Train virtual marshaling and dispatching method and system in suburban or urban railway section interruption scenarios

Abstract

This invention provides a virtual train formation scheduling method and system for suburban or urban railway sections experiencing disruptions. Belonging to the field of train operation scheduling technology, it constructs a train scheduling model suitable for unidirectional section disruptions in urban or suburban railways, with the optimization objective of minimizing total passenger waiting time. Solving the train scheduling model yields a virtual train formation scheduling scheme. This invention can more effectively reduce the number of stranded passengers, decrease passenger waiting time, and improve train scheduling efficiency. While waiting for the opposite train to pass through the single-track section, trains in both directions are virtually coupled with another train, entering and exiting the single-track section as large-formation trains. This shortens train intervals, increases the train capacity of the single-track section, improves transportation efficiency, and enables faster transportation of passengers in the disrupted section, thereby minimizing passenger congestion, reducing the adverse effects of disruptions, and better serving passengers under limited conditions.

Description

Technical Field

[0001] This invention relates to the field of train operation scheduling technology, specifically to a virtual train formation scheduling method and system applicable to scenarios of interruption in suburban or urban railway sections. Background Technology

[0002] In suburban railway systems, when operational disruptions occur due to line faults, emergencies, or extreme weather, operators need to implement train scheduling strategies to ensure the continuity and safety of passenger travel. Existing research mainly focuses on train operation adjustments during urban rail transit line interruptions, with limited research applied to suburban railway systems. When a line interruption occurs, short-route, single-track bidirectional, reverse-running, or combined strategies can be used for train scheduling adjustments. Short-route strategies are typically suitable for bidirectional interruptions and are widely used in practice. Single-track bidirectional and reverse-running strategies are more suitable for unidirectional interruptions, but the former often needs to be combined with short-route strategies and involves more passenger transfers. The reverse-running strategy involves trains traveling in the interrupted direction crossing the crossover to enter the opposite track and then returning to their original direction via the crossover. This strategy can serve passengers at all stations, maintain a certain level of transport service in the interrupted section, and allow passengers whose origin and destination are located on opposite sides of the interrupted section to avoid unnecessary transfers.

[0003] In recent years, there has been some research on virtual train formation in rail transit, but it has mainly focused on the study of operation schemes and train operation optimization under virtual formation. The application of virtual formation technology in train scheduling is still relatively limited in the study of interruptions in urban (suburban) railway sections. Chinese invention patent application No. 202210341670.4 provides a method for adjusting the operation of urban rail transit trains by combining virtual formation technology and using reverse tracks to pass through unidirectional interruption sections. Before entering the unidirectional section through the crossover, two trains in the interruption direction that failed to pass through the interruption section are coupled into a large formation train based on vehicle-to-vehicle communication virtual formation technology and pass through the crossover in a large formation form. After passing through the crossover, the trains are decoupled and further organized at different locations according to the actual passenger flow and train turnover needs. This patent provides a train scheduling strategy based on virtual formation technology, but it lacks the specific implementation process and scientific modeling of the strategy.

[0004] In research on scheduling strategies to address section disruptions, most studies employ short-route strategies, while some utilize reverse train operation or single-track bidirectional strategies. However, these strategies all belong to traditional train scheduling methods within traditional transportation organization models, primarily applied to urban rail transit systems. Limited by fixed train formations and line capacity, their scheduling efficiency is low. Reverse train operation is suitable for solving unidirectional disruptions, but because a single-track section cannot be occupied by trains from both directions simultaneously, its limited transport capacity leads to increased train intervals, significantly impacting line capacity and increasing passenger waiting times, thus reducing travel efficiency. Regarding virtual train formation technology, current research mainly focuses on its concept, advantages, train control technology, and transportation organization model optimization. Some studies have proposed the concept and strategies for virtual train formation scheduling; however, the specific modeling and implementation process has not received sufficient attention, leaving a research gap. Summary of the Invention

[0005] The purpose of this invention is to provide a method and system for virtual train formation scheduling in the event of railway section interruption, so as to solve at least one of the technical problems existing in the background art.

