Method and device for calculating trafficability of technical station under operation of heavy haul railway train group

Abstract

The invention provides a technical station trafficability method and device under heavy haul railway train group operation, and relates to the technical field of train group operation, and the method comprises the steps: obtaining basic data; carrying out model construction processing according to the basic data, and constructing a station capability optimization model taking the minimum train group delay time and the minimum throat area utilization rate as targets by combining the requirements of train group operation tracking interval, line resource occupation, time-space consistency and the like; solving the station capability optimization model by adopting a rolling time domain algorithm to obtain a technical station operation plan; and calculating technical station trafficability based on the technical station operation plan and a preset formula, wherein the technical station trafficability comprises throat area trafficability and arrival-departure line trafficability. The problem that an existing technical station trafficability calculation method cannot be used for technical station trafficability calculation under group operation is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of train group operation, and in particular to a method and device for calculating the throughput capacity of a technical station during the operation of a heavy-load railway train group. Background Art

[0002] The train group operation control system, referred to as group operation, is an emerging train control technology. The system uses wireless communication between trains to virtually marshal trains to replace traditional mechanical coupling of train couplers. It can reduce train intervals, increase traffic density, and simplify the operation organization of technical stations. It is an effective way to improve heavy-load railway transportation. The throughput capacity of a technical station refers to the number of trains that can be received and dispatched in all directions in a day and night under the existing equipment conditions of the technical station, using a reasonable technical operation process, including the throughput capacity of the throat area and the throughput capacity of the arrival and departure line. It is an important basis for the technical station to prepare operation plans and transform equipment and facilities.

[0003] Since the station interlocking system under group operation is different from the existing station interlocking system, the operation process of receiving, dispatching, combining and disassembling at the technical station under group operation has changed significantly. Therefore, the existing technical station capacity calculation method cannot be applied to the technical station under group operation. This is mainly manifested in that the existing calculation method cannot model the arrangement and release process of the receiving and dispatching routes under group operation, and the occupation process of the arrival and departure lines containing multiple positions. It does not consider the route conflicts and track occupation conflicts between operations at the track section level. These conflicts have an impact on the operation time of various trains. Therefore, it is difficult for the existing calculation method to accurately reflect the actual line occupation time. At the same time, the calculation results of the existing calculation method can only reflect the station capacity under a certain fixed operation condition. Summary of the invention

[0004] The purpose of the present invention is to provide a method and device for calculating the throughput capacity of a technical station under the operation of a heavy-load railway train group to improve the above-mentioned problem. In order to achieve the above-mentioned purpose, the technical solution adopted by the present invention is as follows:

[0005] In a first aspect, the present application provides a method for calculating the throughput capacity of a technical station when a heavy-load railway train group is running, comprising:

[0006] Acquiring basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters;

[0007] Model building and processing are performed based on the basic data, and by combining the tracking interval of train group operation, line resource occupancy and time-space consistency requirements, a station capacity optimization model with the goal of minimizing train group delay time and throat area utilization is constructed;

[0008] The station capacity optimization model is solved by using a rolling horizon algorithm to obtain a technical station operation plan;

[0009] The throughput capacity of the technical station is calculated based on the technical station operation plan and a preset formula, and the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

[0010] In a second aspect, the present application also provides a device for calculating the throughput capacity of a technical station during the operation of a heavy-load railway train group, comprising:

[0011] An acquisition module, used to acquire basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters;

[0012] A construction module is used to perform model construction processing according to the basic data, and to construct a station capacity optimization model with the goal of minimizing the delay time of the train group and minimizing the utilization rate of the throat area by combining the tracking interval of the train group operation, the line resource occupancy and the time-space consistency requirements;

[0013] A solution module, used for solving the station capacity optimization model by using a rolling horizon algorithm to obtain a technical station operation plan;

[0014] A calculation module is used to calculate the throughput capacity of the technical station based on the technical station operation plan and a preset formula, wherein the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

[0015] The beneficial effects of the present invention are as follows: the station throughput optimization model provided by the present invention can characterize the process of arranging and releasing the approach of the station interlocking system under group operation, and is suitable for calculating the throughput capacity of heavy-duty railway technical stations under group operation. At the same time, the technical station throughput capacity calculation method of the present invention takes into account the conflict between the approach and the station line, avoids the use of fixed operation time, and automatically formulates a technical station operation plan with the goal of optimizing the throughput capacity according to the model. The calculated line occupancy time is more in line with the actual situation, ensuring the accuracy of the calculation results. In addition, the technical station throughput capacity calculation method characterizes the characteristics of the station interlocking system under group and non-group conditions, and does not require fixed train routes and arrival and departure line application plans, and has strong flexibility.

[0016] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or be understood by implementing the embodiments of the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures particularly pointed out in the written description, claims, and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments are briefly introduced below. It should be understood that the following drawings only show certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other related drawings can be obtained based on these drawings without creative work.

