Train virtual marshalling scheduling method and system in suburban or urban railway section interruption scene

Abstract

The invention provides a train virtual marshalling scheduling method and system in a suburban or urban railway interval interruption scene, belongs to the technical field of train operation scheduling, and aims to construct a train scheduling model suitable for urban or suburban railway one-way interval interruption by taking the minimum total waiting time of passengers as an optimization target; and solving the train scheduling model to obtain a train virtual marshalling scheduling scheme. According to the invention, the number of passengers detained can be effectively reduced, the waiting time of passengers is reduced, and the train scheduling efficiency is improved; when waiting for the opposite train to pass through the single-track section, the bidirectional train is virtually reconnected with the other train and drives into and out of the single-track section in the form of a large-marshalling train, so that the running interval of the train is shortened, and passengers in an interrupted section can be transported more quickly by increasing the train capacity of the single-track section and improving the transportation efficiency; therefore, the passenger retention phenomenon is avoided to a greater extent, the adverse effect of an interruption event is reduced, and the passengers are better served under limited conditions.

Description

Technical Field

[0001] The present invention relates to the technical field of train operation scheduling, and in particular to a train virtual marshaling scheduling method and system suitable for suburban or urban railway section interruption scenarios. Background Art

[0002] In the urban (suburban) railway system, when encountering operational interruptions such as line failures, emergencies or extreme weather, the operator needs to adopt some strategies for train scheduling to ensure the continuity and safety of passengers' travel. Existing research mainly focuses on the adjustment of train operation in urban rail transit line sections, and there are few studies on train operation adjustment applied to urban (suburban) railway systems. When a line section is interrupted, a small cross-route, single-line two-way, reverse driving or combined strategies can be used to adjust train scheduling. The small cross-route strategy is usually applicable to lines with two-way interruptions and is more common in practical applications. The single-line two-way strategy and the reverse driving strategy are more suitable for dealing with one-way interruptions, but the former often needs to be used in combination with the small cross-route strategy, and the number of passenger transfers is relatively large. The reverse driving strategy refers to the train in the interrupted direction entering the opposite track through the crossover and running in the reverse direction, and then returning to the original driving direction through the crossover. This strategy can serve passengers at all stations, maintain a certain level of transportation service in the interrupted section, and passengers whose travel start and end points are located on both sides of the interrupted section can avoid unnecessary transfers.

[0003] In recent years, there have been some studies on virtual marshaling in rail transit, but they are mainly focused on the study of operation plans under virtual marshaling and the study of train operation optimization. The application of virtual marshaling technology in train scheduling is still relatively limited in the study of urban (suburban) railway section interruption. The Chinese invention patent application with application number 202210341670.4 provides a method for adjusting the operation of urban rail transit trains that uses reverse tracks to pass through a one-way interrupted section in combination with virtual marshaling technology. Before the two trains in the interrupted direction that failed to pass through the interrupted section pass through the crossover and enter the one-way section, they are connected into a large-scale train based on virtual marshaling technology based on vehicle-to-vehicle communication, and pass through the crossover in a large-scale form; after passing through the crossover, they are disassembled and further organized for operation at different locations according to the actual passenger flow and vehicle bottom turnover requirements. The patent provides a train scheduling strategy based on virtual marshaling technology, but lacks a specific implementation process and scientific modeling of the strategy.

[0004] In the research on dispatching strategies to deal with section interruptions, most studies adopt the small route strategy, and some studies adopt the reverse driving and single-line two-way strategies. However, the above strategies are all train dispatching methods under the traditional transportation organization mode, which are mostly used in urban rail transit systems. Due to the limitations of fixed marshaling, line capacity and other conditions, the dispatching efficiency is low. The reverse driving strategy is suitable for solving the one-way interruption problem, but since the single-line section cannot be occupied by trains in two directions at the same time, the transportation capacity of the single-line section is limited, which will lead to an increase in the train departure interval, and the line capacity will be significantly affected. It will also increase the waiting time of passengers and reduce the travel efficiency of passengers. In terms of virtual marshaling technology, current research mainly focuses on the concept, advantages, train control technology and transportation organization mode optimization of virtual marshaling technology. Some studies have proposed the concept and strategy of virtual marshaling train dispatching, but the research on the specific modeling implementation process has not received sufficient attention, and there is a certain research gap. Summary of the invention

[0005] The object of the present invention is to provide a train virtual marshaling scheduling method and system in a railway section interruption scenario to solve at least one technical problem existing in the above-mentioned background technology.

