Traffic scheduling automatic adjustment method and device, electronic equipment and readable medium

Abstract

The invention provides an automatic adjustment method and device for train scheduling, electronic equipment and a readable medium, and the method comprises the steps: determining the position sequence of trains relative to a reference platform through configuring a default reference platform and sorting all-line station platforms and trains, searching a first platform in front of each train and acquiring a first two-wheel driving plan of a default reference platform, matching the sorted trains with service numbers in the plans, calculating morning and evening time of each train, and evaluating the rationality, thereby determining a reasonable corresponding relation between the trains and the planned service numbers; and based on the reasonable corresponding relation and the actual running direction of the train, the train destination code and train number information are automatically adjusted, and the adjusted information is applied to the corresponding train. According to the method, automatic adjustment of train dispatching is realized, and the train dispatching efficiency and accuracy are improved.

Description

Technical Field

[0001] The present invention relates to the field of rail transit technology, and in particular to a method for automatically adjusting train scheduling, an automatic adjustment device for train scheduling, an electronic device, and a computer-readable medium. Background Art

[0002] In existing technology, the train dispatching process mainly relies on dispatchers to communicate with train drivers via walkie-talkies to dispatch trains. Trains cannot be dispatched when the entire line is faulty. However, after the entire line is restored, dispatchers need to dispatch trains using a series of traditional methods to modify the train window information. For example: using walkie-talkies to confirm information with drivers one by one, manually operating station map software, modifying information such as train numbers and destination codes, and manually opening routes by observing the status of equipment. These operating methods directly lead to inefficient train operations. At its core, traditional train dispatching relies entirely on manual operations, and its core flaws are reflected in three aspects:

[0003] 1. Manual operation requires adjustments to be made train by train, and communication and confirmation with the driver is required before any changes are made, which is time-consuming and inefficient.

[0004] 2. During normal operation, there are a large number of mainline trains, and the probability of manual operation errors is high.

[0005] 3. Major faults often take a long time to repair, and the process of resuming operations is cumbersome with manual operations. Dispatching work is not flexible enough, and driving dispatch is slow, which will increase the impact of the fault on operations and cause inconvenience to passengers. Summary of the Invention

[0006] In view of the above problems, the present invention is proposed to provide a method for automatically adjusting traffic scheduling and a corresponding automatic adjustment device for traffic scheduling, an electronic device and a computer-readable medium that overcome the above problems or at least partially solve the above problems.

[0007] The present invention discloses a method for automatically adjusting vehicle scheduling, the method comprising:

[0008] Configure the default reference platform and sort the platforms of all stations along the line based on the default reference platform;

[0009] Starting from the default reference platform, sort all trains on the line according to their current positions, determine the position order of each train relative to the default reference platform, and search for the first platform ahead of each train;

[0010] Get the first two rounds of driving plans of the default base station; each round of driving plan includes multiple planned service numbers;

[0011] Match the sorted trains with the planned service numbers in the first two rounds of driving plans of the default reference platform in sequence, and calculate the early or late time of each train relative to the corresponding planned service number;

[0012] Based on the early or late time of each train relative to the corresponding planned service number, the rationality evaluation results of the early or late time of all trains are determined, and the reasonable correspondence between each train and the planned service number is obtained;

[0013] Based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically adjusted, and the adjusted destination code and train number information map is applied to the corresponding train.

[0014] Optionally, the strategy adopted for evaluating the rationality of the train's early or late arrival time is:

[0015] The maximum early or late time of the train does not exceed the preset early or late time threshold;

[0016] or,

[0017] The average value of the early and late times of all trains does not exceed the preset early and late time average value threshold.

[0018] Optionally, the method further includes:

[0019] Receive the correspondence between the specific train and the planned train number specified by the dispatcher;

[0020] The first platform in front of the designated train is designated as the base platform, and the platforms of all stations along the line are reordered starting from the designated base platform;

[0021] The designated train is used as the first train to re-arrange the position order of all trains on the line relative to the designated base platform;

[0022] Obtain the previous round of train operation plan for the specified base station, and re-determine the reasonable correspondence between each train and the planned service number based on the specified planned train number and the position sequence of the trains on the entire line;

[0023] Based on the re-determined reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically readjusted, and the readjusted destination code and train number information map is applied to the corresponding train.

[0024] Optionally, the method further includes:

[0025] When there is a turnaround ahead of the train, the train's current destination code and train number information are adjusted in reverse according to the train's driving plan after the turnaround.

