A method for automatically compiling a shunting operation plan sheet at a railway freight station

Abstract

The present invention discloses a method for automatically compiling a shunting operation plan sheet for a railway freight station, comprising: S1, establishing maintenance of relevant basic information: for example, track management (track type, upper limit of the number of stored cars, etc.), line management and other basic functions, the main purpose of which is to facilitate subsequent current car simulation; S2, inputting current car task information, that is, the scheduling tasks on each track, the task refers to how many cars there are and which target track these cars are to go to, a track can have multiple tasks, and all the tasks are combined together to form current car information; S3, according to the current cars, using task splitting method, merging method, exclusion method, combination method and other methods, calculate the shunting operation plan with the shortest distance. The present invention enables the dispatcher of the freight station to quickly simulate the current car situation of the freight station, and quickly generate efficient and logical shunting operation sheets for guiding actual shunting operations, reducing the manpower cost of the station's scheduling work, and improving the generation efficiency of shunting operation sheets.

Description

Technical Field

[0001] The invention relates to the technical field of shunting operations at railway intermediate stations, and in particular to a method for automatically compiling a shunting operation plan sheet at a railway freight station. Background Art

[0002] Currently, most of the technologies related to railway station shunting operation plans are used to guide shunting operations at marshalling yards, such as Chinese patent CN202110913343.7, a railway passenger station shunting operation plan execution process simulation system, and Chinese patent CN201810598936.7, a method for compiling a shunting operation plan for detaching and coupling trains. However, no relevant technologies for guiding shunting operations at intermediate stations have been found so far, and the existing technologies cannot be directly applied to business scenarios for guiding shunting operations at intermediate stations. Therefore, with the increasing demand for shunting operations at intermediate stations, it has become urgent to develop a method for automatically compiling shunting operation plans for railway freight stations. Summary of the invention

[0003] The present invention provides a method for automatically compiling a shunting operation plan sheet for a railway freight station, and uses a new idea to solve the problem of automatically compiling a shunting operation plan sheet for a railway freight intermediate station in the prior art.

[0004] To achieve the above object, the present invention adopts the following technical solutions:

[0005] First, simulate the vehicle situation of each track in the station, then simulate the vehicle dispatching situation of each track, and finally, based on the existing vehicles, use task splitting method, merging method, elimination method, combination method and other methods to calculate the shortest distance shunting operation plan.

[0006] As a method for automatically compiling a railway freight station shunting operation plan sheet, the method includes the following steps:

[0007] S1. Establish the maintenance of relevant basic information, such as track management (track type, upper limit of the number of vehicles in storage, etc.), line management and other basic functions. The main purpose is to facilitate the subsequent current vehicle simulation.

[0008] S2. Input the current vehicle task information, that is, input the scheduling tasks on each track. The task refers to how many vehicles there are and which target track these vehicles are going to. One track can have multiple tasks.

[0009] S3. Based on the existing vehicles, use methods such as task splitting, merging, elimination, and combination to calculate the shortest shunting operation plan.

[0010] As a preferred embodiment of the above scheme, in step S1, the basic information of the system includes: track management: including track name, track classification (classified according to geographical location, station type, cargo type), track storage limit; signal line management: including departure track, arrival track, starting signal, transfer signal, and terminal signal.

[0011] As a preferred embodiment of the above scheme, in step S2, the current vehicle task information is input, that is, the scheduling tasks on each track are input. The task refers to how many vehicles there are and which target track these vehicles are going to. A track can have multiple tasks, and all tasks are combined together to form the current vehicle information. For example: Track 3 has task A [20 vehicles go to track 25], task B [15 vehicles go to track TH1]. In addition, it is also allowed that there are vehicles on the track but no tasks.

[0012] As a preferred embodiment of the above scheme, step S3 specifically includes the following points:

[0013] S301, task splitting, splitting the task into actual dispatching tasks of the station. For example, track 3 has task A [transport 20 vehicles to track 25], which can be split into task A1 [track 3+20] and task A2 [track 25-20].