[0018] Figure 1 It is a flow chart of a method for determining the technical station passing capacity of a heavy-haul railway train group in operation according to an embodiment of the present invention;

[0019] Figure 2 A schematic diagram of a heavy-duty railway station line for a general station situation in an embodiment of the present invention;

[0020] Figure 3 This is a schematic diagram of a multi-row line of a heavy-haul railway station in an embodiment of the present invention;

[0021] Figure 4 It is a schematic diagram of using the rolling time domain algorithm to solve the problem in an embodiment of the present invention. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The components of the embodiments of the present invention generally described and shown in the drawings here can be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the drawings is not intended to limit the scope of the claimed invention, but merely represents selected embodiments of the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0023] It should be noted that similar reference numerals and letters represent similar items in the following drawings, so once an item is defined in one drawing, it does not need to be further defined and explained in the subsequent drawings. At the same time, in the description of the present invention, the terms "first", "second", etc. are only used to distinguish the description and cannot be understood as indicating or implying relative importance.

[0024] Embodiment 1:

[0025] This embodiment provides a method for determining the technical station passing capacity of a heavy-load railway train group.

[0026] See also Figure 1, the figure shows that the method includes step S100, step S200, step S300, and step S400.

[0027] Step S100: acquiring basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters;

[0028] Step S200: Model building is performed based on the basic data, and a station capacity optimization model is constructed with the goal of minimizing train group delay time and throat area utilization by combining the tracking interval of train group operation, line resource occupancy, and time-space consistency.

[0029] In this embodiment, before constructing the station capacity optimization model, conditional assumptions are first made, including: the train schedule gives the content, time, train sequence and other information of the arrival group and departure group, and the operation plan does not change the content of the departure group; it is assumed that when the group receives and departs, the safe tracking interval between adjacent trains in the group is known, and the interval between adjacent trains in the group is not less than the given safe tracking interval, which is considered to be no track section occupation conflict between trains; when the group receives the train, at least ensure that the relevant resources on the train-occupied route are not occupied by other groups when the train in the group arrives at the receiving signal; it is assumed that the station has sufficient train inspection capacity, locomotives and other equipment to meet the station operation requirements. In this embodiment, station operation refers to technical station operation.

[0030] The step S200 includes:

[0031] Step S201: constructing a station capacity optimization model based on the basic data, wherein the station capacity optimization model includes a group operation model and a station route and station line model;

[0032] The steps for constructing the group operation model are:

[0033] Step A100: defining a group set, wherein the group set includes a plurality of groups, and each of the groups includes a plurality of trains;

[0034] Step A200: defining an activity set, wherein the activity set includes a plurality of activities, and the activities include train driving and shunting operations including train receiving, train departure, locomotive entry and locomotive exit;

[0035] Step A300: Define a set of spatiotemporal consistency activity pairs and a set of spatial consistency activity pairs to obtain a group job model, wherein the spatiotemporal consistency activity pair set includes multiple temporal consistency activity pairs, wherein the temporal consistency activity pair indicates that after the previous activity is completed, the next activity can only start after the required job interval time, and the spatial consistency activity pair set includes multiple spatial consistency activity pairs, wherein the spatial consistency activity pair indicates that the end point of the previous activity is consistent with the starting point of the next activity.

[0036] In this embodiment, when running, each train in the train group forms a whole and runs forward through a self-organizing network. On the other hand, each train has a certain degree of independence. When receiving trains, each train is ungrouped and enters different arrival and departure lines via different paths. When departing, each train departs via different paths to complete the group.

[0037] Define G as the group set, T as the set of all trains, T g is the set of trains in group g. The movement of a train based on a route is called an activity, and A is the set of activities. is the set of train group g's pick-up and departure activity sequences. The order of the activities in this ordered set is the order of the corresponding trains in the group.

[0038] For a certain group, its operations have a sequential relationship in time and a continuous relationship in space, which is called spatiotemporal consistency. For example, after a train arrives at a certain arrival and departure line of a station, its main locomotive can start from the arrival and departure line to enter the section. To this end, we define the spatiotemporal consistency activity pair set Q1 and the spatial consistency activity pair set Q2 to characterize the spatiotemporal consistency between operations.

[0039] The steps for constructing the station route and station line model are as follows:

[0040] Step B100: defining an approach set, wherein the approach set includes a plurality of approaches;

[0041] Step B200: Divide the route into station lines and track sections, wherein the station lines include departure lines and machine waiting lines, and the departure lines include multiple unit station lines;

[0042] Step B300: define the station line set and track section set of each route, and define the starting point and end point of each route;

[0043] Step B400: defining a set of station-line combinations, where the station-line combination represents a combination of one or more unit station lines;

[0044] Step B500: defining the necessary occupation time and necessary occupation period of the track segment occupied by the activity based on the start time of the activity;

[0045] Step B600: define station-line occupancy activity pairs to obtain station approach and station-line models, wherein the station-line occupancy activity pairs represent the train occupancy process of a unit station line.