[0026] Optionally, the method further includes:

[0027] When there are large and small intersections in the plan, the best reference station is calculated and used to replace the default reference station;

[0028] When there are large and small intersections in the plan, the optimal reference station is calculated and used to replace the default reference station, including:

[0029] Count the uniqueness of the planned service number of the first round of train operation plan of each platform in the order of stations;

[0030] The first station with the most unique planned service numbers is selected as the best reference station;

[0031] Detect whether other stations have planned service numbers that are not included in the best reference station;

[0032] When a new planned service number is detected, it is determined that there is a small intersection, and the station corresponding to the new planned service number is added as the best reference station;

[0033] The last best reference station found is used to replace the default reference station.

[0034] Optionally, the method further includes:

[0035] When operational needs divide the operating line into multiple independently operating sub-lines, an independent base station is configured for each sub-line, and an independent map-making process for driving plan matching and train information adjustment is executed for each sub-line.

[0036] Optionally, the method further includes:

[0037] When the first platform ahead of multiple trains is the same platform, the tracking interval time is compensated for the trains behind the first train among the multiple trains according to the train sequence, and the train delay time is recalculated.

[0038] The present invention also discloses a vehicle dispatching automatic adjustment device, which includes:

[0039] The platform sorting module is used to configure the default reference platform and sort the platforms of all stations along the line based on the default reference platform;

[0040] The train sequencing module is used to sort all trains on the line based on their current positions, starting from the default reference platform, determine the position order of each train relative to the default reference platform, and search for the first platform ahead of each train;

[0041] The driving plan acquisition module is used to obtain the first two rounds of driving plans for the default base station; each round of driving plans includes multiple plan service numbers;

[0042] The early or late time calculation module is used to match the sorted trains with the planned service numbers in the first two rounds of driving plans of the default reference platform in sequence, and calculate the early or late time of each train relative to the corresponding planned service number;

[0043] The module for determining the correspondence between the planned service numbers of trains is used to determine the rationality evaluation results of the early and late times of all trains based on the early and late times of each train relative to the corresponding planned service number, and obtain the reasonable correspondence between each train and the planned service number;

[0044] The train dispatch adjustment module is used to automatically adjust the train's destination code and train number information based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, and apply the adjusted destination code and train number information map to the corresponding train.

[0045] The present invention also discloses an electronic device, comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus;

[0046] The memory is used to store computer programs;

[0047] The processor is used to implement the automatic adjustment method for vehicle scheduling as described in the present invention when executing the program stored in the memory.

[0048] The present invention also discloses one or more computer-readable media having instructions stored thereon, which, when executed by one or more processors, enable the processors to execute the method for automatically adjusting vehicle scheduling as described in the present invention.

[0049] The present invention includes the following advantages:

[0050] The automatic train scheduling adjustment method of the present invention configures a default reference platform and sorts the platforms and trains of all stations along the entire line, determines the positional order of the trains relative to the reference platform, searches for the first platform in front of each train, and obtains the first two rounds of train schedules for the default reference platform. The sorted trains are matched with the planned service numbers, and the early or late arrival times of each train are calculated and evaluated for their rationality. This determines the reasonable correspondence between the trains and the planned service numbers. Based on this reasonable correspondence and the actual running direction of the trains, the train destination code and train number information are automatically adjusted, and the adjusted information is applied to the corresponding trains. This method realizes automated adjustment of train scheduling and improves the efficiency and accuracy of train scheduling. BRIEF DESCRIPTION OF THE DRAWINGS

[0051] Figure 1 This is a flowchart of the steps of a method for automatically adjusting vehicle scheduling provided by an embodiment of the present invention;

[0052] Figure 2This is a processing flow chart of automatic adjustment of traffic scheduling in an embodiment of the present invention;

[0053] Figure 3 Schematic diagram of the matching process between a train and a reference plan in an embodiment of the present invention;

[0054] Figure 4 This is a schematic diagram of multiple vehicles corresponding to the same forward platform in an embodiment of the present invention;

[0055] FIG5( a ) is a schematic diagram of the initial interface of the one-key image collection operation interface according to an embodiment of the present invention;

[0056] FIG5( b ) is a schematic diagram of a strategy preview result in the one-click image manipulation interface;

[0057] Figure 5(c) is a schematic diagram of another strategy preview result in the one-click image manipulation interface;

[0058] FIG6( a ) is a schematic diagram of the effect before stacking images in an embodiment of the present invention;

[0059] FIG6( b ) is a schematic diagram of the effect after the stacking of images in an embodiment of the present invention;

[0060] Figure 7 It is a schematic diagram of the train and its scheduled train information specified in the one-click map operation interface;

[0061] Figure 8 This is a flowchart of the process after specifying a train and its scheduled train number information in an embodiment of the present invention;

[0062] Figure 9 This is a schematic diagram of a special processing scenario of a turnaround train in an embodiment of the present invention;

[0063] Figure 10 This is a schematic diagram of a large and small road intersection scenario in an embodiment of the present invention;

[0064] Figure 11 This is a schematic diagram of a scenario in which a complete route is split into multiple small routes in an embodiment of the present invention;

[0065] Figure 12 This is a schematic diagram of a one-click preview effect of splitting a complete route into multiple small routes in an embodiment of the present invention.