[0014] S302. Use breadth-first search (BFS, which is actually a "carpet-style" search strategy that advances layer by layer, that is, first find the one closest to the starting vertex, then the second closest, and search outward in sequence) to simulate the combination of all tasks in sequence, such as task A1 first, then B1, or task B1 first, then A1. During the simulation process, the principle of hanging first and then picking must be followed, that is, if a task A is first split into hanging task A1 and picking task A2, then the hanging task must be completed first, and then the picking task.

[0015] S303, task merging. During the process of generating the plan, the target tracks of adjacent tasks are checked step by step. If the target tracks are consistent or the target track types are consistent, the tasks are merged and scheduled to reduce the scheduling distance.

[0016] S304, a solution to eliminate task sequence blocking, that is, some tasks have a strict sequence due to physical blocking. If they are not executed in sequence, the tasks cannot be completed. This solution should be eliminated.

[0017] S305. Eliminate the scheme that exceeds the upper limit of the track capacity. That is, during the execution of some tasks, the number of vehicles exceeds the vacant positions on the target track, resulting in the inability to execute the task. This scheme should be excluded.

[0018] S306. Finally, the number of pick-up and drop-down and the number of round trips of each solution are counted, and the solution with the least number of pick-up and drop-down and the least number of round trips is found as the final solution.

[0019] S307. Sort the results according to the number of unhooking and hooking times and the number of round trips. The fewer the number of unhooking and hooking times, the shorter the vehicle running distance and the higher the dispatching efficiency. The number of round trips refers to the number of times the vehicle is transported from the freight yard track to the station track, or from the station track to the freight yard track. The fewer the number, the shorter the vehicle running distance and the higher the efficiency. Note: Because the direct distance between the station and the freight yard set in this simulation is much larger than the internal dispatching of the station or the dispatching distance within the freight yard, the number of round trips is used as the criterion for judging the pros and cons of the scheme. If there are other distance factors that affect the dispatching distance, they can all be used as the judging criteria. That is, the core idea of ​​this patent is to use the dispatching vehicle running distance as the judging criterion.

[0020] Due to the above structure, the beneficial effects of the present invention are: by simulating the track conditions, vehicle conditions, vehicle grouping conditions, and vehicle scheduling requirements of the freight station, the scheduling requirements of vehicles on each track are finally simulated; then the scheduling tasks are split, and the breadth priority algorithm is used to simulate all possible scheduling scenarios, and the target tracks of adjacent tasks are verified. If the target tracks are consistent or the target track types are consistent, the tasks are merged and scheduled to reduce the scheduling distance, exclude the solutions that block the task sequence, and exclude the solutions that exceed the track capacity limit. Finally, the number of unhooking and hooking and the number of round trips of each solution are counted, and the solution with the least number of unhooking and hooking and the least number of round trips is found as the final solution. The present invention enables the dispatcher of the freight station to quickly simulate the current vehicle situation of the freight station, and quickly generate efficient and logical shunting work orders to guide actual shunting operations, reduce the manpower cost of the station's scheduling work, and improve the generation efficiency of shunting work orders. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for describing the embodiments are briefly introduced below.

[0022] Figure 1 is a flow chart of the method of the present invention;

[0023] Figure 2 It is the system management interface of the present invention - the stock channel management diagram;

[0024] Figure 3 This is a simulation diagram of an existing vehicle of the present invention;

[0025] Figure 4 Results graph generated for the present invention;

[0026] Figure 5 A comparison chart of the results generated by the present invention and the actual job order. DETAILED DESCRIPTION

[0027] The technical solution of the present invention will be described clearly and completely below in conjunction with the accompanying drawings of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present invention.

[0028] like Figure 1 As shown, this embodiment provides a method for automatically compiling a railway freight station shunting operation plan, comprising the following steps:

[0029] S1. Establish maintenance of relevant basic information: such as track management (track type, upper limit of vehicle storage, etc.), line management and other basic functions. The main purpose is to facilitate subsequent vehicle simulation.