[0046] In this embodiment, the station route and station line model includes the general station case and the multi-row station line case. When a heavy-duty railway station performs various driving and shunting operations, it needs to occupy the station's line resources. The line resources can be divided into station lines and track sections. Station lines include arrival and departure lines, locomotive waiting lines, etc. The yard's route is composed of two types of line resources: station lines and track sections. The starting and ending points of the route are signal machines or station lines. If a train enters station line p via route r, the end point of the route d r = p, if the train leaves the station line p via route r, then the starting point of the route is o r =p.

[0047] like Figure 2 As shown in Figure 1, it is a schematic diagram of the heavy-duty railway station line for a general station. The station contains 5 arrival and departure lines and several track sections. According to the definition, the station line set P = {1G, IIG, IIIG, 4G, 5G}, for Figure 2 The connecting vehicle route r has a route set U r , U r ={u1,u2,u3}, starting point o r is the signal X, the end point d r 1G for the departure line.

[0048] For multi-row station lines, a locomotive waiting line or locomotive running line can only be occupied by one locomotive at a time, and a departure line containing multiple rows may be occupied by multiple trains at the same time, but the same row can be occupied by at most one train at the same time. Therefore, the row and locomotive waiting line can be regarded as the minimum station line resources, called unit station line. As long as at any time, at most one train occupies the unit station line, there can be no station line occupation conflict. Figure 3 As shown, an arrival and departure line includes two rows, each of which is a unit station line, including unit station lines 1G1, 1G2, IIG2 and IIG2, wherein trains T1 and T2 stay on unit station lines 1G1 and 1G2 respectively.

[0049] The positions on the arrival and departure lines can be used in various ways according to the different train types, that is, the different train lengths. When receiving and dispatching trains, it is necessary to arrange a reasonable combination of station lines for the trains. In order to facilitate the unified modeling of various station lines, the reasonable combination of one or more unit station lines is defined as a station line combination.

[0050] For the arrival and departure lines containing multiple columns, that is, the arrival and departure lines of the unit station line, a station line combination refers to a column or a combination of multiple adjacent columns on the arrival and departure line; for other station lines that cannot be divided into multiple unit station lines, the station line combination is the station line itself. For a station line p, the set of its station line combinations w is denoted as W p , the relationship between the number of unit station lines and the number of station line combinations is |W p |=(|SP p |+1)|SP p | / 2, SP p Represents the unit station line set of station line p. For any station line combination w∈W p There may be unit station lines on both sides that are not occupied by the current train. are the sets of passing unit station lines in the upward and downward directions of the station line combination w respectively.

[0051] Given that the start of occupation and the clearing and releasing of a station line are completed by two different activities, for example, the train receiving and departure activities of a train can represent the start of occupation and the clearing and releasing of a certain arrival and departure line respectively. Define the station line occupation activity pair to represent the occupation process of a train or locomotive on a unit station line, record is the set of all station-line occupation activity pairs that occupy the unit station line sp. Any activity pair It means that the previous activity a actually starts to occupy the unit station line sp, and the subsequent activity a′ actually ends the occupation of the unit station line sp. Activity a occupies the unit station line sp at the beginning. Activity a′ occupies the station line combination w (including the unit station line sp) and then releases the unit station line. Then the occupation period of the unit station line by this activity is [s a ,s a′ +l a′,w,sp ], where s a represents the start time of activity a, s a′ represents the start time of activity a′, l a′,w,sp It represents the necessary time for activity a′ to release the unit station line sp in the station line combination w. It is necessary to ensure that any two station line occupation activities do not overlap the time periods for occupying the same unit station line.

[0052] Step S202: constructing a first objective function based on the start time of the activity, the scheduled arrival and departure times of the group, and the time the activity occupies the route and station line, wherein the first objective function represents minimizing the group delay time;

[0053] Step S203: constructing a second objective function based on the maximum occupied time of the throat area track section, wherein the second objective function represents minimizing the maximum occupied time of the throat area track section;

[0054] Step S204: using the first objective function and the second objective function together as the objective function of the station capacity optimization model;

[0055] In this embodiment, the station capacity optimization model takes into account the actual operation type, operation rules and equipment and facility conditions, fully optimizes the utilization of station lines, and calculates the technical station throughput capacity based on the model calculation results.

[0056] The full utilization of the technical station's passing capacity should be considered from two aspects. First, the group should try to pick up and depart trains according to the scheduled time to reduce group delays, so that the station's operating level can be maintained at a high level while the capacity of the departure line can be fully utilized.