[0006] To achieve the above objectives, the present invention adopts the following technical solution:

[0007] In a first aspect, the present invention provides a method for virtual train formation scheduling in the event of a railway section interruption, comprising:

[0008] With the goal of minimizing total passenger waiting time, a train scheduling model suitable for one-way section interruptions on urban or suburban railways is constructed. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. Passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers.

[0009] The train scheduling model is solved to obtain a virtual train formation scheduling scheme.

[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 waiting time of a passenger at the station is the difference between its 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.

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

[0012] As a further limitation of the first aspect of the present invention, considering traffic safety, if station 2X+1-m is occupied by downline train l, that is, downline train l has priority over upline train i in passing through the single-track section, then upline train i must wait at station m-1 for downline train l to leave station 2X+1-m and pass a safe distance before upline train i can enter station 2X+1-m; if station 2X+1-n is occupied by upline train i, that is, upline train i has priority over downline train l in passing through the single-track section, then downline train l must wait at station 2X-n for upline train i to leave station 2X+1-n and pass a safe distance before downline train l can enter station 2X+1-n; the occupation of the single-track section by upline train i and downline train l is unique, that is, if upline train i has priority over downline train l in passing through the single-track section, then downline train l cannot have priority over upline 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 This represents the departure time of train i from station s and the time nodes t1, t2, ..., t3. N With the help of this 0-1 variable, the number of passengers arriving in the departure interval of train i and train i-1 is the sum of the number of passengers arriving in all time units included in the departure interval of the two trains. The number of passengers arriving in each time unit in the departure interval of train i and train i-1 is the number of passengers arriving in each time unit in 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] Secondly, the present invention provides a virtual train formation scheduling system for railway section interruption scenarios, comprising:

[0016] The construction module is used to build a train scheduling model suitable for one-way section interruptions on urban or suburban railways, with the optimization objective of minimizing the total passenger waiting time. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival and departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. The passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers.

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

[0018] Thirdly, the present invention provides a non-transitory computer-readable storage medium for storing computer instructions, which, when executed by a processor, implement the virtual train formation scheduling method under railway section interruption scenarios as described in the first aspect.

[0019] Fourthly, the present invention provides a computer device including a memory and a processor, wherein 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 virtual train formation scheduling method in the railway section interruption scenario as described in the first aspect.

[0020] Fifthly, the present invention provides an electronic device, comprising: 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 to cause the electronic device to execute instructions for implementing the virtual train formation scheduling method under the railway section interruption scenario as described in the first aspect.

[0021] The beneficial effects of this invention are as follows: Compared with the traditional reverse train strategy, it can more effectively reduce the number of stranded passengers, reduce passenger waiting time, and improve train dispatching efficiency. While waiting for the opposite train to pass through the single-track section, trains in both directions are virtually coupled with another train, entering and leaving the single-track section as a large-formation train. This shortens the train interval and improves transportation efficiency by increasing the train capacity of the single-track section. It can transport passengers in the interrupted section more quickly, thereby avoiding passenger congestion to a greater extent, reducing the adverse effects of interruption events, and better serving passengers under limited conditions.

[0022] The advantages of additional aspects of the invention will be set forth more clearly in the following description or will be learned by practice of the invention. Attached Figure Description

[0023] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

[0025] Embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

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

[0027] It should also be understood that terms such as those defined in general dictionaries should be understood to have meanings consistent with their meanings in the context of the prior art, and should not be interpreted in an idealized or overly formal sense unless defined as here.

[0028] Those skilled in the art will understand that, unless specifically stated otherwise, the singular forms “a,” “an,” “the,” and “the” used herein may also include the plural forms. It should be further understood that the term “comprising” as used in this specification means the presence of the stated 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, references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the present invention. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of those different embodiments or examples.