[0006] In order to achieve the above object, the present invention adopts the following technical solutions:

[0007] In a first aspect, the present invention provides a train virtual marshaling and scheduling method in a railway section interruption scenario, comprising:

[0008] Taking the minimum total waiting time of passengers as the optimization goal, a train scheduling model suitable for one-way section interruption of urban or suburban railways is constructed; the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and only two trains must be able to maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers;

[0009] The train scheduling model is solved to obtain a train virtual marshaling scheduling plan.

[0010] As a further limitation of the first aspect of the present invention, the passenger flow time granularity is 1 minute, and passengers arrive evenly within each time granularity. The passenger waiting time at the station is the difference between their arrival time and the departure time of the train; the waiting time of stranded passengers is the product of the number of stranded passengers and their waiting time.

[0011] As a further limitation of the first aspect of the present invention, the arrival time of the up train i at the station s it serves is the sum of the departure time of the up train i at the s' station and the interval running time between the s' station and the s station; the departure time of the up train i at the s station is the sum of the arrival time and the stop time of the up train i at the s station; the stop time of the up train i at the s station must meet the maximum and minimum stop time constraints; the up trains i and i+1 must meet the minimum departure interval before the m station.

[0012] As a further limitation of the first aspect of the present invention, the single-track section takes driving safety into consideration. Therefore, if the station 2X+1-m is occupied by the down train l, that is, the down train l has priority over the up train i in passing through the single-track section, then the up train i must wait at the m-1 station for the down train l to leave the 2X+1-m station and pass a safe distance before the up train can enter the 2X+1-m station; if the station 2X+1-n is occupied by the up train i, that is, the up train i has priority over the down train l in passing through the single-track section, then the down train l must wait at the 2X-n station for the up train i to leave the 2X+1-n station and pass a safe distance before the down train can enter the 2X+1-n station; the single-track section occupied by the up train i and the down train l is unique, that is, if the up train i has priority over the down train l in passing through the single-track section, the down train l cannot have priority over the up train i in passing through the single-track section.

[0013] As a further limitation of the first aspect of the present invention, a 0-1 variable λ is introduced i,s,n represents the departure time of train i at station s and the time nodes t1, t2, ..., t N With the help of this 0-1 variable, the number of passengers arriving within the departure interval of up train i and up train i-1 is the sum of the number of passengers arriving in all time units contained in the departure interval of the two trains. The number of passengers arriving in each time unit within the departure interval of up train i and up train i-1 is the number of passengers arriving in each time unit within the departure interval.

[0014] As a further limitation of the first aspect of the present invention, the nonlinear constraints in the train scheduling model are linearized, so the train scheduling model is a mixed integer linear programming model, which is solved by a solver; wherein the nonlinear constraint is that the number of passengers boarding the train at station s is equal to the smaller value between the number of waiting passengers and the remaining capacity of the train.

[0015] In a second aspect, the present invention provides a train virtual marshaling and dispatching system in a railway section interruption scenario, comprising:

[0016] A construction module is used to construct a train dispatching model suitable for one-way section interruption of urban or suburban railways with the minimum total waiting time of passengers as the optimization goal; wherein the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and it is required to satisfy that only two trains can maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers;

[0017] The solution module is used to solve the train scheduling model to obtain a train virtual marshaling scheduling plan.

[0018] In a third aspect, the present invention provides a non-transitory computer-readable storage medium, which is used to store computer instructions. When the computer instructions are executed by a processor, the train virtual formation and scheduling method in the railway section interruption scenario as described in the first aspect is implemented.

[0019] In a fourth aspect, the present invention provides a computer device comprising a memory and a processor, wherein the processor and the memory communicate with each other, the memory stores program instructions executable by the processor, and the processor calls the program instructions to execute the train virtual formation and scheduling method in the railway section interruption scenario as described in the first aspect.

