Method and device for calculating passing capacity of technical station under heavy-haul train group operation

Abstract

The application provides a heavy-load railway train group operation technical station passing capacity method and device, relates to the train group operation technical field, and the method comprises the following steps: acquiring basic data; performing model construction processing according to the basic data; combining the tracking interval of train group operation, line resource occupation and space-time consistency and other requirements to construct a station capacity optimization model with the minimum train group delay time and the minimum throat area utilization rate as targets; solving the station capacity optimization model by using a rolling time domain algorithm to obtain a technical station operation plan; and calculating the technical station passing capacity based on the technical station operation plan and a preset formula, wherein the technical station passing capacity comprises a throat area passing capacity and a arrival-departure line passing capacity. The application solves the problem that the existing technical station passing capacity calculation method cannot be used for technical station passing capacity calculation under group operation.

Description

Technical Field

[0001] This invention relates to the field of train group operation technology, and more specifically, to a method and apparatus for calculating the throughput capacity of technical stations under heavy-haul railway train group operation. Background Technology

[0002] Train group operation control system, or group operation for short, is an emerging train control technology. This system uses wireless communication between trains to virtually group trains, replacing traditional mechanical coupling with couplers. This reduces train intervals, increases traffic density, and simplifies technical station operations, making it an effective way to improve heavy-haul railway transport efficiency. Technical station throughput capacity refers to the number of trains that can be received and dispatched in all directions within a 24-hour period, under the existing equipment conditions and using reasonable technical operation processes. This includes the throughput capacity of the throat area and the arrival / departure track throughput capacity, and is an important basis for technical stations to formulate operation plans and upgrade equipment and facilities.

[0003] Because the interlocking system of stations operating under group operations differs in principle from that of existing stations, the processes of receiving, dispatching, combining, and disassembling trains at technical stations change significantly under group operations. Therefore, existing methods for calculating the throughput capacity of technical stations cannot be applied to technical stations operating under group operations. This is primarily because existing methods cannot model the arrangement and release processes of train receiving and dispatching routes under group operations, the occupancy processes of arrival and departure tracks involving multiple trains, or consider route conflicts and track occupancy conflicts between operations at the track section level. These conflicts affect the operation time of various trains, making it difficult for existing methods to accurately reflect the actual track occupancy time. Furthermore, the calculation results of existing methods only reflect the station throughput capacity under specific fixed operating conditions. Summary of the Invention

[0004] The purpose of this invention is to provide a method and apparatus for calculating the throughput capacity of technical stations under heavy-haul railway train group operation, so as to improve the above-mentioned problems. To achieve the above objective, the technical solution adopted by this invention is as follows:

[0005] Firstly, this application provides a method for calculating the throughput capacity of technical stations under heavy-haul railway train group operation, including:

[0006] Acquire basic data, including train timetables, standard operating times, station topology data, group operation parameters, and station interlocking parameters;

[0007] Based on the aforementioned basic data, a model is constructed and processed. By combining the requirements of train group operation tracking interval, line resource occupation and spatiotemporal consistency, a station capacity optimization model is constructed with the goal of minimizing train group delay time and minimizing throat area utilization.

[0008] The station capacity optimization model is solved using a rolling time-domain algorithm to obtain the technical station operation plan;

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

[0010] Secondly, this application also provides a device for calculating the throughput capacity of technical stations under heavy-haul railway train group operation, comprising:

[0011] The acquisition module is used to acquire basic data, which includes train timetables, standard operating times, station topology data, group operation parameters, and station interlocking parameters.

[0012] The construction module is used to perform model construction processing based on the basic data. By combining the requirements of train group operation tracking interval, line resource occupation and spatiotemporal consistency, a station capacity optimization model is constructed with the goal of minimizing train group delay time and minimizing throat area utilization.

[0013] The solution module is used to solve the station capacity optimization model using a rolling time-domain algorithm to obtain the technical station operation plan;

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

[0015] The beneficial effects of this invention are as follows: The station throughput capacity optimization model provided by this invention can characterize the process of arranging and releasing routes in the station interlocking system under group operation, and is applicable to the calculation of throughput capacity of technical stations in heavy-haul railways under group operation. Simultaneously, the technical station throughput capacity calculation method of this invention considers route and station-track conflicts, avoids the use of fixed operation times, and automatically formulates a technical station operation plan with the goal of optimizing throughput capacity based on the model. The calculated track occupancy time is more consistent with the actual situation, ensuring the accuracy of the calculation results. Furthermore, the technical station throughput capacity calculation method characterizes the characteristics of station interlocking systems under group and non-group conditions, and does not require fixed train routes and arrival / departure track operation schemes, thus possessing strong flexibility.