[0057] Second, on the basis of ensuring the level of train reception and dispatching operations, the use of throat area track sections should be balanced as much as possible to avoid some track sections being occupied for too long, which will affect the throat area's throughput capacity. To this end, two objectives are set for the station capacity optimization model, where the first objective function represents minimizing the group delay time, and the second objective function represents minimizing the maximum occupancy time of the throat area track section. The expressions of the first and second objective functions are:

[0058]

[0059] min z2=φ

[0060] In the formula, minz1 represents the first objective function, minz2 represents the second objective function, and w g represents the weight of group g, s a represents the start time of activity a, l a,r represents the time from the start of activity a to the end of the last track section of route r, l a,w represents the time that activity a occupies station line combination w during execution, x a,r and x a,w denote decision variables, and They represent the scheduled arrival and departure times of group g, φ represents the maximum occupancy time of the throat track section, Indicates the last activity of group g when picking up the car. represents the optional station-line combination set at the end point of activity a, represents the first activity when group g starts, G represents the group set, R a Represents the set of optional paths for activity a.

[0061] Step S205: setting the constraint conditions of the station capacity optimization model, the constraint conditions including uniqueness constraint, route and station line combination association constraint, track section maximum occupancy time constraint, intra-group receiving and dispatching tracking interval constraint, time consistency constraint, space consistency constraint, station line combination consistency constraint, track section occupancy constraint, station line occupancy constraint, valid inequality constraint and value range constraint.

[0062] In this embodiment, the station capacity optimization model defines multiple sets, parameters and decision variables, wherein the objective function and constraints are set through the defined sets, parameters and decision variables. The specific symbol definitions are shown in Table 1, which is a symbol definition description table in the station capacity optimization model.

[0063] Table 1

[0064]

[0065]

[0066]

[0067] In this embodiment, the uniqueness constraint means that each activity must obtain a route from its optional route set, and the activity entering or leaving the departure line must select a station-line combination from its optional station-line combinations. The expression of the uniqueness constraint is:

[0068]

[0069]

[0070] The constraint associated with the route and the station-line combination indicates that when the train selects a receiving route to connect to the departure line p, it can only select the station-line combination to the departure line p. Similarly, when the train selects a departure route to leave the departure line p′, it can only select the station-line combination to the departure line p′. Therefore, the expression of the constraint associated with the route and the station-line combination is:

[0071]

[0072] In this embodiment, the expression of the maximum occupied time constraint of the track section is:

[0073]

[0074] In this embodiment, in order to ensure driving safety, adjacent trains within the group maintain a certain time interval during the receiving and dispatching process. Therefore, the expression of the tracking interval constraint for the receiving and dispatching trains within the group is:

[0075]

[0076] In this embodiment, time consistency refers to the time continuity relationship that must be satisfied between operations. By constructing a time consistency constraint, the standard time of the operation and the correct logical order of the operation can be ensured. The expression of the time consistency constraint is:

[0077]

[0078] In this embodiment, in addition to meeting the time interval requirement, activities must also meet the spatial continuity requirement. The expression of the spatial consistency constraint is:

[0079]

[0080] In this embodiment, the consistency of the station-line combination refers to the correct correspondence between the station-line combination occupied by the train before and after the train arrives, departs, combines or decomposes. The expression of the station-line combination consistency constraint is:

[0081]

[0082] In this embodiment, both the driving and shunting operations in the station occupy the track section on the approach route. It is necessary to construct a track section constraint to prevent each operation from occupying the same track section at the same time. The track section occupancy constraint includes the start and end time constraints of the group occupying the track section, the start and end time constraints of the shunting activity occupying the track section, and the track section occupancy conflict constraint. The expression of the track section occupancy constraint is:

[0083]

[0084]

[0085] In this embodiment, any station line occupation activity pair can potentially occupy different unit station lines. The station line occupation constraint includes the unit station line occupation start and end time and the unit station line occupation conflict constraint. The expression of the station line occupation constraint is:

[0086]

[0087]

[0088] In this embodiment, the values ​​of the activity sequence variable and the track section occupancy sequence variable are limited by the track section occupancy constraint and the station line occupancy constraint. In order to improve the model solution speed, an effective inequality is introduced to characterize the coupling relationship between these sequence variables and the activity start time variable. The expression of the effective inequality constraint is:

[0089] -M(1-z a,a′ )≤s a′ -s a ≤Mz a,a′

[0090] -M(1-z g,g,u )≤s g′,u -s g,u ≤Mz g,a,u

[0091] -M(1-z a,a′,u )≤s a′,u -s a,u ≤Mz a,a′,u

[0092] -M(1-z g,a,u )≤s a,u -s g,u ≤Mz g,a,u

[0093] In this embodiment, the value range constraints are specifically:

[0094]

[0095] Step S300: using a rolling horizon algorithm to solve the station capacity optimization model to obtain a technical station operation plan;

[0096] The step S300 includes:

[0097] Step S301: inputting the basic data into the station capacity optimization model;

[0098] Step S302: solving the station capacity optimization model including only the first objective function by a rolling horizon algorithm to obtain a first objective function value;

[0099] Step S303: Using a rolling time domain algorithm, the station capacity optimization model that only includes the second objective function is solved based on a first constraint to obtain a technical station operation plan, wherein the first constraint indicates that the value of the first objective function is not less than the first objective function.