[0066] Figure 13 This is a structural block diagram of an automatic traffic scheduling adjustment device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0067] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0068] Reference Figure 1 , shows a flowchart of a method for automatically adjusting vehicle scheduling provided in an embodiment of the present invention, which may specifically include the following steps:

[0069] Step 101: Configure a default reference platform and sort all the stations and platforms along the line starting from the default reference platform.

[0070] Step 102: Starting from the default reference platform, all trains on the line are sorted according to their current positions, the position order of each train relative to the default reference platform is determined, and the first platform ahead of each train is searched;

[0071] Step 103, obtaining the first two rounds of driving plans of the default reference station; each round of driving plan includes multiple planned service numbers;

[0072] Step 104, sequentially matching the sorted trains with the planned service numbers in the first two rounds of the default reference platform's driving plan, and calculating the early or late time of each train relative to the corresponding planned service number;

[0073] Step 105: Determine the rationality evaluation results of the early and late times of all trains based on the early and late times of each train relative to the corresponding planned service number, and obtain a reasonable correspondence between each train and the planned service number;

[0074] Step 106, based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically adjusted, and the adjusted destination code and train number information map is applied to the corresponding train.

[0075] This embodiment provides a one-click map method for automatic adjustment of train scheduling after the entire line is restored during the train scheduling process. When there is no specified train and its corresponding scheduled train number information, the method uses the estimated train's early or late time relative to the previous platform plan to select a set of appropriate train and plan correspondences, and fine-tunes the destination code and planned train number information based on the actual train running direction, so that the train can be put into operation quickly as planned. The processing flow is as follows: Figure 2 shown.

[0076] Configure a base station;

[0077] Arrange the platforms of all stations along the line starting from the base platform;

[0078] Starting from the base platform, all trains on the line are sorted according to their positions;

[0079] Search for the first platform ahead of each train and save it in a dictionary;

[0080] Sequencing plans for reference stations;

[0081] Get the first two rounds of plans on the base station;

[0082] Let the trains correspond to each plan one by one, enumerate the correspondence between trains and plans, determine the service number used by the train, calculate the early and late times of the trains, and save the early and late information of each group in a train information dictionary;

[0083] Combine the early and late information of all trains to determine whether the correspondence between trains and plans is reasonable.

[0084] If it is unreasonable, let the train correspond to the next plan, and so on for other trains, and update the early and late information in the dictionary until the correspondence between the train and the plan is found.

[0085] According to the correspondence between the found train and the plan and the current direction of the train, the train's destination code and train circle number are adjusted and the dictionary is updated;

[0086] Batch update the train number and destination code according to the dictionary information.

[0087] The plan of the subway station platform contains some service numbers, which build the correspondence between trains and the benchmark plan, such as Figure 3 As shown. Essentially, the benchmark plan provides a correspondence between trains and planned service numbers. As the forward platform plan for the first train, it can be directly used to calculate the arrival and departure times of the first train. For other trains, the plan service number corresponding to the benchmark plan is searched for the first plan with the same planned service number in the plan list of each train's forward platform, and the arrival and departure times of each train are then calculated. In the first step of calculating the arrival and departure times of all trains, the first train corresponds to Plan 1, and the following trains are aligned in sequence. If the maximum delay or the average value of the comprehensive delay time (one of which is selected according to the strategy) exceeds the threshold, the second step is entered, and the first train corresponds to Plan 2, and the following trains are aligned in sequence.

[0088] When calculating the early or late time, it is the difference between the current time and the planned arrival time at the next platform, such as Figure 4 As shown in the scenario. If the corresponding relationship between the train and the benchmark plan is Figure 2 In step 1, the first train corresponds to the first baseline plan, and subsequent plans and trains are mapped one-to-one. When calculating the arrival and departure times, Train 1 uses the arrival times of Plan 1. Train 2 uses the plan at Platform B1 with the same service number as Baseline Plan 2. Train 3 uses the plan at Platform B1 with the same service number as Baseline Plan 3.