[0016] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing embodiments of the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures particularly pointed out in the written description, claims, and drawings. Attached Figure Description

[0017] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation on the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a schematic diagram of the method for improving the throughput capacity of technical stations under heavy-haul railway train group operation as described in this embodiment of the invention;

[0019] Figure 2 This is a schematic diagram of a heavy-haul railway station line in a typical station scenario according to an embodiment of the present invention;

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

[0021] Figure 4 This is a schematic diagram illustrating the solution obtained using the rolling time-domain algorithm in an embodiment of the present invention. Detailed Implementation

[0022] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations. Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without inventive effort are within the scope of protection of the present invention.

[0023] It should be noted that similar reference numerals and letters in the following figures indicate similar items; therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures. Furthermore, in the description of this invention, terms such as "first," "second," etc., are used only to distinguish descriptions and should not be construed as indicating or implying relative importance.

[0024] Example 1:

[0025] This embodiment provides a method for improving the throughput capacity of technical stations under heavy-haul railway train group operation.

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

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

[0028] Step S200: Based on the basic data, perform model construction processing. By combining the requirements of train group operation tracking interval, line resource occupation and spatiotemporal consistency, construct a station capacity optimization model with the goal of minimizing train group delay time and minimizing throat area utilization.

[0029] In this embodiment, before constructing the station capacity optimization model, the following assumptions are made: the train timetable provides information such as the content, time, and train sequence of arrival and departure groups, and the work plan does not change the content of the departure groups; it is assumed that when a group receives or departs a train, the safe following interval between adjacent trains within the group is known, and the interval between adjacent trains within the group that is not less than the given safe following interval is considered as a no-track-section occupancy conflict between trains; when a group receives a train, it is at least ensured that the relevant resources on the train's route are not occupied by other groups when the train arrives at the receiving signal; it is assumed that the station's train inspection capacity, locomotives, and other equipment are sufficient to meet the station's operational needs. In this embodiment, station operations refer to technical station operations.

[0030] Step S200 includes:

[0031] Step S201: Construct a station capacity optimization model based on the basic data. The station capacity optimization model includes a group operation model and a station route and track model.

[0032] The steps for constructing the group job model are as follows:

[0033] Step A100: Define a group set, which includes multiple groups, and each group includes multiple trains;

[0034] Step A200: Define an activity set, which includes multiple activities, including train receiving, train departure, locomotive entering and leaving the depot, and train operation and shunting operations.

[0035] Step A300: Define a set of spatiotemporally consistent activity pairs and a set of spatially consistent activity pairs to obtain a group job model. The set of spatiotemporally consistent activity pairs contains multiple time-consistent activity pairs, which indicate that after the previous activity ends, the next activity can only start after the required job interval. The set of spatially consistent activity pairs contains multiple spatially consistent activity pairs, which indicate that the end point of the previous activity is consistent with the start point of the next activity.

[0036] In this embodiment, when the trains in the train group are running, they form a whole and move forward through an ad hoc network. On the other hand, each train has a certain degree of independence. When receiving a train, each train breaks out of the group and enters a different arrival or departure line via a different path. When departing, each train departs via a different path to complete the group formation.

[0037] Let G be the group set, and T be the set of all trains. g Let A be the set of trains in group g. And define the movement of a train along a route as an activity, denoted as A, the set of activities. Let g be the set of train group receiving and departure activity sequences. The order of activities in this ordered set is the order of the corresponding trains in the group.

[0038] For a given group, the various tasks within it have a temporal sequence and a spatial continuity, a phenomenon known as spatiotemporal consistency. For example, a train can only begin its depot entry operations from a specific arrival / departure track after arriving at a station. Therefore, a set of spatiotemporally consistent activity pairs, Q1, and a set of spatially consistent activity pairs, Q2, are defined to characterize the spatiotemporal consistency between tasks.

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

[0040] Step B100: Define a set of routes, which includes multiple routes;

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

[0042] Step B300: Define the station and track segment set for each route, and define the start and end points for each route;

[0043] Step B400: Define a set of station track combinations, where each station track combination represents a combination of one or more unit station tracks;

[0044] Step B500: Define 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 track occupancy activity pairs to obtain station routes and station track models. The station track occupancy activity pairs represent the process of a train occupying a unit station track.

