High-speed railway passing capacity calculation method and device

Abstract

The application provides a high-speed railway passing capacity calculation method and device, the method comprising: obtaining the departure station spare time zone and the arrival station spare time zone of each station in the target section of the high-speed railway respectively; determining the effective spare time zone corresponding to each station respectively according to the departure station spare time zone and the arrival station spare time zone, and the faster train travel time and the slower train travel time of each station obtained in advance by ignoring the train stopping time; correcting the effective spare time zone to obtain the corrected effective spare time zone and calculating the passing capacity utilization rate of the target section in the target time section in hours. The application can effectively avoid the interference of the running time uncertainty caused by the intermediate station stopping, make the high-speed railway passing capacity calculation process more simple and efficient, and significantly improve the reliability and stability of the railway passing capacity calculation result.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of railway transportation technology in the field of transportation engineering, and particularly relates to a high-speed railway passing capacity calculation method and device. BACKGROUND

[0002] Since the large-scale operation of high-speed railways, great convenience has been provided for transportation, but at present, there is no widely recognized and efficient calculation method applicable to the whole railway. At present, the calculation methods of high-speed railway passing capacity mainly include two categories: graphical method and analytical calculation method. The typical representative of the graphical method is computer simulation method, which simulates the manual drawing process by means of computer technology to accurately determine the passing capacity of high-speed railway. However, due to the huge number of feasible schemes that meet the drawing scale constraint conditions, the comparison, selection and optimization algorithm of the schemes face great challenges, and the complexity is significantly increased. The analytical calculation method includes deduction coefficient method and average minimum train interval method. The deduction coefficient method is a static deterministic calculation method, and its application premise is strictly limited to "drawing line driving", continuous work, equal train occupation time and no delay. However, in the calculation practice of high-speed railway passing capacity, the unique properties of high-speed railway do not match the premise setting and calculation mode of the deduction coefficient method, which makes it difficult to guarantee the accuracy of the selected reference train and the deduction coefficient. The average minimum train interval method is a dynamic uncertain calculation method, which has strong robustness. However, the calculation of average minimum train interval and buffer time is relatively complex, and its theoretical basis needs to be systematically improved. In the calculation of traditional railway passing capacity, considering the stop station of intermediate station, due to factors such as train stop sequence and time difference, the train running time fluctuates greatly, and it is extremely difficult to determine the train interval running track and space-time relationship. This not only increases the calculation complexity and workload, but also the small change or uncertainty of the intermediate station stop station data will lead to large deviation of the calculation result, and further affect the effectiveness and reliability of the design of additional trains based on the calculation result of high-speed railway passing capacity.

[0003] Therefore, it is urgent to design a high-speed railway passing capacity calculation method that can provide calculation efficiency and calculation result accuracy to improve the effectiveness and reliability of high-speed railway train increase. SUMMARY

[0004] In view of this, the embodiments of the present application provide a high-speed railway passing capacity calculation method and device to eliminate or improve one or more defects in the prior art.

[0005] One aspect of the present application provides a high-speed railway passing capacity calculation method, comprising:

[0006] According to the arrival time and departure time of each train in each station in the target section of the high-speed railway and the tracking interval time corresponding to the target section, it is judged whether there is a free time zone in each station interval in the target section that meets the preset condition of increasing the number of trains, if so, the origin station free time zone and the terminal station free time zone of each station interval are obtained respectively; wherein the station interval represents the route between the origin station and any other station in the target section;

[0007] According to the origin station free time zone and the terminal station free time zone of each station interval, and the faster train travel time and the slower train travel time corresponding to each station interval obtained in advance by ignoring the train stop time, the effective free time zone corresponding to each station interval is determined respectively;

[0008] The effective free time zone is corrected to obtain a corrected effective free time zone;

[0009] The target section is calculated according to the corrected effective free time zone to obtain the capacity utilization rate of the target section in the target time period in hours.

[0010] In some embodiments of the present application, before the target section of the high-speed railway is judged according to the arrival time and departure time of each train in each station in the target section of the high-speed railway and the tracking interval time corresponding to the target section, whether there is a free time zone in each station interval in the target section that meets the preset condition of increasing the number of trains, the following is further included:

[0011] The train operation data corresponding to the target section of the high-speed railway is subjected to outlier screening processing to obtain the corresponding target train operation data;

[0012] Based on the train travel time corresponding to each station interval in the target train operation data, the mode is determined in the preset number of train travel time selected from front to back in order from short to long to obtain the faster running time corresponding to each station interval respectively; and the mode is determined in the preset number of train travel time selected from back to front in order to obtain the slower running time corresponding to each station interval respectively;

[0013] According to the faster running time and the slower running time corresponding to each station interval respectively, the faster train travel time and the slower train travel time corresponding to each station interval are determined respectively.

[0014] In some embodiments of this application, before determining whether there is a spare time band between each station in the target section that meets the preset conditions for additional trains, based on the arrival and departure times of each train in the target section of the high-speed railway at each station and the tracking interval time corresponding to the target section, the method further includes:

[0015] The maximum value among the departure tracking interval time, the through tracking interval time and the arrival tracking interval time recorded in the target train operation data is selected as the tracking interval time corresponding to the target section.

[0016] In some embodiments of this application, the step of determining whether there are available time slots between stations in the target section that meet the preset conditions for additional trains, based on the arrival and departure times of each train in the target section of the high-speed railway at each station and the tracking interval time corresponding to the target section, includes:

[0017] Each train corresponding to a departure station between the stations is sorted from earliest to latest according to its departure time at that departure station, and each train corresponding to a destination station between the stations is sorted from earliest to latest according to its arrival time at that departure station.