[0089] The calculation results of the early or late time are analyzed and evaluated, and the user is provided with the plan evaluation opinions. If the plan exceeds the threshold range, no plan exists, or if no suitable plan is found for the train, no plan is filled in.

[0090] One-click map installation provides an operation interface that can obtain benchmark plan information, preview the correspondence between trains and plans, and batch modify the destination code and train number information of trains according to the preview plan.

[0091] The one-click map operation interface is shown in Figures 5(a), 5(b), and 5(c). The interface displays preview results, including information such as the train set number, locomotive occupied section, train direction, current train number, scheduled train number, and early or late departure time. The displayed information is arranged in the order of the trains relative to the base platform, with results that exceed the threshold for early or late departure highlighted.

[0092] The user can preview the correspondence between the train and the plan, and the dispatcher will finally confirm whether to match the map. After the dispatcher confirms the match, the train can apply the matching plan. Examples of the effect before and after the match are shown in Figure 6(a) and Figure 6(b), respectively.

[0093] As can be seen from the above examples, the automatic train scheduling adjustment method of the present invention, through a systematic sorting, matching, and evaluation mechanism, can instantly analyze the deviation between train operating status and plan, and automatically adjust the train's destination code and train number information based on reasonable correspondence. This dynamic adjustment reduces the need for manual intervention and significantly improves scheduling efficiency and train operation flexibility.

[0094] In one embodiment of the present invention, the strategy adopted for evaluating the rationality of the train's early or late arrival time is:

[0095] The maximum early or late time of the train does not exceed the preset early or late time threshold;

[0096] or,

[0097] The average value of the early and late times of all trains does not exceed the preset early and late time average value threshold.

[0098] In this embodiment, the user can select different strategies to screen suitable plans. This embodiment provides two strategies to evaluate train arrival and departure information. One is that the maximum arrival and departure time does not exceed the specified threshold; the other is that the average arrival and departure time of all trains does not exceed the specified threshold.

[0099] That is to say, based on the early or late information of all trains, it is determined whether the correspondence between the trains and the plan is reasonable. Specifically, if the first strategy is adopted, if the maximum early or late time of all trains does not exceed the specified threshold, then the correspondence between the trains and the plan is determined to be reasonable; if the second strategy is adopted, if the average early or late time of all trains does not exceed the specified threshold, then the correspondence between the trains and the plan is determined to be reasonable.

[0100] In one embodiment of the present invention, the method further comprises:

[0101] Receive the correspondence between the specific train and the planned train number specified by the dispatcher;

[0102] The first platform in front of the designated train is designated as the base platform, and the platforms of all stations along the line are reordered starting from the designated base platform;

[0103] The designated train is used as the first train to re-arrange the position order of all trains on the line relative to the designated base platform;

[0104] Obtain the previous round of train operation plan for the specified base station, and re-determine the reasonable correspondence between each train and the planned service number based on the specified planned train number and the position sequence of the trains on the entire line;

[0105] Based on the re-determined reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically readjusted, and the readjusted destination code and train number information map is applied to the corresponding train.

[0106] In this embodiment, when the dispatcher is not satisfied with the preview plan, he can specify the train and the train's planned number, regenerate the plan and display the preview result. Figure 7 As shown; the background will recalculate the solution according to the user's specified requirements. The background processing flow is as follows Figure 8 The specific process is as follows:

[0107] The platform ahead of the train specified by the user is used as the base platform;

[0108] Take the benchmark platform as the starting point for all the station platforms along the line;

[0109] The designated train is taken as the first train, and all trains on the line are sorted according to their positions;

[0110] Sequencing plans for reference stations;

[0111] Get the previous round plan on the reference station;

[0112] Traverse the benchmark plan list and find the specified planned train information. The subsequent trains will use the subsequent plan in turn. The trains will correspond to the benchmark platform plan one by one and determine the service number used by the trains.

[0113] Adjust the train's destination code and train number information according to the corresponding plan and the train's current direction;

[0114] Batch update train numbers and destination codes.

[0115] Once the dispatcher has a satisfactory solution, they can confirm the map. Figures 6(a) and 6(b) show the effects before and after the map is mapped.