[0020] In a fifth aspect, the present invention provides an electronic device, comprising: a processor, a memory and a computer program; wherein the processor is connected to the memory, and the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory so that the electronic device executes instructions for implementing the train virtual formation and scheduling method in the railway section interruption scenario as described in the first aspect.

[0021] The beneficial effects of the present invention are as follows: compared with the traditional reverse driving strategy, it can more effectively reduce the number of stranded passengers, reduce the waiting time of passengers, and improve the train dispatching efficiency; while waiting for the opposite train to pass through the single-track section, the trains in both directions virtually reconnect with another train, and enter and exit the single-track section in the form of a large-scale train, thereby shortening the train running interval, improving the transportation efficiency by increasing the train capacity of the single-track section, and being able to transport passengers in the interrupted section more quickly, thereby avoiding the occurrence of passenger detention to a greater extent, reducing the adverse effects of interruption events, and better serving passengers under limited conditions.

[0022] Additional advantages of the present invention will be more clearly given in the following description or learned through the practice of the present invention. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] 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.

[0024] Figure 1 This is a schematic diagram of an interruption circuit according to an embodiment of the present invention. DETAILED DESCRIPTION

[0025] The embodiments of the present invention are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements with the same or similar functions. The embodiments described below by the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

[0026] It should be understood by those skilled in the art that unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by those skilled in the art to which this invention belongs.

[0027] It should also be understood that terms, such as those defined in commonly used dictionaries, should be understood to have a meaning consistent with that in the context of the prior art and will not be interpreted in an idealized or overly formal sense unless as defined herein.

[0028] Those skilled in the art will appreciate that, unless otherwise stated, the singular forms "a", "an", "said" and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the features, integers, steps, operations, elements and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements and / or groups thereof.

[0029] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. Different embodiments or examples described in this specification and features of different embodiments or examples may be combined and combined by those skilled in the art without contradiction.

[0030] To facilitate understanding of the present invention, the present invention is further explained below with reference to specific embodiments in conjunction with the accompanying drawings, and the specific embodiments do not constitute a limitation on the embodiments of the present invention.

[0031] Those skilled in the art should understand that the drawings are merely schematic diagrams of embodiments, and the components in the drawings are not necessarily necessary for implementing the present invention.

[0032] The present invention aims to solve the problem of low train dispatching efficiency in the case of one-way section interruption of urban (suburban) railways. Based on virtual marshaling technology, the present invention constructs a train dispatching model suitable for one-way section interruption of urban (suburban) railways, which can realize flexible train marshaling. This method effectively solves the problem that after an interruption event occurs, the traditional reverse driving strategy will cause a large number of passengers to be stranded in the interrupted section, as well as the increase in train departure intervals, the inability to fully utilize the line transportation capacity, and the reduction of passenger travel efficiency. The virtual marshaling train dispatching method proposed in the present invention can realize real-time online reconnection and disassembly, shorten the train tracking interval, fully adjust the transportation capacity to adapt to passenger flow changes, improve the traffic capacity of the interrupted section, and improve the passenger travel service level and the overall operational stability of the urban (suburban) railway system. The train dispatching method of the present invention breaks the bottleneck of the existing transportation organization mode by introducing virtual marshaling technology and combining it with the traditional reverse driving strategy. Train-to-train wireless communication is used instead of physical couplers to connect trains, and the same speed and extremely small intervals are maintained for coordinated operation. Real-time and rapid reconnection or deconnection can be achieved during operation, shortening the tracking interval of trains. At the same time, the characteristics of the line / station setting, train operation and marshaling form of the urban (suburban) railway system are taken into consideration. In the case of a one-way section interruption, two-way trains are virtually reconnected and run in the form of a large-marshaling train in a single-line section. The passenger capacity of the train is significantly increased, which can improve the transportation capacity of the single-line section, alleviate the phenomenon of passenger detention in the interrupted section to a greater extent, reduce the waiting time and detention time of passengers, and fill the gap in the train dispatching method for section interruptions in the urban (suburban) railway system under the virtual marshaling technology.