[0030] Regarding the upper limit of the track: for example, track 3, track 5, track N..., track TH1, the maximum parking limit is 60, which means that the track can accommodate a maximum of 60 vehicles, and vehicles exceeding 60 cannot enter the track. Assuming that 40 vehicles are parked on the track initially, a maximum of 20 vehicles are allowed to enter the track.

[0031] Description of track types: Track 3 and track 5 belong to the station yard, and track TH1 belongs to the freight yard. The classification is based on the actual spatial geographical location between the tracks. If the distance is close, they can be grouped together. This time, it is set that the distance between the station yard and the internal tracks of the freight yard is close, and the distance from the station yard to the freight yard is far.

[0032] S2. Input the current vehicle task information: that is, the scheduling tasks on each track. The tasks refer to: how many vehicles there are and which target tracks these vehicles will go to. A track can have multiple tasks. After confirming the target track of the task, the system will identify the task scheduling type.

[0033] Description of task scheduling types: If a vehicle is dispatched from within a station, it can be considered a station-to-station type; if it is dispatched within a freight yard, it can be considered a cargo-to-cargo type; if it is dispatched from a station to cargo, it can be considered a station-to-cargo type; and from cargo to a station, it can be considered cargo-to-station.

[0034] S3. Based on the existing vehicles, use methods such as task splitting, merging, elimination, and combination to calculate the shortest shunting operation plan.

[0035] In step S1, the basic system information includes:

[0036] Track management: including track name, track classification (based on geographical location, station type, cargo type), and track storage limit. Assume that there are currently tracks 3, 5, and TH1, and the track storage limit is 60. Among them, tracks 3 and 5 are station tracks, and track TH1 is a cargo yard track.

[0037] Signal line management: including departure track, arrival track, starting signal, transfer signal, and terminal signal; mainly used to mark which signals a vehicle passes through when it goes from track X to track Y.

[0038] In step S2, the current vehicle task information is input as follows:

[0039] Input the dispatching tasks on each track. The tasks refer to: how many vehicles there are and which target tracks these vehicles will go to. A track can have multiple tasks. All tasks are combined to form the current vehicle information.

[0040] For example: Track 3 has Task A [20 vehicles go to Track 25] and Task B [15 vehicles go to Track TH1]. The vehicles for Task 1 are on the outside, and the vehicles for Task 2 are on the inside. The tasks on the outside must be dispatched first before the vehicles on the inside can be dispatched.

[0041] For example: Track 5 has task C 20 vehicles going to track 25.

[0042] For example: On track TH1, there are 40 vehicles with no tasks and no movement.

[0043] The above-mentioned vehicle status table at the stations is as follows.

[0044] .

[0045] Step S3, calculation results: Use algorithms and business rules to calculate a plan that can complete all tasks. First, split the scheduling tasks, then merge the tasks with the same target track type to reduce the scheduling distance, exclude the plans that block the task sequence, exclude the plans that exceed the track capacity limit, and finally count the number of pick-up and drop-offs and the number of round trips for each plan, and find the plan with the least pick-up and drop-offs and the least number of round trips as the final plan. Step S3 specifically includes:

[0046] S301. Task splitting: split the tasks into the actual dispatching tasks of the station. For example, there is task A [transport 20 vehicles to track 25] on track 3, which can be split into task A1 [track 3+20] and task A2 [track 25-20]. Then all tasks can be split into task units as shown in the following table. To complete all tasks, all subtasks must be completed.

[0047] .

[0048] S302. Use breadth-first search (BFS, which is actually a "carpet-style" search strategy that advances layer by layer, that is, first find the one closest to the starting vertex, then the next closest, and search outward in sequence) to simulate the combination plan of all tasks in sequence, that is, take any task as the starting point and start simulating the execution process of all tasks. During the simulation process, the principle of hanging first and then picking must be followed. That is, if a task A is first split into a trailer task A1 and a pick-up task A2, then the trailer task must be completed first and then the pick-up task. It is impossible to pick up the car first and then trailer.