[0046] In this embodiment, the station route and station track model includes both general station scenarios and multi-train station track scenarios. When heavy-haul railway stations perform various train operation and shunting operations, they need to occupy the station's track resources. Track resources can be divided into station tracks and track sections. Station tracks include arrival / departure tracks, locomotive waiting tracks, etc. The train yard's route consists of both station tracks and track sections. The starting and ending points of the route are signals or station tracks. If a train enters station track p via route r, then the destination of that route is d. r =p, if the train leaves the station line p via route r, then the starting point o of that route is... r =p.

[0047] like Figure 2 The diagram shows a typical heavy-haul railway station with 5 arrival / departure tracks and several track sections. By definition, the station track set P = {1G, IIG, IIIG, 4G, 5G}. Figure 2 The middle vehicle takes a route r, and there is a set of routes U. r U r ={u1,u2,u3}, starting point o r For signal X, the endpoint d r The arrival / departure line is 1G.

[0048] In multi-train station scenarios, a locomotive waiting track or locomotive running track can be occupied by at most one locomotive at a time. While an arrival / departure track containing multiple train positions may be occupied by multiple trains simultaneously, the same train position can be occupied by at most one train at a time. Therefore, train positions and locomotive waiting tracks can be considered as the minimum station track resources, referred to as unit track. As long as it is ensured that at any given time, at most one train occupies a unit track, no track occupancy conflicts can be guaranteed. Figure 3 As shown, an arrival / departure track contains two train positions, each of which is a unit station track, including unit station tracks 1G1, 1G2, IIG2 and IIG2. Trains T1 and T2 stop on unit station tracks 1G1 and 1G2 respectively.

[0049] The positions on arrival and departure tracks have various uses depending on the train type, i.e., the train length. When receiving and dispatching trains, it is necessary to arrange reasonable station track combinations. To facilitate standardized modeling of various station tracks, a reasonable combination of one or more unit station tracks is defined as a station track combination.

[0050] For arrival / departure lines containing multiple columns, i.e., station-unit lines, a station combination refers to one column or a combination of several adjacent columns on that arrival / departure line. For other station lines that cannot be divided into multiple station-unit lines, their station combination is the station line itself. For station line p, let W be the set of its station combinations w. p The relationship between the number of station tracks per unit and the number of station track combinations is |W p |=(|SP p |+1)|SP p | / 2, SP p Let w represent the set of unit station lines for station line p. For any station line combination w∈W p There may also be station tracks on both sides that are not currently occupied by the train. These are the sets of station lines passing through in the up and down directions, respectively, for station line combination w.

[0051] Since the occupancy and clearance of a station track are accomplished by two separate activities—for example, the arrival and departure activities of a train can represent the occupancy and clearance of a particular arrival / departure track, respectively—a track occupancy activity pair is defined to represent the process of a train or locomotive occupying a unit track. Let be an example of this pair. The set of all active pairs of station track occupancy that occupy a unit of station track (sp), any active pair This indicates that the preceding activity 'a' actually begins to occupy the unit station line sp, and the subsequent activity 'a' actually ends its occupation of the unit station line sp. For activities... Activity a starts by occupying unit station line sp. Activity a' releases the unit station line after occupying station line combination w (including unit station line sp). Therefore, the time period during which this activity occupies the unit station line is [s]. a ,s a′ +l a′,w,sp ], where s a s represents the start time of activity a. a′ Indicates the start time of activity a′, l a′,w,sp This represents the necessary time for activity a′ to release a unit station line sp in the station line combination w. It is necessary to ensure that the time periods for any two station line occupancy activities occupying the same unit station line do not overlap.

[0052] Step S202: 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 lines, construct a first objective function, which represents minimizing the group's delay time;

[0053] Step S203: Construct a second objective function based on the maximum occupancy time of the pharyngeal track segment. The second objective function represents minimizing the maximum occupancy time of the pharyngeal track segment.

[0054] Step S204: Use 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 facilities 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 capacity should be considered from two aspects. First, the trains should be received and dispatched according to the scheduled time as much as possible to reduce the delay time of the trains and make full use of the arrival and departure line capacity while maintaining a high level of station operation.