[0030] To facilitate understanding of the present invention, the present invention will be further explained and described below with reference to the accompanying drawings and specific embodiments, 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 accompanying drawings are merely schematic diagrams of embodiments, and the components in the drawings are not necessarily essential for implementing the present invention.

[0032] This invention aims to address the problem of low train scheduling efficiency in the event of unidirectional section interruptions in urban (suburban) railways. Based on virtual train formation technology, this invention constructs a train scheduling model suitable for unidirectional section interruptions in urban (suburban) railways, enabling flexible train formation. This method effectively solves the problems of large-scale passenger congestion in the interrupted section caused by the traditional reverse train operation strategy after an interruption event, as well as the increased train departure intervals, underutilization of line transport capacity, and reduced passenger travel efficiency. The virtual train formation scheduling method proposed in this invention can achieve real-time online coupling and uncoupling, shorten train tracking intervals, fully adjust transport capacity to adapt to changes in passenger flow, improve the throughput of the interrupted section, enhance passenger travel service levels, and improve the overall operational stability of the urban (suburban) railway system. This invention's train scheduling method, by combining virtual train formation technology with traditional reverse train operation strategies, breaks through the bottlenecks of existing transportation organization models. Trains utilize car-to-car wireless communication instead of physical couplers, maintaining the same speed and minimal intervals for coordinated operation. This enables real-time and rapid coupling or decoupling during operation, shortening train tracking intervals. It also considers the characteristics of urban (suburban) railway system line / station settings, train operation, and train formation. In the event of a unidirectional section interruption, trains in both directions are virtually coupled together to operate as large-formation trains within a single-line section. This significantly increases passenger capacity, enhances the transport capacity of the single-line section, and alleviates passenger congestion in interrupted sections to a greater extent, reducing passenger waiting and congestion times. This fills the gap in train scheduling methods for urban (suburban) railway systems with section interruptions under virtual train formation technology.

[0033] Example 1

[0034] In this embodiment 1, a virtual train formation scheduling system for railway section interruption scenarios is first provided, including: a construction module, used to construct a train scheduling model suitable for unidirectional section interruptions on urban or suburban railways with the optimization objective of minimizing the total passenger waiting time; wherein, the total passenger waiting time includes the waiting time of passengers at the station and the waiting time of stranded passengers; the constraints include virtual formation constraints, train operation constraints, and passenger boarding constraints; the virtual formation constraints take into account the platform length problem and require that only two trains can maintain a coupled state; the train operation constraints include train arrival and departure time relationship constraints, train stop time relationship constraints, train interval time constraints, and reverse operation safety constraints; the passenger boarding constraints include the number of arriving passengers, the number of waiting passengers, the number of disembarking passengers, the number of passengers on board, the remaining passenger capacity, the number of boarding passengers, and the number of stranded passengers; and a solution module, used to solve the train scheduling model to obtain a virtual train formation scheduling scheme.

[0035] In this embodiment, the aforementioned system is used to implement a virtual train formation scheduling method applicable to suburban or urban railway section interruption scenarios. For unidirectional section interruption scenarios in urban (suburban) railways, a reverse train operation strategy based on virtual formation is proposed: trains achieve efficient passage of trains in both directions within a single-track section through virtual coupling. Taking the coupling of trains in the upstream direction as an example, the preceding and following trains run in a tracking manner. The preceding train stops at the station before entering the single-track section and allows passengers to board and alight, waiting for the following train to enter the station and couple with the preceding train. Simultaneously, passenger boarding and alighting are also carried out. The two trains, in the form of a coupled large formation, enter the single-track section through crossovers, turnaround lines, and other wiring configurations, and then return to the upstream line via crossovers, running to the terminal station as coupled trains. Only one direction of trains can pass through the single-track section at a time; trains in the other direction must wait for the opposing train to completely pass through the single-track section before entering. This waiting mechanism coordinates and offsets the potential long waiting time for the preceding train to couple with the following train during station coupling operations, achieving optimization and efficiency improvement in train operation. Furthermore, coupling two trains at a station requires ensuring the platform can accommodate both trains simultaneously. If the platform length is insufficient, the middle of the platform is used as the reference point for both the preceding and following trains. For the portion exceeding the platform length, the train stops outside the platform. Passengers disembark at the nearest platform door. Boarding passengers first enter through the platform door and then move to the carriages outside the platform, depending on their layout. This arrangement ensures smooth passenger flow while maximizing platform space utilization, achieving efficient passenger boarding and alighting during train coupling.