[0033] Example 1

[0034] In this embodiment 1, a train virtual marshaling and dispatching system in a railway section interruption scenario is first provided, including: a construction module, which is used to construct a train dispatching model suitable for a one-way section interruption of an urban or suburban railway with the minimum total waiting time of passengers as the optimization goal; wherein the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and it is required to satisfy that only two trains can maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers; a solution module, which is used to solve the train dispatching model to obtain a train virtual marshaling and dispatching plan.

[0035] In this embodiment, the above system is used to implement a virtual marshaling and dispatching method for trains in the suburban or urban railway section interruption scenario. For the urban (suburban) railway one-way section interruption scenario, a reverse driving strategy based on virtual marshaling is proposed: the train realizes efficient passage of trains in both directions in a single-line section by virtual reconnection. Taking the reconnection of trains in the upward direction as an example, the front train and the rear train track each other, the front train stops at the station before entering the single-line section and carries out passengers, waiting for the rear train to enter the station and reconnect with the front train, and at the same time, passengers are boarded and disembarked. The two trains enter the single-line section in the form of a reconnected large-scale train through the wiring of the crossover, return line, etc., and then return to the upward direction line through the crossover, etc., and run to the terminal station in the form of a reconnected train. The single-line section can only allow trains in one direction to pass at the same time, and the train in the other direction needs to wait for the opposite train to completely pass through the single-line section before entering. This waiting mechanism and the problem of long waiting time for the front train to reconnect with the rear train in the station reconnection operation are coordinated and offset, realizing the optimization of train operation and efficiency improvement. In addition, the train reconnection at the station needs to ensure that the platform can accommodate the two trains at the same time. If the platform length cannot meet the requirements, the middle of the platform will be used as the basis for the front and rear trains to stop. For the part that exceeds the platform length, the train will stop outside the platform. Passengers choose to get off at the nearest platform door. For boarding passengers, they can first get on from the platform door, and then move to the carriage parked outside the platform according to the distribution of the carriages. This arrangement not only ensures the smooth flow of passengers, but also maximizes the use of platform space, realizing effective passenger boarding and alighting when the trains are reconnected.

[0036] In this embodiment, it is assumed that the interval interruption scenario occurs in the uplink direction, and the interruption interval is between station m and station n. Figure 1As shown. Up train i and up train i+1 can be reconnected at stations within the range of {1,2,...,m-1}, and then enter the single-track section as a reconnected train for reverse operation, that is, between stations 2X+1-m and 2X+1-n, and then return to the up-direction line through the crossover. Down train l and down train l+1 can be reconnected at stations within the range of {X+1,X+2,...,2X-n}, and then pass through the single-track section as a reconnected train and continue to operate.

[0037] In order to facilitate the construction of the train operation scheduling model, the following assumptions are made in this embodiment:

[0038] (1) Trains are not allowed to overtake other trains at any point on the line, regardless of skipping stops.

[0039] (2) The interval running time remains fixed, but the stop time can be adjusted appropriately.

[0040] (3) Considering the limitation of platform length, a maximum of two trains are allowed to be coupled at the platform, and it is assumed that the platforms of all stations can accommodate the length of the coupled trains. The station before the train enters the single-track section needs to determine whether to couple, namely, the m-1 station and the 2X-n station.

[0041] (4) It does not take into account the situation where passengers turn to other modes of transportation or give up their trip due to long waiting times.

[0042] (5) It is assumed that the vehicle floor resources are sufficient to meet the needs of train scheduling.

[0043] In this embodiment, the description of the sets and elements used is shown in Table 1, the meaning of the parameter symbols is shown in Table 2, the description of the intermediate variable symbols is shown in Table 3, and the description of the decision variable symbols is shown in Table 4.

[0044] Table 1 Collection and element description

[0045]

[0046] Table 2 Parameter Description

[0047]

[0048] Table 3 Description of intermediate variables

[0049]

[0050]

[0051] Table 4 Description of decision variables

[0052]

[0053] In this embodiment, after the section is interrupted, in order to maintain the transportation service level and reduce safety hazards, the model proposed by the present invention aims to minimize the total waiting time of all passengers to ensure that passengers can quickly reach their destinations and reduce the risk of long-term detention. The total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers, as shown in formula (1):

[0054] minT=min(T1+T2) (1)

[0055] (1) Passenger waiting time at the station

[0056] The passenger flow time granularity of the present invention is 1 minute, and passengers arrive evenly within each time granularity. The waiting time of a passenger at the station is the difference between his arrival time and the train departure time, which can be calculated in two parts: the first part is that since passengers arrive evenly within each time granularity, each arriving passenger needs to wait for an average of 0.5 minutes; the second part is that passengers who arrive within each time granularity and wait to get on the train need to continue waiting until the train arrives, as shown in formula (2).

