same time, equipment with low utilization rates should be reasonably organized and dispatched to share the transportation load, thereby optimizing the configuration of receiving and dispatching resources in the station, improving overall operational efficiency, and eliminating capacity bottlenecks. When analyzing the use of equipment, it is necessary to monitor the utilization rate of each equipment (such as turnouts, arrival and departure lines, etc.) in real time, record their occupancy within a certain period of time, and display the utilization rate of each equipment in a visual form. The utilization rates of different equipment are compared to identify equipment with unbalanced utilization and further analyze its causes.

[0095] S4. Next, the mathematical model for optimizing the train route allocation scheme is further explained. The mathematical model aims to make the utilization of equipment such as arrival and departure lines and switches as balanced as possible, and takes the balance of time and space network flow, the uniqueness of train occupancy equipment and the incompatibility of equipment occupancy as constraints.

[0096] 1) Traffic balance constraints:

[0097]

[0098] In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; K M is the train set with the maximum number of trains calculated by the station capacity model. The above formula can ensure that any train k must choose a time-space path from the virtual starting point to the virtual end point.

[0099] 2) Equipment occupancy uniqueness constraint:

[0100]

[0101]

[0102]

[0103] In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it means any. The above three formulas respectively ensure that any train k must occupy a train receiving route, a train arrival and departure route.

[0104] 3) Operation conflict resolution constraints:

[0105]

[0106] In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the set of incompatible arcs of arc a; k, k′ are train indices; A is the set of arcs.

[0107] In the above formula, if train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1.

[0108] 4) The objective function is:

[0109] The goal is to minimize the imbalance of trains occupying the arrival and departure lines. The imbalance is expressed as the variance of the time each arrival and departure line is occupied:

[0110]

[0111] In the above formula, L is the set of arrival and departure lines of the station, l is the arrival and departure line index, l∈L, |L| is the total number of arrival and departure lines; is the standard time required for train k to occupy the departure track l, min; if the arc segment Represents that the job includes the delivery line l, then Takes 1, otherwise takes 0.

[0112] The goal is to minimize the imbalance of train occupation of turnouts. The imbalance is expressed as the variance of the occupation time of each turnout:

[0113]

[0114] In the above formula, D is the set of turnouts at the station, d is the turnout index, d∈D, |D| is the total number of turnouts; is the standard time required for train k to occupy switch d, min; if the arc segment represents that the operation includes turnout d, then Takes 1, otherwise takes 0.

[0115] Using the linear weighting method, the above two equations are combined into:

[0116] minZ3=λ1Z1+λ2Z2

[0117] In the above formula, λ1 and λ2 represent the weights of objective functions Z1 and Z2 respectively. The combined goal is to make the utilization of the departure line and turnout equipment as balanced as possible.

[0118] The mathematical model for optimizing the train route allocation scheme constructed in the present invention includes a large number of decision variables and constraints. Specifically, the commercial solver GUROBI is used to solve the constructed model to obtain a high-quality solution to the research problem.

[0119] In general, the functional framework of the method of the present invention is as follows Figure 3 As shown, it is possible to realize the management functions of basic data such as track data, turnout data, signal equipment data, driving operation data, shunting operation data, route data and locomotive operation data, as well as the calculation of throat area capacity, arrival and departure yard capacity, overall station capacity (the three are equal) and capacity bottleneck identification, as well as the optimization of operation route plan, equipment utilization analysis and current operation plan analysis.

[0120] like Figure 4 As shown, the embodiment of the present invention also provides a railway station capacity bottleneck identification and optimization system, including:

[0121] The data layer is used to obtain various driving equipment data of the target railway station in real time: such as track data, turnout data, signal equipment data, driving operation data, shunting operation data, route data and locomotive operation data, and design corresponding data management interfaces respectively.

[0122] Business layer: The business layer integrates the data management module, the throughput capacity calculation module and the operation route optimization module; among them, the data management module determines the update transmission mechanism, data verification mechanism and storage rules of various data; the capacity calculation module automatically calculates the overall throughput capacity of the departure yard, throat area and station (the three are equal) and the utilization rate of each equipment in the departure yard and throat area in combination with the driving equipment data, and finds the main equipment that limits the station's throughput capacity; the operation route optimization module uses a mathematical model for optimizing the train route allocation plan to determine the train operation route plan under the condition of balanced equipment utilization, thereby alleviating the station capacity bottleneck.