[0036] In this embodiment, it is assumed that the interruption scenario occurs in the uplink direction, and the interruption interval is between stations m and n. Figure 1As shown. Upbound train i and upbound train i+1 can be coupled together at stations within the range {1,2,...,m-1}, and then enter the single-track section in the opposite direction as coupled trains, i.e., between stations 2X+1-m and 2X+1-n, before returning to the upbound line via a crossover. Downbound train l and downbound train l+1 can be coupled together at stations within the range {X+1,X+2,...,2X-n}, and then pass through the single-track section as coupled trains and continue operating.

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

[0038] (1) Trains are not allowed to cross at any point on the track, and skipping stops are not considered.

[0039] (2) The running time between sections remains fixed, while the stopping time can be adjusted appropriately.

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

[0041] (4) It does not take into account situations where passengers switch to other modes of transportation or give up their trips due to excessively long waiting times.

[0042] (5) Assume that there are sufficient rolling stock resources to meet the needs of train scheduling.

[0043] In this embodiment, the sets and elements used are described in Table 1, the meanings of parameter symbols are described in Table 2, the intermediate variable symbols are described in Table 3, and the decision variable symbols are described in Table 4.

[0044] Table 1. Description of Sets and Elements

[0045]

[0046] Table 2 Parameter Description

[0047]

[0048] Table 3 Explanation of Intermediate Variables

[0049]

[0050]

[0051] Table 4. Explanation of Decision Variables

[0052]

[0053] In this embodiment, after the section is interrupted, in order to maintain the level of transportation service and reduce safety hazards, the model proposed in this invention aims to minimize the total waiting time of all passengers, so as to ensure that passengers arrive at their destination quickly and reduce the risk of long-term delays. The total passenger waiting time includes the waiting time of passengers at the station and the waiting time of stranded passengers, as shown in equation (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 passengers at the station is the difference between their 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 an average of 0.5 minutes; the second part is that passengers who arrive and wait to board within each time granularity need to wait continuously until the train arrives, as shown in equation (2).

[0057]

[0058] (2) Waiting time for stranded passengers

[0059] The waiting time for stranded passengers is the product of the number of stranded passengers and their waiting time. The waiting time for 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 equation (3).

[0060]

[0061] In this embodiment, the constraints considering whether to double-run trains include virtual formation constraints, train operation constraints, and passenger boarding constraints. Taking the upstream train as an example, the constraints for the downstream train are basically the same as those for the upstream train.

[0062] (1) Virtual grouping constraints

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

[0064]

[0065] (2) Train operation constraints

[0066] 1) Train arrival and departure times

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

[0068]

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

[0070]

[0071] 2) Train stop time relationship

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

[0073]

[0074] 3) Train interval time constraints

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

[0076]

[0077] If trains i and i+1 are virtually coupled at station m, then the headway between trains i and i+1 after station m is considered to be 0; otherwise, the minimum headway must be met, as shown in equations (10) to (12).

[0078]

[0079] 4) Reverse operation safety constraints

[0080] For single-track sections, considering train safety, if station 2X+1-m is occupied by down-line train l, i.e. down-line train l has priority over up-line train i to pass through the single-track section, then up-line train i must wait at station m-1 for down-line train l to leave station 2X+1-m and pass a safe distance before up-line train i can enter station 2X+1-m, as shown in equation (13).

[0081]

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

[0083]

[0084] The single-track section occupied by the up-going train i and the down-going train l is unique. That is, if the up-going train i passes through the single-track section before the down-going train l, then the down-going train l cannot pass through the single-track section before the up-going train i, as shown in equation (15).