[0057]

[0058] (2) Waiting time for stranded passengers

[0059] The waiting time of stranded passengers is the product of the number of stranded passengers and their waiting time. The waiting time of stranded passengers of train i is the difference between the departure time of train i+1 at station s and the departure time of train i at station s, as shown in formula (3).

[0060]

[0061] In this embodiment, the constraints for considering whether to reconnect include virtual marshaling constraints, train operation constraints and passenger boarding constraints. Taking the up train as an example, the constraints of the down train are basically the same as those of the up train.

[0062] (1) Virtual grouping constraints

[0063] Considering the platform length problem, it is necessary to satisfy that only two trains can maintain the reconnected state, as shown in equations (4) and (5).

[0064]

[0065] (2) Train operation constraints

[0066] 1) Train arrival and departure time relationship

[0067] The arrival time of the up train i at the station s it serves is the sum of the departure time of the up train i at s' and the interval running time between s' and s, as shown in formula (6).

[0068]

[0069] The departure time of the up train i at station s is the sum of the arrival time and the stop time of the up train i at station s, as shown in formula (3-7).

[0070]

[0071] 2) Train stop time relationship

[0072] The stop time of the up train i at station s must meet the maximum and minimum stop time constraints, as shown in formula (8).

[0073]

[0074] 3) Time constraints for driving intervals

[0075] Upward trains i and i+1 must meet the minimum departure interval before station m, as shown in formula (9).

[0076]

[0077] If trains i and i+1 are virtually reconnected at station m, the running interval between trains i and i+1 after station m is considered to be 0. Otherwise, the minimum running interval must be met, as shown in equations (10) to (12).

[0078]

[0079] 4) Reverse operation safety constraints

[0080] In single-track sections, driving safety is taken into consideration. Therefore, if station 2X+1-m is occupied by down train l, that is, down train l has priority over up train i in passing through the single-track section, then up train i must wait at station m-1 for down train l to leave station 2X+1-m and pass a safe distance before up train i can enter station 2X+1-m, as shown in formula (13).

[0081]

[0082] If station 2X+1-n is occupied by the up train i, that is, the up train i has priority over the down train l in passing through the single-track section, then the down train l must wait at station 2X-n for the up train i to leave station 2X+1-n and pass a safe distance before the down train can enter station 2X+1-n, as shown in formula (3-14).

[0083]

[0084] The single-track section occupied by the up train i and the down train l is unique, that is, if the up train i takes precedence over the down train l in passing through the single-track section, then the down train l cannot take precedence over the up train i in passing through the single-track section, as shown in formula (15).

[0085]

[0086] (3) Passenger Restrictions

[0087] 1) Number of arriving passengers

[0088] Introducing 0-1 variable λ i,s,n represents the departure time of train i at station s and the time nodes t1, t2, ..., t N relationship, if Greater than time node t n , then λ i,s,n =1; otherwise, λ i,s,n =0, as shown in formula (16).

[0089]

[0090] With the help of this 0-1 variable, the number of passengers arriving within the departure interval of up train i and up train i-1 is the sum of the number of passengers arriving in all time units contained in the departure interval of the two trains, as shown in formula (17).

[0091]

[0092] In addition, the number of passengers arriving in each time unit within the departure interval between up train i and up train i-1 is the number of passengers arriving in each time unit within the departure interval, as shown in formula (18).

[0093]

[0094] 2) Number of waiting passengers

[0095] The number of passengers waiting for the upstream train i at station s to go to station s' is the number of passengers v of the upstream train i-1 waiting for the upstream train i' due to insufficient train capacity. i-1,s,s' , plus the time period The total number of waiting passengers for the up train i at station s is shown in (20).