[0123] The display layer is used to display the utilization rate of the turnout group, the utilization rate of the arrival and departure lines, the throat area capacity, the arrival and departure yard capacity, the overall capacity of the station, and the optimized operation route plan; it can also display equipment data and operation data management, equipment utilization balance comparison analysis, and the display of train dispatching operation routes.

[0124] like Figure 5 As shown, the utilization rate of each arrival and departure line can be reflected by different shades of the same color in the station map, and the throughput capacity of each arrival and departure yard can be presented in a visual dynamic chart. The real-time analysis of turnout operation is divided into two levels: each turnout and each group of turnouts. For each turnout, its utilization rate is reflected by different shades of the same color and specific values ​​in the station map. The utilization rate and capacity of each group of turnouts and each end throat area are reflected in a visual dynamic chart, allowing users to quickly understand the utilization of each turnout and each group of turnouts.

[0125] When there is an extremely unbalanced use of equipment, the constructed mathematical optimization model is used to optimize the various operating routes, and the optimized scheme is compared and analyzed with the existing plan. In the subsequent actual train scheduling, the driving and shunting operations can be arranged according to the optimized route to avoid the problem of uneven equipment occupancy and effectively improve the operating efficiency and station throughput capacity.

[0126] In this specification, each embodiment is described in a progressive manner, and each embodiment focuses on the differences from other embodiments. The same or similar parts between the embodiments can be referred to each other. For the device disclosed in the embodiment, since it corresponds to the method disclosed in the embodiment, the description is relatively simple, and the relevant parts can be referred to the method part.

[0127] The above description of the disclosed embodiments enables one skilled in the art to implement or use the present invention. Various modifications to these embodiments will be apparent to one skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention will not be limited to the embodiments shown herein, but rather to the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A method for calculating the throughput capacity of a railway station and identifying bottlenecks, characterized in that: The following steps are involved: Obtain data of various driving equipment at the target railway station in real time; Based on the space-time network theory, a mathematical model for calculating station throughput capacity is constructed, which converts the train's choice of approach and arrival and departure lines into the train's choice of arcs and paths in the space-time network, and uses Gurobi commercial software to solve and calculate station throughput capacity; Calculate the utilization rate of each equipment in the departure and arrival yard and throat area to identify the bottleneck of station throughput capacity; With the goal of balancing the utilization of arrival and departure lines and turnout equipment, a mathematical model for optimizing the train route allocation plan is constructed to determine the train operation route plan under the condition of balanced equipment utilization, thereby alleviating the bottleneck of station throughput capacity.

2. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 1, characterized in that: The driving equipment data includes: track data, turnout data, signal equipment data, driving operation data, shunting operation data, route data and locomotive operation data.

3. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 1, characterized in that: The mathematical model for calculating the station throughput capacity is aimed at maximizing the number of train operations, with the time-space network flow balance, train selection equipment uniqueness and equipment occupancy incompatibility as constraints.

4. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 3, characterized in that: The time-space network flow balance constraint in the mathematical model of station throughput capacity calculation is: In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; N k is the set of space-time nodes that train k can select; K is the set of input trains; if the receiving and dispatching operations of train k can be handled, then y k Take 1, that is, train k chooses a path from the virtual starting point to the virtual end point; if the operation of train k cannot be processed, y k The value is 0; The uniqueness constraint of train selection equipment in the mathematical model of station throughput capacity calculation is: In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it is arbitrary; the above three formulas ensure that any train k occupies at most one train receiving route, arrival and departure route; The equipment occupancy incompatibility constraint condition in the mathematical model for calculating station throughput capacity is: In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the incompatible arc set of arc a; k, k′ are train indices; A is the arc set; if train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1; The objectives of the mathematical model for station capacity calculation are:

5. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 1, characterized in that: For a certain operating equipment in the departure yard or throat area, the utilization rate calculation formula is: In the above formula, T max The total time the equipment is occupied when the station receives and sends the maximum number of trains, determined based on the mathematical model of the station's throughput capacity, in minutes; T 实 The total time that the operating equipment is actually occupied within one day of the research period, in minutes; If the utilization rate of a certain operating equipment in the departure yard or throat area is significantly higher than that of other equipment, then this equipment will serve as the main equipment limiting the station's throughput capacity. At this time, the station is considered to be at a throughput capacity bottleneck.

6. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 1, characterized in that: The mathematical model for optimizing the train route allocation scheme aims at balancing the utilization of arrival and departure lines and turnout equipment, and takes the balance of time and space network flow, the uniqueness of train-occupied equipment, and the resolution of operational conflicts as constraints.

7. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 6, characterized in that: The time-space network flow balance constraint in the mathematical model for optimizing the train route allocation scheme is: In the above formula, A is a 0-1 decision variable. If train k occupies arc segment a, the value is 1, otherwise it is 0. k (n) + A is the set of arc segments with starting point n that can be selected by train k; k (n) - is the set of arcs with terminal n that can be selected by train k; o k ,e k are the virtual starting point and virtual end point of train k respectively; N k is the set of space-time nodes that train k can choose; K M is the train set with the maximum number of trains calculated by the station throughput calculation model; the above formula can ensure that any train k must choose a time-space path from the virtual starting point to the virtual end point, and at the same time ensure the continuity of various operations of any train k in time and space; The train occupancy equipment uniqueness constraint in the mathematical model for optimizing the train route allocation scheme is: In the above formula, is the set of optional connecting arcs for train k; is the set of optional arrival and departure line stop arcs for train k; is the set of optional departure arcs for train k; Mathematically, it is arbitrary; the above three formulas respectively ensure that for any train k, it must occupy a train receiving route, a train arrival and departure route; The constraints for resolving operational conflicts in the mathematical model for optimizing the train route allocation scheme are: In the above formula, a is an arbitrary arc segment, and a′ is an arc segment incompatible with arc segment a; is the incompatible arc set of arc a; k, k′ are train indices; A is the arc set; if train k occupies arc a′ in the incompatible arc set of arc a, then Take 1, then arc segment a cannot be occupied by other trains, that is Take 0; if no train occupies arc a′ in the incompatible arc set of arc a, then Take 0, then any train can choose arc segment a, that is Takes 0 or 1.

8. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 7, characterized in that: In the mathematical model for optimizing the train route allocation scheme, the goal 1 is to minimize the imbalance of trains occupying the departure track, and the goal 2 is to minimize the imbalance of trains occupying the turnout. The linear weighting method is used to weight the goals 1 and 2, and the final goal is expressed as: minZ3=λ1Z1+λ2Z2 In the above formula, Z3 is the final goal, Z1 represents goal 1, and Z2 represents goal 2; λ1 and λ2 are the weights of objective functions Z1 and Z2 respectively.

9. The method for calculating the throughput capacity of a railway station and identifying bottlenecks according to claim 8, characterized in that: The imbalance in target Z1 is expressed as the variance of the time occupied by each arrival and departure line: In the above formula, L is the set of arrival and departure lines of the station, l is the arrival and departure line index, l∈L, |L| is the total number of arrival and departure lines; is the standard time required for train k to occupy the departure track l, min; if the arc segment Represents that the job includes the delivery line l, then Take 1, otherwise take 0; The imbalance in target Z2 is expressed as the variance of the occupied time of each switch: In the above formula, D is the set of turnouts at the station, d is the turnout index, d∈D, |D| is the total number of turnouts; is the standard time required for train k to occupy switch d, min; if the arc segment represents that the operation includes turnout d, then Takes 1, otherwise takes 0.

10. A railway station throughput capacity calculation and bottleneck identification system, characterized in that: The method is applicable to the method for calculating the throughput capacity of a railway station and identifying bottlenecks as claimed in any one of claims 1 to 9, comprising: The data layer is used to obtain various driving equipment data of the target railway station in real time; The business layer is used to build a mathematical model for calculating station throughput capacity based on the space-time network theory, convert the train's choice of route and arrival and departure line into the train's choice of arc and path in the space-time network, and use Gurobi commercial software to solve and calculate the station throughput capacity; at the same time, calculate the utilization rate of each equipment in the arrival and departure yard and throat area, and identify the bottleneck of station throughput capacity; with the goal of balancing the utilization rate of arrival and departure lines, turnouts and other equipment, build a mathematical model for optimizing the train route allocation plan, determine the train operation route plan under the condition of balanced equipment utilization, and relieve the bottleneck of station throughput capacity; The display layer is used to display the utilization rate of the turnout group, the utilization rate of the arrival and departure lines, the throat area capacity, the arrival and departure yard capacity, the overall capacity of the station and the optimized operation route plan.

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