[0057] Secondly, while ensuring the level of train arrival and departure operations, efforts should be made to balance the use of track sections in the throat area, avoiding excessive occupancy of certain track sections that could affect the throughput capacity of the throat area. To this end, two objectives are set for the station capacity optimization model. The first objective function represents minimizing group delay times, and the second objective function represents minimizing the maximum occupancy time of track sections in the throat area. The expressions for the first and second objective functions are as follows:

[0058]

[0059] min z2=φ

[0060] In the formula, minz1 represents the first objective function, minz2 represents the second objective function, and w g s represents the weight of group g. a Indicates the start time of activity a, l a,r This indicates the time from the start of activity a to the end of the last track segment of route r. a,w This indicates the time that station line combination w is occupied during the execution of activity a, x a,r and x a,w All represent decision variables. and These represent the scheduled arrival and departure times of group g, respectively, and φ represents the maximum time occupied by the choke point track segment. This refers to the last activity when group g picks up the car. This represents the set of possible station / line combinations at the endpoint of activity a. R represents the first activity when group g departs, where G represents the group set, and R represents the first activity when group g departs. a This represents the set of possible paths for activity a.

[0061] Step S205: Set the constraints of the station capacity optimization model. The constraints include uniqueness constraints, route and station track combination association constraints, maximum occupancy time constraints of track sections, in-group train arrival and departure tracking interval constraints, time consistency constraints, spatial consistency constraints, station track combination consistency constraints, track section occupancy constraints, station track occupancy constraints, valid inequality constraints, and value range constraints.

[0062] In this embodiment, the station capacity optimization model defines multiple sets, parameters, and decision variables. 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 explanation 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 set of optional routes, and activities entering or leaving arrival / departure lines must select a station combination from their set of optional station combinations. The expression for the uniqueness constraint is:

[0068]

[0069]

[0070] The route and station track combination constraint means that when a train selects a receiving route to access arrival / departure track p, it can only select station track combinations of arrival / departure track p. Similarly, when a train selects a departure route to leave arrival / departure track p', it can only select station track combinations of arrival / departure track p'. Therefore, the expression for the route and station track combination constraint is:

[0071]

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

[0073]

[0074] In this embodiment, to ensure train operation safety, adjacent trains within the group maintain a certain time interval during arrival and departure. Therefore, the expression for the intra-group arrival and departure tracking interval constraint is:

[0075]

[0076] In this embodiment, time consistency refers to the time sequence that needs to be satisfied between tasks. By constructing time consistency constraints, the standard time of tasks and the correct logical order of tasks 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 for the spatial consistency constraint is:

[0079]

[0080] In this embodiment, station track combination consistency refers to ensuring the correct correspondence between the station track combinations occupied by the train before and after train arrival / departure, combination, or separation. The expression for the station track combination consistency constraint is:

[0081]

[0082] In this embodiment, both train operation and shunting operations within the station occupy track sections on the route. Track section occupancy constraints need to be constructed to prevent multiple operations from simultaneously occupying the same track section. These constraints include start and end time constraints for group occupancy of track sections, start and end time constraints for shunting operations occupying track sections, and track section occupancy conflict constraints. The expression for these track section occupancy constraints is as follows:

[0083]

[0084]

[0085] In this embodiment, any station track occupancy activity pair can potentially occupy different unit station tracks. The station track occupancy constraints include the start and end times of unit station track occupancy and unit station track occupancy conflict constraints. The expression for the station track occupancy constraints is:

[0086]

[0087]

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

[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 constraint is specifically as follows:

[0094]

[0095] Step S300: Solve the station capacity optimization model using the rolling time-domain algorithm to obtain the technical station operation plan;

[0096] Step S300 includes:

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

[0098] Step S302: Solve the station capacity optimization model containing only the first objective function using the rolling time domain algorithm to obtain the value of the first objective function;

[0099] Step S303: Solve the station capacity optimization model containing only the second objective function using the rolling time domain algorithm based on the first constraint to obtain the technical station operation plan. 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 denoted as SCOM. SCOM is a mixed integer programming model containing two objective functions. Since minimizing the group delay time takes precedence over minimizing the maximum time occupied by the throat track section, a sequential optimization strategy is adopted to solve SCOM. The station capacity optimization model containing only the first objective function is denoted as SCOM1.

[0101] Solving SCOM1 yields the first objective function value f(z1). Under the condition of not increasing the delay time of the group, the station capacity optimization model containing only the second objective function is solved, denoted as SCOM2. That is, under the condition of z1≤f(z1), SCOM2 is solved, and the solution obtained from solving SCOM2 is used as the solution of the overall model to obtain the technical station operation plan.