[0096]

[0097] 3) Number of passengers getting off the bus

[0098] The number of passengers getting off the up train i at station s is the sum of the number of passengers getting on the train starting from the station before station s and ending at station s, as shown in formula (21).

[0099]

[0100] 4) Number of passengers on board

[0101] The number of passengers on board when the up train i leaves station s is the passenger capacity of the up train i arriving at station s-1, minus the number of passengers getting off at station s, plus the number of passengers getting on at station s, as shown in formula (22).

[0102]

[0103] 5) Remaining passenger capacity

[0104] The remaining capacity of the up train i at station s is the train capacity minus the number of passengers on board the up train i leaving station s-1 plus the number of passengers getting off at station s, as shown in formula (23).

[0105]

[0106] 6) Number of passengers on board

[0107] The number of passengers boarding the up train i at station s is equal to the number of waiting passengers W i,s and the train remaining capacity r i,s The smaller value between , as shown in formula (24). In addition, the boarding passengers follow a certain ratio, which is the ratio of the number of passengers departing from station s to the number of passengers departing from station s, as shown in formula (25). The number of passengers boarding at station s and heading to station s' on the up train i is shown in formula (26).

[0108]

[0109] 7) Number of stranded passengers

[0110] The number v of passengers whose destination is s' left by the up train i at station s i,s,s' is the number of passengers waiting at the platform W i,s,s' Number of passengers on board The difference is shown in equation (27). The number of passengers stranded by the up train i at station s is shown in equation (28).

[0111]

[0112] In the nonlinear constraint (24), the minimum value of the two is taken. A 0-1 auxiliary variable u is introduced i,s , as shown in formula (29) to formula (33):

[0113]

[0114] u i,s ∈{0,1}(33)

[0115] Equations (29) to (33) linearize the nonlinear constraint (24) in the model, so the model is a mixed integer linear programming model and can be solved using a solver. However, the scale of the model is directly related to the number of trains and stations, and as the scale of the problem increases, the number of variables and constraints increases significantly. Directly using the solver to solve large-scale cases will lead to a sharp increase in time consumption. In the future, an optimization algorithm can be designed to solve the problem.

[0116] Example 2

[0117] This embodiment 2 provides a non-transitory computer-readable storage medium, wherein the non-transitory computer-readable storage medium is used to store computer instructions. When the computer instructions are executed by a processor, the train virtual marshaling scheduling method in the railway section interruption scenario as described above is implemented. The method includes:

[0118] Taking the minimum total waiting time of passengers as the optimization goal, a train scheduling model suitable for one-way section interruption of urban or suburban railways is constructed; the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and only two trains must be able to maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers;

[0119] The train scheduling model is solved to obtain a train virtual marshaling scheduling plan.

[0120] Example 3

[0121] This embodiment 3 provides a computer device, including a memory and a processor, the processor and the memory communicate with each other, the memory stores program instructions executable by the processor, the processor calls the program instructions to execute the train virtual marshaling scheduling method in the railway section interruption scenario as described above, the method comprising:

[0122] Taking the minimum total waiting time of passengers as the optimization goal, a train scheduling model suitable for one-way section interruption of urban or suburban railways is constructed; the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and only two trains must be able to maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers;

[0123] The train scheduling model is solved to obtain a train virtual marshaling scheduling plan.

[0124] Example 4

[0125] This embodiment 4 provides an electronic device, including: a processor, a memory, and a computer program; wherein the processor is connected to the memory, the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory, so that the electronic device executes instructions for implementing the train virtual marshaling scheduling method in the railway section interruption scenario as described above, and the method includes:

[0126] Taking the minimum total waiting time of passengers as the optimization goal, a train scheduling model suitable for one-way section interruption of urban or suburban railways is constructed; the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and only two trains must be able to maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers;

[0127] The train scheduling model is solved to obtain a train virtual marshaling scheduling plan.