[0116] It can be seen that based on the above optional embodiment, after a major failure of the mainline equipment, the mainline train stops at the platform or in front of the section signal on the mainline. Through the one-click map function, the plan information of each platform, the ID information of the first platform in front of each train, the order of the trains on the mainline, the early or late time of the train to the platform in front, and the suitability of the plan are determined based on the early or late time. The correspondence between the train and the plan is displayed on the human-computer interactive preview interface. The dispatcher only needs to check whether the map plan is reasonable. If he is not satisfied with the preview result, he can specify the planned train number information of a train according to the dispatcher's requirements. The background automatically calculates the correspondence between the remaining trains and the plan. After the map is determined, the train destination code and train number information are batch modified according to the preview result. The effect of efficient and flexible scheduling during the operation is achieved.

[0117] In one embodiment of the present invention, the method further comprises:

[0118] When there is a turnaround ahead of the train, the train's current destination code and train number information are adjusted in reverse according to the train's driving plan after the turnaround.

[0119] This embodiment is for trains that need to turn back, and adjusts the train's destination code and train number information according to the train's position and direction. Figure 9 As shown, the direction of train 7 is downward, and the platform ahead of train 7 is platform A2, but train 7 needs to turn back before arriving at platform A2. The plan corresponding to the train at platform A2 is the plan information after its turnaround, so the current plan needs to be adjusted to the destination code and train number information before its turnaround based on the plan after the turnaround.

[0120] In one embodiment of the present invention, the method further comprises:

[0121] When there are large and small intersections in the plan, the best reference station is calculated and used to replace the default reference station;

[0122] When there are large and small intersections in the plan, the optimal reference station is calculated and used to replace the default reference station, including:

[0123] Count the uniqueness of the planned service number of the first round of train operation plan of each platform in the order of stations;

[0124] The first station with the most unique planned service numbers is selected as the best reference station;

[0125] Detect whether other stations have planned service numbers that are not included in the best reference station;

[0126] When a new planned service number is detected, it is determined that there is a small intersection, and the station corresponding to the new planned service number is added as the best reference station;

[0127] The last best reference station found is used to replace the default reference station.

[0128] This embodiment is for the case where there are large and small intersections in the plan. When there are large and small intersections in the plan, it is necessary to calculate the best reference station, and the configured default reference station is replaced by the calculated best reference station. For example, a line includes 14 stations A to N. Figure 10 As shown in the figure, the plan includes major routes A through N and minor routes C through K. To calculate the optimal reference platform, we need to count the service numbers for all stations A through N and select the station with the greatest number and variety of service numbers as the reference station. In this case, any station in the overlapping area of the major and minor routes can be used as the reference platform, as the plan for the stations in this area includes all service numbers for both the major and minor routes.

[0129] Specifically:

[0130] Obtain a plan with no duplicate service numbers for the first round for each platform in order of stations;

[0131] Find the first station with the largest number of service numbers as the initial reference station;

[0132] Check if the service numbers of other stations are consistent with those of the initial reference station;

[0133] If there is a service number that does not exist in the initial reference station, it means that there is a small intersection, and the station is added as a new reference station;

[0134] Summarize all planned service numbers and sort them in relative order;

[0135] Returns the last found base station in place of the default base station.

[0136] In one embodiment of the present invention, the method further comprises:

[0137] When operational needs divide the operating line into multiple independently operating sub-lines, an independent base station is configured for each sub-line, and an independent map-making process for driving plan matching and train information adjustment is executed for each sub-line.

[0138] In this embodiment, a line can be divided into two or more sub-lines according to operational needs. Each sub-line forms an independent loop and applies a planned operation diagram, that is, an independent set of diagrams according to the plan. For example, a line is opened in sections according to a certain time, and some areas in the middle have not yet reached the opening time. In order to operate the line, the line can be divided into two sections, A and B. Some trains on the line run around section A, and some trains run around section B. Figure 11 The preview result of one-click image set is as shown below. Figure 12As shown, map information is prepared for the train according to two reference stations.

[0139] In one embodiment of the present invention, the method further comprises:

[0140] When the first platform ahead of multiple trains is the same platform, the tracking interval time is compensated for the trains behind the first train among the multiple trains according to the train sequence, and the train delay time is recalculated.

[0141] As can be seen from the above optional embodiments, this solution proposes a coordinated scheduling strategy for multiple trains sharing the same forward platform. When multiple trains are detected to have the same forward platform, a tracking interval compensation mechanism is dynamically implemented based on the train queue sequence. This mechanism intelligently compensates the running interval time for subsequent trains following the forward train and recalculates the train's delay time, effectively reducing conflicts and delays between trains and ensuring the accuracy of automatic scheduling adjustments.