[0085]

[0086] (3) Passenger travel restrictions

[0087] 1) Number of arriving passengers

[0088] Introducing 0-1 variable λ i,s,n This represents the departure time of train i from station s and the time nodes t1, t2, ..., t3. N If the relationship, Greater than time node t n Then λ i,s,n =1; otherwise, λ i,s,n =0, as shown in equation (16).

[0089]

[0090] With the help of this 0-1 variable, the number of passengers arriving between the departure intervals of train i and train i-1 is the sum of the number of passengers arriving in all time units included in the departure intervals of the two trains, as shown in equation (17).

[0091]

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

[0093]

[0094] 2) Number of waiting passengers

[0095] The number of passengers waiting at station S for train i (going north) to go to station S' is (i-1) the number of passengers waiting at station S for train i' due to insufficient train capacity. i-1,s,s' plus time period The number of arriving passengers is shown in Equation (19). The total number of waiting passengers for the up-line train i at station s is shown in Equation (20).

[0096]

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

[0098] The number of passengers disembarking at station s on the up-going train i is the sum of the number of passengers boarding at stations before station s and ending at station s, as shown in equation (21).

[0099]

[0100] 4) Number of passengers on board

[0101] The number of passengers on the train i leaving station s is the passenger capacity of the 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 equation (22).

[0102]

[0103] 5) Remaining passenger capacity

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

[0105]

[0106] 6) Number of passengers boarding

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

[0108]

[0109] 7) Number of stranded passengers

[0110] The number of passengers (v) stranded at station s on train i with destination s' i,s,s' The number of passengers waiting on the platform, W i,s,s' With the number of passengers boarding The difference is shown in equation (27). The number of passengers stranded at station s on the up-going train i is shown in equation (28).

[0111]

[0112] In the nonlinear constraint (24), to take the minimum of the two, a 0-1 auxiliary variable u is introduced. i,s As shown in equations (29) to (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 that can be solved using a solver. However, the solution scale of the model is directly related to the number of trains and stations, and as the problem scale expands, the number of variables and constraints increases significantly. Directly using a 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 for storing computer instructions. When these computer instructions are executed by a processor, they implement the virtual train formation scheduling method under railway section interruption scenarios described above. The method includes:

[0118] With the goal of minimizing total passenger waiting time, a train scheduling model suitable for one-way section interruptions on urban or suburban railways is constructed. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. Passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers.

[0119] The train scheduling model is solved to obtain a virtual train formation scheduling scheme.

[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 that can be executed by the processor. The processor calls the program instructions to execute the virtual train formation scheduling method under the railway section interruption scenario described above. The method includes:

[0122] With the goal of minimizing total passenger waiting time, a train scheduling model suitable for one-way section interruptions on urban or suburban railways is constructed. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. Passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers.

[0123] The train scheduling model is solved to obtain a virtual train formation scheduling scheme.

[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, and the computer program is stored in the memory. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions to implement the virtual train formation scheduling method under the railway section interruption scenario described above. The method includes:

[0126] With the goal of minimizing total passenger waiting time, a train scheduling model suitable for one-way section interruptions on urban or suburban railways is constructed. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. Passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers.

[0127] The train scheduling model is solved to obtain a virtual train formation scheduling scheme.