[0128] In summary, the virtual marshaling and dispatching method and system for trains in the interruption scenario of urban or suburban railway sections described in the embodiment of the present invention realizes the use of virtual marshaling technology to cope with the train dispatching control in the interruption scenario of urban (suburban) railway one-way sections by establishing an optimization model, realizes the mathematical modeling expression of the strategy of virtual reconnection of two-way trains through a single-line section, realizes the scientific modeling and mathematical characterization of virtual marshaling train dispatching, takes the minimum total waiting time of passengers as the objective function, considers the constraints of the number of virtual marshaling, train operation and passenger boarding, and establishes a mixed integer linear programming model. If the interruption section is long, the time for a one-way train to pass through the single-line section will be extended accordingly, resulting in an increase in the waiting time of passengers in the opposite direction. In this case, the advantage of this strategy in reducing the overall passenger waiting time is no longer so significant.

[0129] Compared with the traditional reverse driving strategy, the present invention can more effectively reduce the number of stranded passengers, reduce the waiting time of passengers, and improve the efficiency of train dispatching. In the case of a one-way section interruption of the urban (suburban) railway, especially when passengers gather in the interrupted section, it is easy to cause passenger detention. After the traditional reverse driving strategy is adopted for dispatching, the passenger detention phenomenon basically occurs in the interrupted section, but the reverse driving strategy combined with virtual marshaling technology proposed in the present invention can better solve this problem. While waiting for the opposite train to pass through the single-line section, the two-way train virtually reconnects with another train, enters and exits the single-line section in the form of a large marshaling train, shortens the train driving interval, and increases the train capacity of the single-line section. It is essentially equivalent to improving the transportation efficiency, and can transport passengers in the interrupted section more quickly, thereby avoiding the occurrence of passenger detention to a greater extent, reducing the adverse effects of the interruption event, and better serving passengers under limited conditions.

[0130] Existing solutions are mainly concentrated in the urban rail transit system, and there are few studies on the adjustment of train operation for section interruption applied to urban (suburban) railways. The traditional reverse driving strategy can also achieve the purpose of the invention to a certain extent and reduce the total waiting time of passengers, but it is limited by conditions such as fixed formation, line capacity, and station settings, and the dispatching strength is limited. Although the reverse driving strategy can serve all stations and passengers can reach their destination without transferring, the one-way section cannot be occupied by trains in two directions at the same time. In this case, the line capacity will be significantly reduced. The technical solution of the present invention has greater advantages. The train enters the single-line section in the form of a large-scale train, and the line transportation capacity can be greatly improved. It is also superior to the reverse driving strategy in terms of reducing the total waiting time of passengers, the time passengers spend in the station, and the waiting time of stranded passengers.

[0131] Those skilled in the art will appreciate that embodiments of the present invention may be provided as methods, systems, or computer program products. Therefore, the present invention may take the form of a complete hardware embodiment, a complete software embodiment, or an embodiment combining software and hardware. Moreover, the present invention may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0132] The present invention is described with reference to flowcharts and / or block diagrams of methods, devices (systems), and computer program products according to embodiments of the present invention. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 A process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0133] These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing device to operate in a specific manner, so that the instructions stored in the computer-readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 A process or multiple processes and / or boxes Figure 1 A function specified in one or more boxes.

[0134] These computer program instructions can also be loaded onto a computer or other programmable data processing device, and a series of operating steps are executed on the computer or other programmable device to produce a computer-implemented process, so that the instructions executed on the computer or other programmable device provide for implementing the process. Figure 1 A process or multiple processes and / or boxes Figure 1 The steps for the functions specified in one or more boxes.

[0135] Although the above describes the specific implementation mode of the present invention in conjunction with the accompanying drawings, it is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that various modifications or variations that can be made by those skilled in the art without creative work on the basis of the technical solution disclosed in the present invention should be included in the scope of protection of the present invention.

Claims

1. A train virtual marshaling and dispatching method in a suburban or urban railway section interruption scenario, characterized in that: include: Taking the minimum total waiting time of passengers as the optimization goal, a train scheduling model suitable for one-way section interruption of urban or suburban railways is constructed; the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and only two trains must be able to maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers; The train scheduling model is solved to obtain a train virtual marshaling scheduling plan.