[0102] Simultaneously, a rolling time-domain algorithm is employed to solve SCOM1 and SCOM2, making the entire computation process convenient and fast. This algorithm uses time segmentation, segment-by-segment optimization, and a rolling time-domain approach, incorporating two parameters: the rolling window length and the update step size. The algorithm decomposes the overall problem into multiple stages over time, each stage representing a subproblem. The subproblems are often much easier to solve than the overall problem. After a subproblem is solved, the rolling window is moved by updating the step size to move to the next stage. Once all stages are solved, the solution to the overall problem is obtained. Figure 4 As shown, this illustrates the scenario of three consecutive stages in the rolling time-domain algorithm. In each stage, only a portion of the activities are selected for optimization. Upon entering the next stage, some activities from the previous stage are fixed, meaning the start time and path of the activities cannot be changed. By continuously rolling forward to solve the problem, all activities are eventually optimized.

[0103] In this embodiment, the steps for solving SCOM1 or SCOM2 using the rolling time-domain algorithm are as follows:

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

[0105] Step C200: Select all activities whose earliest start time is within the rolling window based on the start and end times of the rolling window. Construct the current stage optimization model based on the selected activities and solve the current stage optimization model using the solver.

[0106] Step C300: Obtain the solution of the optimization model at the current stage. If the current scrolling 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: Based on the solution of the current stage optimization model, obtain the start time of the activity in this stage. If the start time of the activity is less than the start time of the next scrolling window, the activity is fixed, and its start time and path cannot be changed. Update the current scrolling window to the next scrolling window, return to step C200, and perform the next solution.

[0108] Step S400: Calculate the throughput capacity of the technical station based on the technical station operation plan and the preset formula. The throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the arrival and departure lines.

[0109] In this embodiment, the solution of SCOM can be transformed into a technical station operation plan that specifies the start time and operation route of each operation. Based on the plan, the restricted track sections and their occupancy time in each throat area and each direction of train arrival and departure can be obtained, as well as the total occupancy time of the arrival and departure lines. Based on this, the corresponding throat area and arrival and departure line throughput capacity utilization rate can be calculated.

[0110] Step S400 includes:

[0111] Step S401: Based on the technical station operation plan, calculate the occupancy time of the restricted track sections in each throat area and in each direction of train arrival and departure;

[0112] Step S402: Based on the empty 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 in each throat area in each receiving and departure direction, calculate the throat area throughput capacity utilization rate when receiving the train and the throat area throughput capacity utilization rate when departing the train.

[0113] In this embodiment, the calculation formulas for the throat area throughput capacity utilization rate during vehicle reception and the throat area throughput capacity utilization rate during vehicle departure are as follows:

[0114]

[0115] In the formula, K represents the capacity utilization rate of the throat area when receiving a train or when departing a train, T′ represents the occupancy time of the restricted track section of the throat area in a certain direction during a 24-hour period, and γ 空费 The coefficient t represents the deduction of empty time and indirect obstruction time for the throat section of the track. 固 This represents the fixed operating time, which is the sum of all operating times, including vehicle retrieval and sunroof maintenance.

[0116] Step S403: Based on the number of vehicles received, the number of vehicles dispatched, the utilization rate of the throat area's throughput capacity when receiving vehicles, and the utilization rate of the throat area's throughput capacity when dispatching vehicles, calculate the throat area's throughput capacity, which includes the throat area's throughput capacity for receiving vehicles in each direction and the throat area's throughput capacity for dispatching vehicles in each direction.

[0117] In this embodiment, the formula for calculating the passage capacity of the pharyngeal region is:

[0118]

[0119] In the formula, and These represent the train reception capacity and train departure capacity of the throat area in direction I, respectively. and These represent the throat area capacity utilization rate at the time of train reception and the throat area capacity utilization rate at the time of train departure in direction I, respectively. and These represent the number of vehicles received and the number of vehicles dispatched in direction I, respectively. This indicates rounding down to the nearest integer.

[0120] Step S404: Calculate the capacity utilization rate of the arrival and departure lines based on the empty charge coefficient of the arrival and departure lines, the fixed operation time, and the total time occupied by the arrival and departure lines;

[0121] In this embodiment, the formula for calculating the utilization rate of the arrival and departure line throughput capacity is as follows:

[0122]

[0123] In the formula, K′ represents the capacity utilization rate of the arrival and departure tracks in the depot, T″ represents the total time occupied by the arrival and departure tracks in the depot during a 24-hour period, and γ 空费′ M represents the empty charge factor for arrival / departure lines. 线 This indicates the number of station tracks used for handling group or train arrival / departure track technical operations, in t. 固 This indicates a fixed work time.

[0124] Step S405: Based on the number of vehicles received, the number of vehicles dispatched, the number of vehicles passing through, and the utilization rate of the arrival and departure line capacity of the depot, calculate the arrival and departure line capacity, which includes the vehicle receiving capacity to each direction departure line, the vehicle dispatching capacity to each direction arrival and departure line, and the vehicle passing capacity to each direction arrival and departure line.