[0100] In this embodiment, the station capacity optimization model is recorded as SCOM. SCOM is a mixed integer programming model containing two objective functions. In view of the fact that the goal of minimizing group delay time takes precedence over the goal of minimizing the maximum time occupied by the throat area track section, a sequential optimization strategy is adopted to solve SCOM. The station capacity optimization model that only contains the first objective function is recorded as SCOM1.

[0101] Solve SCOM1 to obtain the first objective function value f(z1), and solve the station capacity optimization model that only includes the second objective function under the condition of not increasing the group delay time, denoted as SCOM2, that is, under the condition of satisfying z1≤f(z1), solve SCOM2, and use the solution obtained by solving SCOM2 as the solution of the overall model to obtain the technical station operation plan.

[0102] At the same time, when solving SCOM1 and SCOM2, the rolling time domain algorithm is used to make the entire calculation process convenient and fast. Among them, the rolling time domain algorithm adopts time segmentation, segment-by-segment optimization and time domain rolling methods, including two parameters: rolling window length and update step size. The algorithm decomposes the overall problem into multiple stages according to time. One stage is a sub-problem. The difficulty of solving sub-problems is often much smaller than that of the overall problem. After the sub-problem is solved, the rolling window is moved by updating the step size to enter the next stage. After all stages are solved, the solution to the overall problem is obtained. Figure 4 As shown in the figure, the situation of three consecutive stages in the rolling time domain algorithm is shown. In each stage, only a part of the activities are selected for optimization. After entering the next stage, some activities in the previous stage are fixed, that is, the start time of the activity and the path obtained cannot be changed. By continuously rolling forward to solve, all activities are finally optimized.

[0103] In this embodiment, the steps of solving SCOM1 or SCOM2 by using the rolling time domain algorithm are:

[0104] Step C100: Initialize the start time of the first rolling window;

[0105] Step C200: selecting all activities whose earliest start time is within the window according to the start and end time of the rolling window, constructing a current stage optimization model according to the selected activities, and solving the current stage optimization model using a solver;

[0106] Step C300: Obtain the solution of the optimization model at the current stage. If the current rolling window is the last window, stop solving and obtain the solution of the overall problem from the solutions of each stage. Otherwise, proceed to step C400.

[0107] Step C400: Obtain the start time of the activity in this stage based on the solution of the optimization model in the current stage. If the start time of the activity is less than the start time of the next rolling window, the activity is fixed, and its start time and path cannot be changed. The current rolling window is updated to the next rolling window, and return to step C200 for the next solution.

[0108] Step S400: Calculate the throughput capacity of the technical station based on the technical station operation plan and a preset formula, wherein the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

[0109] In this embodiment, the solution of SCOM can be converted into a technical station operation plan that specifies the start time and operation route of each operation. According to this plan, the restricted track sections and their occupancy time and the total occupancy time of the arrival and departure lines in each throat area and each receiving and dispatching direction can be statistically obtained, and the corresponding throat area and arrival and departure line capacity utilization rate can be calculated based on this.

[0110] The step S400 includes:

[0111] Step S401: Based on the technical station operation plan, the occupation time of the restricted track section in each receiving and dispatching direction of each throat area and the total occupation time of the arrival and departure line are calculated;

[0112] Step S402: Calculate the throat area throughput capacity utilization rate when receiving a train and the throat area throughput capacity utilization rate when sending a train based on the idle time of the throat area track section and the coefficient of indirect obstruction time deduction, the fixed operation time, and the occupation time of the restricted track section of each receiving and sending direction of each throat area;

[0113] In this embodiment, the calculation formulas for the throat area throughput capacity utilization rate when receiving a vehicle and the throat area throughput capacity utilization rate when sending a vehicle are as follows:

[0114]

[0115] Where K represents the utilization rate of the throat area's through capacity when receiving or departing a train, T′ represents the occupancy time of the restricted track section in the throat area for receiving or departing a train in a certain direction during a day and night, and γ 空费 The coefficient representing the deduction of idle time and indirect obstruction time in the throat track section, t 固 Represents fixed operation time, where fixed operation time is the sum of all operation times such as vehicle pickup and delivery and skylight maintenance.

[0116] Step S403: Calculate the throat area throughput capacity based on the number of vehicles picked up, the number of vehicles departed, the utilization rate of the throat area throughput capacity when picking up vehicles, and the utilization rate of the throat area throughput capacity when departing vehicles. The throat area throughput capacity includes the throat area pickup throughput capacity in each direction and the throat area departure throughput capacity in each direction.

[0117] In this embodiment, the calculation formula of the throat area passing capacity is:

[0118]

[0119] In the formula, and They represent the throat area receiving capacity and the throat area departure capacity of direction I respectively. and They represent the throat area capacity utilization rate when receiving vehicles and the throat area capacity utilization rate when departing vehicles in direction I, and They represent the number of pick-up and departure vehicles in direction I, Indicates rounding down.