2. The train virtual marshaling and dispatching method in the suburban or urban railway section interruption scenario according to claim 1 is characterized in that: The passenger flow time granularity is 1 minute, and passengers arrive evenly within each time granularity. The passenger's waiting time at the station is the difference between his arrival time and the train departure time; the waiting time of stranded passengers is the product of the number of stranded passengers and their waiting time.

3. The train virtual marshaling and dispatching method in the railway section interruption scenario according to claim 1 is characterized in that: The arrival time of the up train i at the station s it serves is the sum of the departure time of the up train i at s' station and the interval running time between s' station and s station; The departure time of the up train i at station s is the sum of the arrival time and the stop time of the up train i at station s; The stop time of the up train i at station s must meet the maximum and minimum stop time constraints; Upward trains i and i+1 must meet the minimum departure interval before station m.

4. The train virtual marshaling and dispatching method in the suburban or urban railway section interruption scenario according to claim 3 is characterized in that: The single-track section takes driving safety into consideration. Therefore, if the station 2X+1-m is occupied by the down train l, that is, the down train l has priority over the up train i in passing through the single-track section, then the up train i must wait at the m-1 station for the down train l to leave the 2X+1-m station and pass a safe distance before the up train can enter the 2X+1-m station; if the station 2X+1-n is occupied by the up train i, that is, the up train i has priority over the down train l in passing through the single-track section, then the down train l must wait at the 2X-n station for the up train i to leave the 2X+1-n station and pass a safe distance before the down train can enter the 2X+1-n station; the single-track section occupied by the up train i and the down train l is unique, that is, if the up train i has priority over the down train l in passing through the single-track section, the down train l cannot have priority over the up train i in passing through the single-track section.

5. The train virtual marshaling and dispatching method in the suburban or urban railway section interruption scenario according to claim 1 is characterized in that: Introducing 0-1 variable λ i,s,n represents the departure time of train i at station s and the time nodes t1, t2, ..., t N With the help of this 0-1 variable, the number of passengers arriving within the departure interval of up train i and up train i-1 is the sum of the number of passengers arriving in all time units contained in the departure interval of the two trains. The number of passengers arriving in each time unit within the departure interval of up train i and up train i-1 is the number of passengers arriving in each time unit within the departure interval.

6. The train virtual marshaling and dispatching method in the suburban or urban railway section interruption scenario according to claim 1 is characterized in that: The nonlinear constraints in the train scheduling model are linearized, so the train scheduling model is a mixed integer linear programming model, which is solved by a solver; among them, the nonlinear constraint is that the number of passengers boarding the train at station s is equal to the smaller value between the number of waiting passengers and the remaining capacity of the train.

7. A train virtual marshaling and dispatching system for suburban or urban railway section interruption scenarios, characterized in that: include: A construction module is used to construct a train dispatching model suitable for one-way section interruption of urban or suburban railways with the minimum total waiting time of passengers as the optimization goal; wherein the total waiting time of passengers includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual marshaling constraints, train operation constraints and passenger boarding constraints; the virtual marshaling constraints are to take into account the platform length problem, and it is required to satisfy that only two trains can maintain a reconnected state; the train operation constraints include the train arrival and departure time relationship constraints, the train stop time relationship constraints, the train interval time constraints and the reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of getting off passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers and the number of stranded passengers; The solution module is used to solve the train scheduling model to obtain a train virtual marshaling scheduling plan.

8. A non-transitory computer-readable storage medium, characterized in that: The non-transitory computer-readable storage medium is used to store computer instructions. When the computer instructions are executed by the processor, the train virtual grouping and scheduling method in the suburban or urban railway section interruption scenario as described in any one of claims 1-6 is implemented.

9. A computer device, characterized in that: It includes a memory and a processor, the processor and the memory communicate with each other, the memory stores program instructions that can be executed by the processor, and the processor calls the program instructions to execute the train virtual grouping and scheduling method in the suburban or urban railway section interruption scenario as described in any one of claims 1-6.

10. An electronic device, characterized in that: include: A processor, a memory and a computer program; wherein the processor is connected to the memory, the computer program is stored in the memory, and when the electronic device is running, the processor executes the computer program stored in the memory so that the electronic device executes instructions for implementing the train virtual formation and scheduling method in the suburban or urban railway section interruption scenario as described in any one of claims 1-6.

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