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

[0126]

[0127] In the formula, and These represent the train reception capacity of the departure track, the train departure capacity of the arrival / departure track, and the train throughput capacity of the arrival / departure track in direction I, respectively. and These represent the number of trains arriving, departing, and passing through in direction I, respectively. K′ represents the utilization rate of the depot's arrival and departure track capacity. This indicates rounding down to the nearest integer.

[0128] Example 2:

[0129] This embodiment provides a device for increasing the throughput capacity of technical stations under heavy-haul railway train group operation. The device includes:

[0130] The acquisition module is used to acquire basic data, which includes train timetables, standard operating times, station topology data, group operation parameters, and station interlocking parameters.

[0131] The construction module is used to perform model construction processing based on the basic data. By combining the requirements of train group operation tracking interval, line resource occupation and spatiotemporal consistency, a station capacity optimization model is constructed with the goal of minimizing train group delay time and minimizing throat area utilization.

[0132] The solution module is used to solve the station capacity optimization model using a rolling time-domain algorithm to obtain the technical station operation plan;

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

[0134] The building module includes:

[0135] The first construction unit is used to construct a station capacity optimization model based on the basic data. The station capacity optimization model includes a group operation model and a station route and track model.

[0136] The 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 station lines. The first objective function represents minimizing the group's delay time.

[0137] The third building unit is used to construct a second objective function based on the maximum time occupied by the throat area track segment. The second objective function represents minimizing the maximum time occupied by the throat area track segment.

[0138] The fourth construction unit is used to take the first objective function and the second objective function together as the objective function of the station capacity optimization model;

[0139] The setting unit is used to set the constraints of the station capacity optimization model. The constraints include uniqueness constraints, route and station track combination association constraints, maximum occupancy time constraints of track sections, in-group train arrival and departure tracking interval constraints, time consistency constraints, spatial consistency constraints, station track combination consistency constraints, track section occupancy constraints, station track occupancy constraints, valid inequality constraints, and value range constraints.

[0140] The solution module includes:

[0141] An input unit is used to input the basic data into the station capacity optimization model;

[0142] The first solution unit is used to solve the station capacity optimization model containing only the first objective function using a rolling time-domain algorithm to obtain the value of the first objective function;

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

[0144] The computing module includes:

[0145] The first calculation unit is used to calculate the occupancy time of the restricted track sections in each throat area and in each direction of train arrival and departure, and the total occupancy time of the arrival and departure lines, based on the technical station operation plan.

[0146] The second calculation unit is used to calculate the throughput capacity utilization rate of the throat area when receiving a train and the throughput capacity utilization rate of the throat area when departing a train, based on the empty 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 in each direction of train reception and departure in each throat area.

[0147] The third calculation unit is used to calculate the throat area throughput capacity based on the number of vehicles received, the number of vehicles dispatched, the throat area throughput capacity utilization rate when vehicles are received, and the throat area throughput capacity utilization rate when vehicles are dispatched. The throat area throughput capacity includes the throat area receiving throughput capacity and the throat area dispatch throughput capacity in each direction.

[0148] The fourth calculation unit is used to calculate the capacity utilization rate of the arrival and departure lines based on the empty charge coefficient of the arrival and departure lines, the fixed operation time, and the total time occupied by the arrival and departure lines.

[0149] The fifth calculation unit is used to calculate the arrival and departure line capacity based on the number of vehicles received, the number of vehicles dispatched, the number of vehicles passing through, and the capacity utilization rate of the arrival and departure lines in the depot. The arrival and departure line capacity includes the vehicle receiving capacity to the departure lines in each direction, the vehicle dispatching capacity to the arrival and departure lines in each direction, and the arrival and departure line capacity in each direction.

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

[0151] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

[0152] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be determined by the scope of the claims.