[0142] Technical effects of the present invention:

[0143] The stoppage caused by a line-wide failure will cause passenger flow on the entire line to be stranded. The manual dispatch time for each train is as fast as half a minute. The automatic adjustment of the train dispatching system of the present invention with one-click diagram allows the train to quickly resume operation as planned, greatly shortening the time that the line-wide failure affects the operation. The most appropriate plan is selected for the train, and the destination codes and train information of all trains on the line are modified in batches, replacing the dispatcher's scheduling operations of modifying and confirming each train one by one, reducing the manual modification of train information operations, reducing the error rate of manual operations, and improving the efficiency of train dispatching. The manual selection of plans is replaced by background calculations, reducing the situation where the train's early or late deviations are large, allowing the train to run as close to the most appropriate plan as possible, improving the train's passenger transportation efficiency, and reducing the impact of the failure on the operation. It also provides a friendly human-computer interaction interface and an appropriate manual control entrance. The entire dispatching process is highly automated while maintaining manual control. The present invention enhances the flexibility and automation level of dispatching for urban rail transit.

[0144] It should be noted that for the sake of simplicity, the method embodiments are described as a series of actions. However, those skilled in the art should be aware that the embodiments of the present invention are not limited by the order of the actions described, because according to the embodiments of the present invention, certain steps can be performed in other orders or simultaneously. Secondly, those skilled in the art should also be aware that the embodiments described in this specification are all preferred embodiments, and the actions involved are not necessarily required by the embodiments of the present invention.

[0145] Reference Figure 13 , shows a structural block diagram of a vehicle scheduling automatic adjustment device provided in an embodiment of the present invention, which may specifically include the following modules:

[0146] The platform sorting module 1301 is used to configure a default reference platform and sort the platforms of all stations along the line based on the default reference platform;

[0147] The train sequencing module 1302 is used to sequence all trains on the line based on their current positions, starting from the default reference platform, determine the position order of each train relative to the default reference platform, and search for the first platform ahead of each train;

[0148] The driving plan acquisition module 1303 is used to obtain the first two driving plans of the default reference station; each driving plan includes multiple plan service numbers;

[0149] The early or late time calculation module 1304 is used to match the sorted trains with the planned service numbers in the first two rounds of the default reference platform's driving plan, and calculate the early or late time of each train relative to the corresponding planned service number;

[0150] The train scheduled service number correspondence determination module 1305 is used to determine the rationality evaluation results of the early and late times of all trains based on the early and late times of each train relative to the corresponding scheduled service number, and obtain the reasonable correspondence between each train and the scheduled service number;

[0151] The train scheduling adjustment module 1306 is used to automatically adjust the train's destination code and train number information based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, and apply the adjusted destination code and train number information map to the corresponding train.

[0152] In one embodiment of the present invention, the strategy adopted for evaluating the rationality of the train's early or late arrival time is:

[0153] The maximum early or late time of the train does not exceed the preset early or late time threshold;

[0154] or,

[0155] The average value of the early and late times of all trains does not exceed the preset early and late time average value threshold.

[0156] In one embodiment of the present invention, the apparatus further comprises:

[0157] The train plan designation module is used to receive the correspondence between the specific train and the planned train number designated by the dispatcher;

[0158] The platform reordering module is used to reorder the platforms of all stations along the line with the first platform in front of the designated train as the designated base platform and the designated base platform as the starting point;

[0159] The train reordering module is used to reorder the position order of all trains on the line relative to the designated base platform with the designated train as the head train;

[0160] The train plan correspondence re-determination module is used to obtain the previous round of driving plans for the specified base platform and re-determine the reasonable correspondence between each train and the planned service number based on the specified planned train number and the position sequence of the trains on the entire line;

[0161] The train dispatch readjustment module is used to automatically readjust the destination code and train number information of the train based on the re-determined reasonable correspondence between each train and the planned service number and the actual running direction of the train, and apply the readjusted destination code and train number information map to the corresponding train.

[0162] In one embodiment of the present invention, the apparatus further comprises:

[0163] The turnaround adjustment module is used to reversely adjust the train's current destination code and train number information according to the train's driving plan after turning around when there is a turnaround operation ahead of the train.

[0164] In one embodiment of the present invention, the apparatus further comprises:

[0165] The large and small intersection adjustment module is used to calculate the best reference station when there are large and small intersections in the plan, and use the best reference station to replace the default reference station;

[0166] The large and small cross-path adjustment module includes:

[0167] The platform plan service number uniqueness statistics submodule is used to count the uniqueness of the plan service number of the first round of train operation plan of each platform in the order of stations;

[0168] The best reference station selection submodule is used to select the first station with the most unique planned service numbers as the best reference station;

[0169] The new planned service number detection submodule is used to detect whether other stations have planned service numbers that are not included in the best reference station;

[0170] The best reference station adding submodule is used to determine the existence of a small intersection when a new planned service number is detected, and add the station corresponding to the new planned service number as the best reference station;

[0171] The reference station replacement submodule is used to replace the default reference station with the last best reference station found.