[0049] Because it is not certain which task to start with, there are many ways to complete the task, such as task A1 first, then B1, or task B1 first, then A1.

[0050] To complete all the tasks shown in Task List 1, use the BFS algorithm. Let's assume that we start from a certain task and generate a solution. For example, the following is an example:

[0051] Plan 1: Complete tasks A1 and A2 first, then complete tasks B1 and B2, and finally complete tasks C1 and C2. The simulation result of the work order is:

[0052] Plan 2: Complete A1 and A2 first, then complete C1 and C2, and finally complete B1 and B2;

[0053] Plan 3: Complete C1 and C2 first, then complete A1 and A2, and finally complete B1 and B2;

[0054] Plan 4: Complete C1 and C2 first, then complete B1 and B2, and finally complete A1 and A2;

[0055] Plan 5: Complete B1 and B2 first, then complete A1 and A2, and finally complete C1 and C2;

[0056] Plan 6: Complete B1 and B2 first, then complete C1 and C2, and finally complete A1 and A2;

[0057] Plan 7: Complete A1 and B1 first, then complete B2 and A2, and finally complete C1 and C2;

[0058] Plan 8: Complete A1 and C1 first, then complete C2 and A2, and finally complete B1 and B2;

[0059] Plan 9: Complete A1, B1, C1 first, then complete C2, B2, A1;

[0060] There are many solutions, and I will not list them all here. The more tasks there are, the number of possibilities increases exponentially, so the BFS algorithm is needed to poll and verify the feasibility of each solution.

[0061] S303, task merging, checking the target tracks of adjacent tasks, if the target tracks are consistent or the target track types are consistent, the tasks are merged and scheduled to reduce the scheduling distance. In order to reduce the number of pick-up and drop-off times, they are scheduled together if they are on the way, thereby improving scheduling efficiency.

[0062] For example, in Plan 8, first complete tasks A1 and C1, then complete C2 and A2. According to the principle of task merging, since the target track types of C2 and A1 are the same, the tasks can be merged into C2&A2, and then complete B1 and B2. The simulation result of the work order is as follows.

[0063] .

[0064] S304, a solution to eliminate task sequence blocking, that is, some tasks have a strict sequence due to physical blocking. If they are not executed in sequence, the tasks cannot be completed. This solution should be eliminated.

[0065] For example, plan 5: complete B1, B2 first, then complete A1, A2, and finally complete C1, C2. The problem with this plan is that to complete B1, A1 must be completed first, because the vehicles involved in A1 are outside the track, and the vehicles outside must be moved away first to dispatch the vehicles inside. Therefore, this plan will be excluded in the algorithm calculation process.

[0066] S305. Eliminate the scheme that exceeds the upper limit of the track capacity. That is, during the execution of some tasks, the number of vehicles exceeds the vacant positions on the target track, resulting in the inability to execute the task. This scheme should be excluded.

[0067] For example, Plan 9: complete C1, A1, B1 first, and then complete B2, A2, C2. Because the upper limit of the number of vehicles stored on the track is set at 60, and the total number of connected vehicles is 40 when the plan is executed to B2, and there are only 20 vacant positions on track TH1, the plan is not passed.

[0068] .

[0069] S306. Finally, the number of pick-up and drop-down and the number of round trips of each solution are counted, and the solution with the least number of pick-up and drop-down and the least number of round trips is found as the final solution.

[0070] S307. Sort the results according to the number of unhooking and hooking times and the number of round trips. The fewer the number of unhooking and hooking times, the shorter the vehicle running distance and the higher the dispatching efficiency. The number of round trips refers to the number of times the vehicle is transported from the freight yard track to the station track, or from the station track to the freight yard track. The fewer the number, the shorter the vehicle running distance and the higher the efficiency. Note: Because the direct distance between the station and the freight yard set in this simulation is much larger than the internal dispatching of the station or the dispatching distance within the freight yard, the number of round trips is used as the criterion for judging the pros and cons of the scheme. If there are other distance factors that affect the dispatching distance, they can all be used as the judging criteria. That is, the core idea of ​​this patent is to use the dispatching vehicle running distance as the judging criterion.