[0120] Step S404: Calculate the throughput capacity utilization rate of the arrival and departure line of the yard based on the arrival and departure line occupation fee coefficient, the fixed operation time and the total arrival and departure line occupation time;

[0121] In this embodiment, the calculation formula for the throughput capacity utilization rate from the yard to the departure line is:

[0122]

[0123] In the formula, K′ represents the utilization rate of the throughput capacity of the yard to the departure line, T″ represents the total time occupied by the yard to the departure line in a day and night, and γ 空费′ Indicates the space charge coefficient of the arrival and departure line, M 线 Indicates the number of unit station lines used to handle technical operations of group or train arrival and departure lines, t 固 Indicates fixed working time.

[0124] Step S405: Based on the number of received vehicles, the number of departing vehicles, the number of passing vehicles and the utilization rate of the throughput capacity of the yard to the departure line, the throughput capacity to the departure line is calculated, and the throughput capacity to the departure line includes the vehicle receiving capacity to the departure line in each direction, the departure capacity to the departure line in each direction and the passing capacity to the departure line in each direction.

[0125] In this embodiment, the calculation formula for the throughput capacity of the departure line is:

[0126]

[0127] In the formula, and They represent the departure line's vehicle receiving capacity, arrival line's vehicle departure capacity, and arrival line's passing capacity in direction I, respectively. and They represent the number of pick-up, departure and passing vehicles in direction I respectively, K′ represents the utilization rate of the passing capacity from the yard to the departure line, Indicates rounding down.

[0128] Embodiment 2:

[0129] This embodiment provides a technical station throughput device for a heavy-load railway train group, the device comprising:

[0130] An acquisition module, used to acquire basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters;

[0131] A construction module is used to perform model construction processing according to the basic data, and to construct a station capacity optimization model with the goal of minimizing the delay time of the train group and minimizing the utilization rate of the throat area by combining the tracking interval of the train group operation, the line resource occupancy and the time-space consistency requirements;

[0132] A solution module, used for solving the station capacity optimization model by using a rolling horizon algorithm to obtain a technical station operation plan;

[0133] A calculation module is used to calculate the throughput capacity of the technical station based on the technical station operation plan and a preset formula, wherein the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

[0134] The building blocks include:

[0135] A first construction unit is used to construct a station capacity optimization model based on the basic data, wherein the station capacity optimization model includes a group operation model and a station route and station line model;

[0136] A second construction unit is used to construct a first objective function based on the start time of the activity, the scheduled arrival and departure times of the group, and the time the activity occupies the route and the station line, wherein the first objective function represents minimizing the group delay time;

[0137] A third construction unit is used to construct a second objective function based on the maximum occupied time of the throat area track section, wherein the second objective function represents minimizing the maximum occupied time of the throat area track section;

[0138] a fourth construction unit, configured to use the first objective function and the second objective function together as an objective function of a station capacity optimization model;

[0139] A setting unit is used to set the constraint conditions of the station capacity optimization model, wherein the constraint conditions include uniqueness constraint, route and station line combination association constraint, track section maximum occupancy time constraint, intra-group receiving and dispatching tracking interval constraint, time consistency constraint, space consistency constraint, station line combination consistency constraint, track section occupancy constraint, station line occupancy constraint, valid inequality constraint and value range constraint.

[0140] The solution module includes:

[0141] An input unit, used for inputting the basic data into the station capacity optimization model;

[0142] A first solving unit, configured to solve the station capacity optimization model including only the first objective function by using a rolling horizon algorithm to obtain a first objective function value;

[0143] The second solving unit is used to solve the station capacity optimization model that only includes the second objective function based on the first constraint through a rolling time domain algorithm to obtain a technical station operation plan, and the first constraint indicates that the value of the first objective function is not less than the first objective function.

[0144] The calculation module comprises:

[0145] A first calculation unit is used to calculate the occupation time of the restricted track section of each receiving and dispatching direction of each throat area and the total occupation time of the arrival and departure line based on the operation plan of the technical station;

[0146] The second calculation unit is used to calculate the throat area throughput capacity utilization rate when receiving a train and the throat area throughput capacity utilization rate when sending a train based on the idle time and the coefficient of indirect obstruction time deduction of the throat area track section, the fixed operation time, and the occupation time of the restricted track section of each receiving and sending direction of each throat area;

[0147] A third calculation unit is used to calculate the throat area throughput capacity based on the number of vehicles picked up, the number of vehicles departing, the utilization rate of the throat area throughput capacity when picking up the vehicles and the utilization rate of the throat area throughput capacity when departing the vehicles, wherein the throat area throughput capacity includes the throat area vehicle picking up throughput capacity in each direction and the throat area vehicle departure throughput capacity in each direction;

[0148] A fourth calculation unit is used to calculate the throughput capacity utilization rate of the arrival and departure line of the yard based on the arrival and departure line occupation space fee coefficient, the fixed operation time and the total occupation time of the arrival and departure line;

[0149] The fifth calculation unit is used to calculate the throughput capacity of the departure line based on the number of received vehicles, the number of departing vehicles, the number of passing vehicles and the utilization rate of the throughput capacity of the yard to the departure line. The throughput capacity of the departure line includes the vehicle receiving capacity of the departure line in each direction, the vehicle departure capacity of the departure line in each direction and the passing capacity of the departure line in each direction.