[0128] In summary, the train virtual formation scheduling method and system described in this invention, applicable to scenarios of interruption in urban or suburban railway sections, achieves train scheduling control in unidirectional section interruption scenarios of urban (suburban) railways by establishing an optimization model. It realizes the mathematical modeling expression of virtual double-unit trains in both directions through a single-track section strategy, and achieves scientific modeling and mathematical characterization of virtual formation train scheduling. With minimizing the total passenger waiting time as the objective function, and considering constraints from the number of virtual formations, train operation, and passenger boarding, a mixed-integer linear programming model is established. If the interruption section is long, the time for trains in one direction to pass through the single-track section will be correspondingly extended, leading to an increase in the waiting time for 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 to traditional reverse train operation strategies, this invention more effectively reduces the number of stranded passengers, shortens waiting times, and improves train dispatching efficiency. In the event of a one-way interruption on urban (suburban) railways, especially when passenger congestion occurs in the interrupted section, passenger congestion is likely to occur. While traditional reverse train operation strategies primarily result in passenger congestion occurring in the interrupted section, the reverse train operation strategy proposed in this invention, incorporating virtual train formation technology, effectively solves this problem. While waiting for the opposite train to pass through the single-track section, trains in both directions virtually couple with another train, entering and exiting the single-track section as a large train formation. This shortens train intervals and, by increasing the train capacity of the single-track section, effectively improves transportation efficiency, enabling faster transport of passengers from the interrupted section. This significantly reduces passenger congestion, mitigates the adverse effects of interruptions, and better serves passengers under limited conditions.

[0130] Existing solutions mainly focus on urban rail transit systems, with limited research on adjusting train operation during section interruptions in suburban railways. Traditional reverse-training strategies can achieve the invention's objective to some extent, reducing total passenger waiting time, but their effectiveness is limited by fixed train formations, line capacity, and station layout. While reverse-training can serve all stations, allowing passengers to reach their destinations without transfers, one-way sections cannot be occupied by trains from both directions simultaneously, significantly reducing line capacity. The technical solution of this invention offers greater advantages: trains enter single-track sections in large formations, greatly improving line transport capacity and outperforming reverse-training strategies in reducing total passenger waiting time, passenger station time, and waiting time for stranded passengers.

[0131] It will be understood by those skilled in the art that embodiments of the present invention may be provided as methods, systems, or computer program products. Thus, the present invention may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware. Furthermore, 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 magnetic 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 flowcharts and / or block diagrams, as well as combinations of processes and / or blocks in the flowcharts and / or block diagrams, 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 flowcharts and / or block diagrams. 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 that can direct a computer or other programmable data processing device to work 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 The function specified in one or more boxes.

[0134] These computer program instructions may also be loaded onto a computer or other programmable data processing equipment, whereby a series of operational steps are performed to produce a computer-implemented process, thereby providing instructions that execute on the computer or other programmable equipment for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0135] While the specific embodiments of the present invention have been described above in conjunction with the accompanying drawings, this is not intended to limit the scope of protection of the present invention. Those skilled in the art should understand that, based on the technical solutions disclosed in the present invention, various modifications or variations that can be made by those skilled in the art without creative effort should be included within the scope of protection of the present invention.

Claims

1. A method for virtual train formation scheduling in the event of a disruption in a suburban or urban railway section, characterized in that, include: With the goal of minimizing the total passenger waiting time, a train dispatching model suitable for unidirectional section interruptions on urban or suburban railways is constructed. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. The passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers. The arrival time of an upward train i at its serving station s is the sum of the departure time of upward train i at station s' and the interval travel time between stations s' and s. The departure time of upward train i at station s is the sum of the arrival time and stop time of upward train i at station s. The dwell time of train i at station s must meet the maximum and minimum dwell time constraints; the up-line trains i and i+1 must meet the minimum departure interval before station m; considering traffic safety in single-track sections, if station 2X+1-m is occupied by down-line train l, i.e., down-line train l has priority over up-line train i in passing through the single-track section, then up-line train i must wait at station m-1 for down-line train l to leave station 2X+1-m and pass a safe distance before it can enter station 2X+1-m; if Station 2X+1-n is occupied by northbound train i, meaning northbound train i has priority over southbound train l in passing through the single-track section. Therefore, southbound train l must wait at station 2X-n for northbound train i to leave station 2X+1-n and travel a safe distance before it can enter station 2X+1-n. The occupation of the single-track section by northbound train i and southbound train l is unique; that is, if northbound train i has priority over southbound train l in passing through the single-track section, then southbound train l cannot have priority over northbound train i in passing through the single-track section. The train scheduling model is solved to obtain a virtual train formation scheduling scheme.