Claims

1. A method for automatically compiling a shunting operation plan sheet for a railway freight station, characterized in that: The following steps are involved: S1. Establish the maintenance of relevant basic information, such as track management (track type, upper limit of vehicle storage, etc.), line management and other basic functions, the main purpose is to facilitate the subsequent current vehicle simulation; S2. Input the current vehicle task information, i.e., the dispatching tasks on each track. The task refers to how many vehicles there are and which target track these vehicles are going to. One track can have multiple tasks. S3. Based on the existing vehicles, use methods such as task splitting, merging, elimination, and combination to calculate the shortest shunting operation plan.

2. The method for automatically compiling a railway freight station shunting operation plan sheet according to claim 1, characterized in that: In step S1, the basic system information includes: Track management: including track name, track classification (based on geographical location, station type, cargo type), track storage limit; Signal line management: including departure track, arrival track, starting signal, transfer signal and terminal signal.

3. The method for automatically compiling a railway freight station shunting operation plan sheet according to claim 1, characterized in that: In step S2, the current vehicle task information is input, that is, the scheduling tasks on each track. The task refers to how many vehicles there are and which target track these vehicles are going to. A track can have multiple tasks, and all tasks are combined to form the current vehicle information. For example: Track 3 has task A [20 vehicles go to track 25], task B [15 vehicles go to track TH1]. In addition, it is allowed that there are vehicles on the track but no tasks.

4. The method for automatically compiling a railway freight station shunting operation plan sheet according to claim 1, characterized in that: Calculate the results. First, split the scheduling tasks. Then use the breadth priority algorithm to simulate all possible scheduling scenarios. Verify the target tracks of adjacent tasks. If the target tracks are consistent or the target track types are consistent, merge the tasks to reduce the scheduling distance. Eliminate the solutions that block the task sequence and exceed the track capacity limit. Finally, count the number of pick-up and drop-offs and the number of round trips for each solution. Find the solution with the least pick-up and drop-offs and the least number of round trips as the final solution. Step S3 specifically includes: S301, task splitting, splitting the task into actual dispatching tasks of the station, for example, task A [transport 20 vehicles to track 25] on track 3 can be split into task A1 [track 3+20] and task A2 [track 25-20]; S302, using breadth-first search (BFS, which is actually a "carpet-style" layer-by-layer search strategy, that is, first looking for the closest vertex to the starting vertex, then the next closest, and so on) to simulate the combination solutions to achieve all tasks in sequence; S303, task merging, checking the target tracks of adjacent tasks, if the target tracks are consistent or the target track types are consistent, the tasks are merged and scheduled to reduce the scheduling distance; S304, a solution to eliminate task sequence blocking, that is, some tasks have a strict sequence due to physical blocking. If they are not executed in sequence, the tasks cannot be completed. This solution should be eliminated; S305, exclude the scheme that exceeds the upper limit of the track capacity, that is, during the execution of some tasks, the number of vehicles exceeds the vacant positions of the target track, resulting in the inability to execute the task. This scheme should be excluded; S306, finally counting the number of hang-ups and the number of round trips of each solution, and finding the solution with the least hang-ups and the least number of round trips as the final solution; S307. Sort the results according to the number of unhooking and hooking times and the number of round trips. The fewer the number of unhooking and hooking times, the shorter the vehicle running distance and the higher the dispatching efficiency. The number of round trips refers to the number of times the vehicle is transported from the freight yard track to the station track, or from the station track to the freight yard track. The fewer the number, the shorter the vehicle running distance and the higher the efficiency. Note: Because the direct distance between the station and the freight yard set in this simulation is much larger than the internal dispatching of the station or the dispatching distance within the freight yard, the number of round trips is used as the criterion for judging the pros and cons of the scheme. If there are other distance factors that affect the dispatching distance, they can all be used as the judging criteria. That is, the core idea of ​​this patent is to use the dispatching vehicle running distance as the judging criterion.

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