[0172] In one embodiment of the present invention, the apparatus further comprises:

[0173] The independent map module for line division is used to configure an independent base station for each sub-line when the operating line is divided into multiple independently operating sub-lines according to operational needs, and to execute the independent map process of driving plan matching and train information adjustment for each sub-line.

[0174] In one embodiment of the present invention, the apparatus further comprises:

[0175] The time compensation module is used to compensate the tracking interval time for the trains behind the first train in the multiple trains according to the train sequence when the first platform ahead of multiple trains is the same platform, and recalculate the train delay time.

[0176] As for the device embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can be referred to the partial description of the method embodiment.

[0177] In addition, an embodiment of the present invention further provides an electronic device, including a processor, a communication interface, a memory, and a communication bus, wherein the processor, the communication interface, and the memory communicate with each other via the communication bus.

[0178] Memory for storing computer programs;

[0179] The processor is used to implement the automatic adjustment method for vehicle scheduling as described in the above embodiment when executing the program stored in the memory.

[0180] The communication bus mentioned in the terminal can be a Peripheral Component Interconnect (PCI) bus or an Extended Industry Standard Architecture (EISA) bus. This communication bus can be divided into an address bus, a data bus, a control bus, etc. For ease of illustration, only one thick line is used in the figure, but this does not mean that there is only one bus or only one type of bus.

[0181] The communication interface is used for communication between the above terminal and other devices.

[0182] The memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage. Alternatively, the memory may be at least one storage device located away from the processor.

[0183] The above-mentioned processor can be a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, and discrete hardware components.

[0184] In another embodiment provided by the present invention, a computer-readable storage medium is also provided, in which instructions are stored. When the computer-readable storage medium is run on a computer, the computer executes the automatic adjustment method for vehicle scheduling described in the above embodiment.

[0185] In another embodiment provided by the present invention, a computer program product including instructions is also provided, which, when executed on a computer, enables the computer to execute the method for automatic adjustment of vehicle scheduling described in the above embodiment.

[0186] In the above embodiments, all or part of the embodiments can be implemented by software, hardware, firmware, or any combination thereof. When implemented using software, all or part of the embodiments can be implemented in the form of a computer program product. The computer program product includes one or more computer instructions. When the computer program instructions are loaded and executed on a computer, all or part of the processes or functions described in the embodiments of the present invention are generated. The computer can be a general-purpose computer, a special-purpose computer, a computer network, or other programmable device. The computer instructions can be stored in a computer-readable storage medium or transmitted from one computer-readable storage medium to another computer-readable storage medium. For example, the computer instructions can be transmitted from one website, computer, server, or data center to another website, computer, server, or data center via a wired (e.g., coaxial cable, optical fiber, digital subscriber line (DSL)) or wireless (e.g., infrared, wireless, microwave, etc.) method. The computer-readable storage medium can be any available medium that can be accessed by a computer or a data storage device such as a server or data center that includes one or more available media. The available medium can be a magnetic medium (e.g., a floppy disk, a hard disk, a tape), an optical medium (e.g., a DVD), or a semiconductor medium (e.g., a solid-state drive (SSD)).

[0187] It should be noted that, in this document, relational terms such as first and second, etc., are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply the existence of any such actual relationship or order between these entities or operations. Moreover, the terms "comprises," "comprising," or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article, or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or elements inherent to such process, method, article, or device. In the absence of further limitations, an element defined by the phrase "comprising a ..." does not exclude the presence of other identical elements in the process, method, article, or device comprising the element.

[0188] Each embodiment in this specification is described in a related manner. Similar portions between the embodiments can be referred to in conjunction with each other. Each embodiment focuses on the differences from other embodiments. In particular, the device embodiments are generally similar to the method embodiments, so their description is relatively simple. For related portions, refer to the description of the method embodiments.

[0189] The above description is only a preferred embodiment of the present invention and is not intended to limit the scope of protection of the present invention. Any modifications, equivalent replacements, improvements, etc. made within the spirit and principles of the present invention are included in the scope of protection of the present invention.