2. The virtual train formation scheduling method for suburban or urban railway sections under interruption scenarios as described in claim 1, characterized in that, The passenger flow time granularity is 1 minute, and passengers arrive evenly within each time granularity. The waiting time of passengers at the station is the difference between their 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 virtual train formation scheduling method for suburban or urban railway sections under interruption scenarios as described in claim 1, characterized in that, Introducing 0-1 variable λ i,s,n This represents the departure time of train i from station s and the time nodes t1, t2, ..., t3. N With the help of this 0-1 variable, the number of passengers arriving in the departure interval of train i and train i-1 is the sum of the number of passengers arriving in all time units included in the departure interval of the two trains. The number of passengers arriving in each time unit in the departure interval of train i and train i-1 is the number of passengers arriving in each time unit in the departure interval.

4. The virtual train formation scheduling method for suburban or urban railway sections under interruption scenarios as described in claim 1, characterized in that, The nonlinear constraints in the train scheduling model were linearized, so the train scheduling model is a mixed integer linear programming model, which is solved using 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.

5. A virtual train formation scheduling system for suburban or urban railway sections experiencing disruptions, characterized in that, include: The module is used to construct a train scheduling model suitable for one-way section interruptions on urban or suburban railways, with the optimization objective of minimizing the total passenger waiting time. The total passenger waiting time includes both station waiting time and waiting time for stranded passengers. Constraints include virtual train formation constraints, train operation constraints, and passenger boarding constraints. The virtual train formation constraint, considering platform length, requires that only two trains can maintain a coupled state. Train operation constraints include train arrival / departure time relationships, train stop time relationships, train interval time constraints, and reverse operation safety constraints. The passenger boarding constraints include the number of arriving passengers, waiting passengers, disembarking passengers, on-board passengers, remaining passenger capacity, boarding passengers, and stranded passengers. The arrival time of an up-line train i at its serving station s is the sum of the departure time of up-line train i at station s' and the interval travel time between stations s' and s. The departure time of up-line train i at station s is the sum of the arrival time and stop time of up-line train i at station s. The sum of the two; the stopping time of the up-line train i at station s must meet the maximum and minimum stopping time constraints; the up-line trains i and i+1 must meet the minimum departure interval before station m; considering the safety of train operation in the single-track section, if station 2X+1-m is occupied by the down-line train l, that is, the down-line train l has priority to pass through the single-track section of the up-line train i, then the up-line train i must wait at station m-1 for the down-line train l to leave station 2X+1-m and pass a safe distance before the up-line train can enter station 2X+1-m; If station 2X+1-n is occupied by northbound train i, meaning northbound train i has priority over southbound train l in passing through the single-track section, then southbound train l must wait at station 2X-n for northbound train i to leave station 2X+1-n and travel a safe distance before it can enter station 2X+1-n. The occupation of the single-track section by northbound train i and southbound train l is unique; that is, if northbound train i has priority over southbound train l in passing through the single-track section, then southbound train l cannot have priority over northbound train i in passing through the single-track section. The solution module is used to solve the train scheduling model to obtain a virtual train formation scheduling scheme.

6. A non-transitory computer-readable storage medium, characterized in that, The non-transitory computer-readable storage medium is used to store computer instructions, which, when executed by a processor, implement the virtual train formation scheduling method for suburban or urban railway section interruption scenarios as described in any one of claims 1-4.

7. A computer device, characterized in that, The system includes a memory and a processor, which communicate with each other. The memory stores program instructions that can be executed by the processor. The processor calls the program instructions to execute the virtual train formation scheduling method for suburban or urban railway section interruption scenarios as described in any one of claims 1-4.

8. An electronic device, characterized in that, include: The device includes 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. When the electronic device is running, the processor executes the computer program stored in the memory to cause the electronic device to execute instructions that implement the virtual train formation scheduling method for suburban or urban railway section interruption scenarios as described in any one of claims 1-4.

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