Claims

1. A method for assessing the throughput capacity of technical stations under heavy-haul railway train group operation, characterized in that, include: Acquire basic data, including train timetables, standard operating times, station topology data, group operation parameters, and station interlocking parameters; Based on the aforementioned basic data, a model is constructed. By combining the tracking interval of train group operation, line resource occupation, and spatiotemporal consistency requirements, a station capacity optimization model is constructed with the objectives of minimizing train group delay time and minimizing throat area utilization. The station capacity optimization model is solved using a rolling time-domain algorithm to obtain the technical station operation plan; The throughput capacity of the technical station is calculated based on the technical station operation plan and the preset formula. The throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the arrival and departure lines. A station capacity optimization model is constructed with the objectives of minimizing train group delay times and minimizing throat area utilization, including: Based on the aforementioned basic data, a station capacity optimization model is constructed, which includes a group operation model and a station route and track 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 lines, a first objective function is constructed, which represents minimizing the group's delay time. A second objective function is constructed based on the maximum occupancy time of the throat area track segment. The second objective function represents minimizing the maximum occupancy time of the throat area track segment. 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, including uniqueness constraints, route and station track combination association constraints, maximum occupancy time constraints of track sections, in-group train arrival and departure tracking interval constraints, time consistency constraints, spatial consistency constraints, station track combination consistency constraints, track section occupancy constraints, station track occupancy constraints, effective inequality constraints, and value range constraints. The steps for constructing the group job model are as follows: Define a set of groups, which includes multiple groups, and each group includes multiple trains; Define an activity set, which includes multiple activities, including train receiving, train departure, locomotive entering and leaving the depot, and train operation and shunting operations. Define a set of spatiotemporally consistent activity pairs and a set of spatially consistent activity pairs to obtain a group job model. The set of spatiotemporally consistent activity pairs contains multiple time-consistent activity pairs, which indicate that after the previous activity ends, the next activity can only start after the required job interval. The set of spatially consistent activity pairs contains multiple spatially consistent activity pairs, which indicate that the end point of the previous activity is consistent with the start point of the next activity. The steps for constructing the station route and station track model are as follows: Define a set of routes, which includes multiple routes; The route is divided into station tracks and track sections. The station tracks include arrival / departure tracks and aircraft waiting tracks. The arrival / departure tracks include multiple unit station tracks. Define the station and track segment set for each route, and define the start and end points for each route; Define a set of station track combinations, wherein a station track combination represents a combination of one or more unit station tracks; Define the necessary occupation time and necessary occupation period of the track segment occupied by the activity based on the start time of the activity; Define station track occupancy activity pairs to obtain station routes and station track models. The station track occupancy activity pairs represent the process of a train occupying a unit station track.

2. The method for improving the throughput capacity of technical stations under heavy-haul railway train group operation according to claim 1, characterized in that... The step of using a rolling time-domain algorithm to solve the station capacity optimization model to obtain the technical station operation plan includes: Input the basic data into the station capacity optimization model; The station capacity optimization model containing only the first objective function is solved by the rolling time-domain algorithm to obtain the value of the first objective function; By using the rolling time-domain algorithm, the station capacity optimization model containing only the second objective function is solved based on the first constraint to obtain the technical station operation plan. The first constraint indicates that the value of the first objective function is not less than the first objective function.

3. The method for improving the throughput capacity of technical stations under heavy-haul railway train group operation according to claim 1, characterized in that... The calculation of the technical station's throughput capacity based on the technical station's work plan and a preset formula includes: Based on the technical station operation plan, calculate the occupancy time of the restricted track sections in each throat area and in each direction of train arrival and departure; Based on the empty 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 in each throat area in each receiving and departure direction, calculate the throat area throughput capacity utilization rate when receiving trains and the throat area throughput capacity utilization rate when departing trains. Based on the number of vehicles received, the number of vehicles dispatched, the utilization rate of the throat area's throughput capacity when receiving vehicles, and the utilization rate of the throat area's throughput capacity when dispatching vehicles, the throat area's throughput capacity is calculated. The throat area's throughput capacity includes the throat area's throughput capacity for receiving vehicles in each direction and the throat area's throughput capacity for dispatching vehicles in each direction. The utilization rate of the arrival and departure line capacity is calculated based on the arrival and departure line occupancy rate coefficient, fixed operation time, and total occupancy time of the arrival and departure lines. Based on the number of vehicles received, the number of vehicles dispatched, the number of vehicles passing through, and the utilization rate of the arrival and departure lines of the depot, the arrival and departure line capacity is calculated. The arrival and departure line capacity includes the vehicle receiving capacity to the departure lines in each direction, the vehicle dispatching capacity to the arrival and departure lines in each direction, and the arrival and departure line capacity in each direction.