[0150] It should be noted that, regarding the device in the above embodiment, the specific manner in which each module performs the operation has been described in detail in the embodiment of the method, and will not be elaborated here.

[0151] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. For those skilled in the art, the present invention may have various modifications and variations. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

[0152] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. A method for determining the technical station throughput capacity of a heavy-haul railway train group, characterized in that: include: Acquiring basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters; Model building and processing are performed based on the basic data, and by combining the tracking interval of train group operation, line resource occupancy and time-space consistency requirements, a station capacity optimization model with the goal of minimizing train group delay time and throat area utilization is constructed; The station capacity optimization model is solved by using a rolling horizon algorithm to obtain a technical station operation plan; The throughput capacity of the technical station is calculated based on the technical station operation plan and a preset formula, and the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

2. The method for determining the technical station throughput capacity of a heavy-haul railway train group according to claim 1, characterized in that ,Construct a station capacity optimization model with the goal of minimizing train group delay time and throat area utilization, including: Building a station capacity optimization model based on the basic data, the station capacity optimization model including a group operation model and a station route and station line model; Based on the start time of the activity, the scheduled arrival and departure times of the group, and the time the activity occupies the route and station line, a first objective function is constructed, wherein the first objective function represents minimizing the group delay time; Constructing a second objective function based on the maximum occupied time of the throat area track section, wherein the second objective function represents minimizing the maximum occupied time of the throat area track section; The first objective function and the second objective function are used together as the objective function of the station capacity optimization model; The constraints of the station capacity optimization model are set, and the constraints include uniqueness constraints, route and station line combination association constraints, track section maximum occupancy time constraints, intra-group receiving and dispatching tracking interval constraints, time consistency constraints, space consistency constraints, station line combination consistency constraints, track section occupancy constraints, station line occupancy constraints, valid inequality constraints and value range constraints.

3. The method for determining the technical station throughput capacity of a heavy-haul railway train group according to claim 2, characterized in that ,The steps of constructing the group operation model are: defining a group set, the group set comprising a plurality of groups, each of the groups comprising a plurality of trains; An activity set is defined, wherein the activity set includes a plurality of activities, and the activities include train driving and shunting operations including train receiving, train departure, locomotive entry and locomotive exit; A set of spatiotemporal consistency activity pairs and a set of spatial consistency activity pairs are defined to obtain a group operation model, wherein the set of spatiotemporal consistency activity pairs includes multiple time-consistent activity pairs, wherein the time-consistent activity pairs indicate that after the previous activity is completed, the next activity can start after the required operation interval time, and the set of spatial consistency activity pairs includes multiple spatial consistency activity pairs, wherein the spatial consistency activity pairs indicate that the end point of the previous activity is consistent with the starting point of the next activity.

4. The method for determining the technical station throughput capacity of a heavy-haul railway train group according to claim 3 is characterized in that ,The steps for constructing the station route and station line model are: defining an approach set, wherein the approach set includes a plurality of approaches; Divide the approach route into station lines and track sections, wherein the station lines include departure lines and machine waiting lines, and the departure lines include multiple unit station lines; Define the station line set and track section set for each approach, and define the starting point and end point of each approach; A set of station-line combinations is defined, where the station-line combination represents a combination of one or more unit station lines; Based on the start time of the activity, define the necessary occupation time and necessary occupation period of the track segment occupied by the activity; A station line occupancy activity pair is defined to obtain a station route and station line model, wherein the station line occupancy activity pair represents the occupancy process of a unit station line by a train.

5. The method for determining the technical station throughput capacity of a heavy-haul railway train group according to claim 2, characterized in that ,The rolling time domain algorithm is used to solve the station capacity optimization model and obtain the technical station operation plan, including: Inputting the basic data into the station capacity optimization model; Solving the station capacity optimization model including only the first objective function by a rolling horizon algorithm to obtain a first objective function value; Through the rolling time domain algorithm, the station capacity optimization model that only includes the second objective function is solved based on the first constraint to obtain the technical station operation plan, and the first constraint indicates that the first objective function value is not less than the first objective function.