Claims

1. A method for automatic adjustment of vehicle scheduling, characterized in that: The method comprises: Configure the default reference platform and sort the platforms of all stations along the line based on the default reference platform; Starting from the default reference platform, sort all trains on the line according to their current positions, determine the position order of each train relative to the default reference platform, and search for the first platform ahead of each train; Get the first two rounds of driving plans of the default base station; each round of driving plan includes multiple planned service numbers; Match the sorted trains with the planned service numbers in the first two rounds of driving plans of the default reference platform in sequence, and calculate the early or late time of each train relative to the corresponding planned service number; Based on the early or late time of each train relative to the corresponding planned service number, the rationality evaluation results of the early or late time of all trains are determined, and the reasonable correspondence between each train and the planned service number is obtained; Based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically adjusted, and the adjusted destination code and train number information map is applied to the corresponding train.

2. The method according to claim 1, characterized in that The strategy adopted for evaluating the rationality of train early or late times is: The maximum early or late time of the train does not exceed the preset early or late time threshold; or, The average value of the early and late times of all trains does not exceed the preset early and late time average value threshold.

3. The method according to claim 1, characterized in that The method further comprises: Receive the correspondence between the specific train and the planned train number specified by the dispatcher; The first platform in front of the designated train is designated as the base platform, and the platforms of all stations along the line are reordered starting from the designated base platform; The designated train is used as the first train to re-arrange the position order of all trains on the line relative to the designated base platform; Obtain the previous round of train operation plan for the specified base station, and re-determine the reasonable correspondence between each train and the planned service number based on the specified planned train number and the position sequence of the trains on the entire line; Based on the re-determined reasonable correspondence between each train and the planned service number and the actual running direction of the train, the destination code and train number information of the train are automatically readjusted, and the readjusted destination code and train number information map is applied to the corresponding train.

4. The method according to claim 1, wherein The method further comprises: When there is a turnaround ahead of the train, the train's current destination code and train number information are adjusted in reverse according to the train's driving plan after the turnaround.

5. The method according to claim 1, wherein The method further comprises: When there are large and small intersections in the plan, the best reference station is calculated and used to replace the default reference station; When there are large and small intersections in the plan, the optimal reference station is calculated and used to replace the default reference station, including: Count the uniqueness of the planned service number of the first round of train operation plan of each platform in the order of stations; The first station with the most unique planned service numbers is selected as the best reference station; Detect whether other stations have planned service numbers that are not included in the best reference station; When a new planned service number is detected, it is determined that there is a small intersection, and the station corresponding to the new planned service number is added as the best reference station; The last best reference station found is used to replace the default reference station.

6. The method according to claim 1, characterized in that The method further comprises: When operational needs divide the operating line into multiple independently operating sub-lines, an independent base station is configured for each sub-line, and an independent map-making process for driving plan matching and train information adjustment is executed for each sub-line.

7. The method according to claim 1, characterized in that The method further comprises: When the first platform ahead of multiple trains is the same platform, the tracking interval time is compensated for the trains behind the first train among the multiple trains according to the train sequence, and the train delay time is recalculated.

8. An automatic adjustment device for driving scheduling, characterized in that: The device comprises: The platform sorting module is used to configure the default reference platform and sort the platforms of all stations along the line based on the default reference platform; The train sequencing module is used to sort all trains on the line based on their current positions, starting from the default reference platform, determine the position order of each train relative to the default reference platform, and search for the first platform ahead of each train; The driving plan acquisition module is used to obtain the first two rounds of driving plans for the default base station; each round of driving plans includes multiple plan service numbers; The early or late time calculation module is used to match the sorted trains with the planned service numbers in the first two rounds of driving plans of the default reference platform in sequence, and calculate the early or late time of each train relative to the corresponding planned service number; The module for determining the correspondence between the planned service numbers of trains is used to determine the rationality evaluation results of the early and late times of all trains based on the early and late times of each train relative to the corresponding planned service number, and obtain the reasonable correspondence between each train and the planned service number; The train dispatch adjustment module is used to automatically adjust the train's destination code and train number information based on the reasonable correspondence between each train and the planned service number and the actual running direction of the train, and apply the adjusted destination code and train number information map to the corresponding train.

9. An electronic device, characterized in that: comprising a processor, a communication interface, a memory and a communication bus, wherein the processor, the communication interface and the memory communicate with each other via the communication bus; The memory is used to store computer programs; The processor is used to implement the automatic adjustment method for vehicle scheduling as described in any one of claims 1 to 7 when executing the program stored in the memory.

10. One or more computer-readable media having instructions stored thereon, which, when executed by one or more processors, enable the processors to execute the method for automatic adjustment of traffic scheduling according to any one of claims 1 to 7.

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