4. A device for increasing the throughput capacity of technical stations under heavy-haul railway train group operation, characterized in that, include: The acquisition module is used to acquire basic data, which includes train timetables, standard operating times, station topology data, group operation parameters, and station interlocking parameters. The construction module is used to perform model construction processing based on the basic data. By combining the tracking interval of train group operation, line resource occupation and spatiotemporal consistency requirements, a station capacity optimization model is constructed with the goal of minimizing the delay time of train groups and minimizing the utilization rate of the throat area. The solution module is used to solve the station capacity optimization model using a rolling time-domain algorithm to obtain the technical station operation plan; The calculation module is used to calculate the throughput capacity of the technical station based on the technical station operation plan and the preset formula. The throughput capacity of the technical station includes the throughput capacity of the throat area and the throughput capacity of the arrival and departure lines. The building module includes: The first construction unit is used to construct a station capacity optimization model based on the basic data. The station capacity optimization model includes a group operation model and a station route and track model. The 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 station lines. The first objective function represents minimizing the group's delay time. The third building unit is used to construct a second objective function based on the maximum time occupied by the throat area track segment. The second objective function represents minimizing the maximum time occupied by the throat area track segment. The fourth construction unit is used to take the first objective function and the second objective function together as the objective function of the station capacity optimization model; The setting unit is used to set the constraints of the station capacity optimization model. The constraints include uniqueness constraints, route and station track combination association constraints, maximum occupancy time constraints of track sections, in-group train arrival and departure tracking interval constraints, time consistency constraints, spatial consistency constraints, station track combination consistency constraints, track section occupancy constraints, station track occupancy constraints, effective inequality constraints, and value range constraints. The steps for constructing the group job model are as follows: Define a set of groups, which includes multiple groups, and each group includes multiple trains; Define an activity set, which includes multiple activities, including train receiving, train departure, locomotive entering and leaving the depot, and train operation and shunting operations. Define a set of spatiotemporally consistent activity pairs and a set of spatially consistent activity pairs to obtain a group job model. The set of spatiotemporally consistent activity pairs contains multiple time-consistent activity pairs, which indicate that after the previous activity ends, the next activity can only start after the required job interval. The set of spatially consistent activity pairs contains multiple spatially consistent activity pairs, which indicate that the end point of the previous activity is consistent with the start point of the next activity. The steps for constructing the station route and station track model are as follows: Define a set of routes, which includes multiple routes; The route is divided into station tracks and track sections. The station tracks include arrival / departure tracks and aircraft waiting tracks. The arrival / departure tracks include multiple unit station tracks. Define the station and track segment set for each route, and define the start and end points for each route; Define a set of station track combinations, wherein a station track combination represents a combination of one or more unit station tracks; Define the necessary occupation time and necessary occupation period of the track segment occupied by the activity based on the start time of the activity; Define station track occupancy activity pairs to obtain station routes and station track models. The station track occupancy activity pairs represent the process of a train occupying a unit station track.

5. The device for increasing the throughput capacity of technical stations under heavy-haul railway train group operation according to claim 4, characterized in that, The solution module includes: An input unit is used to input the basic data into the station capacity optimization model; The first solution unit is used to solve the station capacity optimization model containing only the first objective function using a rolling time-domain algorithm to obtain the value of the first objective function; The second solution unit is used to solve the station capacity optimization model containing only the second objective function using a rolling time-domain algorithm based on the first constraint to obtain the technical station operation plan. The first constraint indicates that the value of the first objective function is not less than the first objective function.

6. The device for increasing the throughput capacity of technical stations under heavy-haul railway train group operation according to claim 4, characterized in that, The computing module includes: The first calculation unit is used to calculate the occupancy time of the restricted track sections in each throat area and in each direction of train arrival and departure, and the total occupancy time of the arrival and departure lines, based on the technical station operation plan. The second calculation unit is used to calculate the throughput capacity utilization rate of the throat area when receiving a train and the throughput capacity utilization rate of the throat area when departing a train, based on the empty 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 in each direction of train reception and departure in each throat area. The third calculation unit is used to calculate the throat area throughput capacity based on the number of vehicles received, the number of vehicles dispatched, the throat area throughput capacity utilization rate when vehicles are received, and the throat area throughput capacity utilization rate when vehicles are dispatched. The throat area throughput capacity includes the throat area receiving throughput capacity and the throat area dispatch throughput capacity in each direction. The fourth calculation unit is used to calculate the capacity utilization rate of the arrival and departure lines based on the empty charge coefficient of the arrival and departure lines, the fixed operation time, and the total time occupied by the arrival and departure lines. The fifth calculation unit is used to calculate the arrival and departure line capacity based on the number of vehicles received, the number of vehicles dispatched, the number of vehicles passing through, and the capacity utilization rate of the arrival and departure lines in the depot. The arrival and departure line capacity includes the vehicle receiving capacity to the departure lines in each direction, the vehicle dispatching capacity to the arrival and departure lines in each direction, and the arrival and departure line capacity in each direction.

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