6. The method for determining the technical station throughput capacity of a heavy-haul railway train group according to claim 1, characterized in that , the calculation of the technical station throughput capacity based on the technical station operation plan and the preset formula includes: Based on the technical station operation plan, calculate the occupation time of the restricted track section in each receiving and dispatching direction of each throat area and the total occupation time of the arrival and departure line; Based on the idle time and indirect obstruction time deduction coefficient of the throat area track section, the fixed operation time and the occupation time of the restricted track section of each receiving and dispatching direction of each throat area, the throat area throughput capacity utilization rate when receiving and dispatching is calculated; Calculate the throat area throughput capacity based on the number of vehicles received, the number of vehicles dispatched, the utilization rate of the throat area throughput capacity when receiving vehicles, and the utilization rate of the throat area throughput capacity when dispatching vehicles. The throat area throughput capacity includes the throat area throughput capacity for receiving vehicles in each direction and the throat area throughput capacity for dispatching vehicles in each direction. Calculate the throughput capacity utilization rate of the arrival and departure line of the yard based on the arrival and departure line occupation fee coefficient, the fixed operation time and the total arrival and departure line occupation time; Based on the number of received vehicles, the number of departing vehicles, the number of passing vehicles and the utilization rate of the throughput capacity of the depot to the departure line, the throughput capacity of the departure line is calculated. The throughput capacity of the departure line includes the vehicle receiving capacity of the departure line in each direction, the departure capacity of the departure line in each direction and the passing capacity of the departure line in each direction.

7. A heavy-load railway train group running lower technical station throughput device, characterized in that: include: An acquisition module, used to acquire basic data, the basic data including train timetable, standard operation time, station topology data, group operation parameters and station interlocking parameters; A construction module is used to perform model construction processing according to the basic data, and to construct a station capacity optimization model with the goal of minimizing the delay time of the train group and minimizing the utilization rate of the throat area by combining the tracking interval of the train group operation, the line resource occupancy and the time-space consistency requirements; A solution module, used for solving the station capacity optimization model by using a rolling horizon algorithm to obtain a technical station operation plan; A calculation module is used to calculate the throughput capacity of the technical station based on the technical station operation plan and a preset formula, wherein the throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the departure line.

8. The heavy-load railway train group operation technical station throughput device according to claim 7, characterized in that: The building blocks include: A first construction unit is used to construct a station capacity optimization model based on the basic data, wherein the station capacity optimization model includes a group operation model and a station route and station line model; A second construction unit is used to construct a first objective function based on the start time of the activity, the scheduled arrival and departure times of the group, and the time the activity occupies the route and the station line, wherein the first objective function represents minimizing the group delay time; A third construction unit is used to construct a second objective function based on the maximum occupied time of the throat area track section, wherein the second objective function represents minimizing the maximum occupied time of the throat area track section; a fourth construction unit, configured to use the first objective function and the second objective function together as an objective function of a station capacity optimization model; A setting unit is used to set the constraint conditions of the station capacity optimization model, wherein the constraint conditions include uniqueness constraint, route and station line combination association constraint, track section maximum occupancy time constraint, intra-group receiving and dispatching tracking interval constraint, time consistency constraint, space consistency constraint, station line combination consistency constraint, track section occupancy constraint, station line occupancy constraint, valid inequality constraint and value range constraint.

9. The heavy-load railway train group running technical station throughput device according to claim 8, characterized in that: The solution module includes: An input unit, used for inputting the basic data into the station capacity optimization model; A first solving unit, configured to solve the station capacity optimization model including only the first objective function by using a rolling horizon algorithm to obtain a first objective function value; The second solving unit is used to solve the station capacity optimization model that only includes the second objective function based on the first constraint through a rolling time domain algorithm to obtain a technical station operation plan, and the first constraint indicates that the value of the first objective function is not less than the first objective function.

10. The heavy-load railway train group running technical station throughput device according to claim 7, characterized in that: The calculation module comprises: A first calculation unit is used to calculate the occupation time of the restricted track section of each receiving and dispatching direction of each throat area and the total occupation time of the arrival and departure line based on the operation plan of the technical station; The second calculation unit is used to calculate the throat area throughput capacity utilization rate when receiving a train and the throat area throughput capacity utilization rate when sending a train based on the idle time and the coefficient of indirect obstruction time deduction of the throat area track section, the fixed operation time, and the occupation time of the restricted track section of each receiving and sending direction of each throat area; A third calculation unit is used to calculate the throat area throughput capacity based on the number of vehicles picked up, the number of vehicles departing, the utilization rate of the throat area throughput capacity when picking up the vehicles and the utilization rate of the throat area throughput capacity when departing the vehicles, wherein the throat area throughput capacity includes the throat area vehicle picking up throughput capacity in each direction and the throat area vehicle departure throughput capacity in each direction; A fourth calculation unit is used to calculate the throughput capacity utilization rate of the arrival and departure line of the yard based on the arrival and departure line occupation space fee coefficient, the fixed operation time and the total occupation time of the arrival and departure line; The fifth calculation unit is used to calculate the throughput capacity of the departure line based on the number of received vehicles, the number of departing vehicles, the number of passing vehicles and the utilization rate of the throughput capacity of the yard to the departure line. The throughput capacity of the departure line includes the vehicle receiving capacity of the departure line in each direction, the vehicle departure capacity of the departure line in each direction and the passing capacity of the departure line in each direction.

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