[0018] Empty time zone determination steps: Select a station in the target segment that has not yet been determined as the current target station. Calculate the departure time difference between each of the sorted trains corresponding to the departure station in the current target station and their respective adjacent trains. Calculate the arrival time difference between each of the sorted trains corresponding to the arrival station in the current target station and their respective adjacent trains. Determine whether there exists a train for which both the departure time difference and arrival time difference are greater than twice the tracking interval. If so, determine whether there is an empty time zone for the target station and obtain the empty time zone for the originating station and the empty time zone for the destination station in the target station.

[0019] Repeat the idle time band determination step until the idle time bands of the originating stations and the idle time bands of the terminating stations between each station are obtained.

[0020] In some embodiments of this application, determining the current effective free time slot for each of the stations based on the free time slots at the originating stations and the free time slots at the destination stations, and the travel times of the faster and slower trains between the stations obtained in advance by ignoring train stop times, includes:

[0021] A first difference between the start time of the empty time zone of the terminal station corresponding to each of the stations and the travel time of the slower train is determined; and a second difference between the end time of the empty time zone of the terminal station corresponding to each of the stations and the travel time of the faster train is determined; and the departure time range of the terminal station corresponding to each of the stations is constructed based on the first difference and the second difference.

[0022] The intersection of the available time band of the originating station and the departure time range for each of the stations is calculated to obtain the effective available time band of the originating station for each of the stations.

[0023] In some embodiments of this application, the step of modifying the effective spare time band to obtain a modified effective spare time band includes:

[0024] The end time of the terminal station empty time band is extended to the start time of the high-speed railway's maintenance window plus the travel time of the faster train to obtain the first modified terminal station empty time band.

[0025] The first modified terminal empty time band is modified based on the preset priority mapping rules to obtain the second modified terminal empty time band.

[0026] The effective spare time band is revised according to the second revised terminal spare time band to obtain the revised effective spare time band.

[0027] In some embodiments of this application, calculating the throughput utilization rate of the target segment within a target time period in hours based on the modified effective spare time band includes:

[0028] The train's daily operating time on the high-speed railway is divided into multiple target time periods in hours. Based on the corrected effective spare time zone, the proportion of spare time in each target time period is calculated to obtain the throughput utilization rate of the target section in the target time period.

[0029] Another aspect of this application provides a high-speed railway throughput capacity calculation device, comprising:

[0030] The idle time zone determination module is used to determine whether there are idle time zones between stations in the target section that meet the preset conditions for additional trains, based on the arrival and departure times of each train in the target section of the high-speed railway at each station and the tracking interval time corresponding to the target section. If so, the module obtains the idle time zone of the originating station and the idle time zone of the destination station between each station. The station refers to the section formed between the originating station and any other station in the target section.

[0031] The effective spare time zone calculation module is used to determine the current effective spare time zone between each station based on the spare time zone of the originating station and the spare time zone of the destination station between each station, as well as the faster train travel time and slower train travel time between each station obtained in advance by ignoring train stop time.

[0032] An effective spare time band correction module is used to correct the effective spare time band to obtain a corrected effective spare time band.

[0033] The capacity utilization calculation module is used to calculate the capacity utilization rate of the target segment within the target time period in hours, based on the corrected effective spare time zone.

[0034] A third aspect of this application provides an electronic device including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the high-speed railway throughput capacity calculation method.

[0035] A fourth aspect of this application provides a computer-readable storage medium having a computer program stored thereon that, when executed by a processor, implements the high-speed railway throughput capacity calculation method described above.

[0036] The fifth aspect of this application provides a computer program product, including a computer program that, when executed by a processor, implements the high-speed railway throughput capacity calculation method.

[0037] The high-speed railway throughput capacity calculation method provided in this application determines whether there are available time slots between stations in the target section that meet the preset conditions for additional trains, based on the arrival and departure times of each train at each station within the target section of the high-speed railway, and the corresponding tracking interval time of the target section. If so, the method obtains the originating station available time slot and the terminating station available time slot for each station. Here, "station" refers to the section formed between the originating station and any other station in the target section. Based on the originating station available time slot and the terminating station available time slot for each station, and the faster and slower train travel times for each station obtained in advance by ignoring train stop times, the method determines the current effective available time slot for each station. The method then corrects the available time slots. The method involves using intermediate stations to obtain a corrected effective spare time zone. Based on this corrected effective spare time zone, the throughput utilization rate of the target section within the target time period (in hours) is calculated. This method abandons the approach of setting a uniform basic train and ignores the application of train stop times, focusing instead on the effective spare time at the originating and terminating stations. The aim is to achieve efficient and accurate calculation of throughput utilization rate, effectively avoiding the uncertainty interference of running time caused by intermediate station stops. This makes the high-speed railway throughput capacity calculation process simpler and more efficient, and reduces fluctuations in calculation results caused by changes in intermediate station stop schemes or data errors. It significantly improves the reliability and stability of railway throughput capacity calculation results, thereby enhancing the effectiveness and reliability of high-speed railway train additions, and ultimately improving the effectiveness and reliability of high-speed railway train operation management, ensuring the stability and safety of train operation.

[0038] Additional advantages, objectives, and features of this application will be set forth in part in the description which follows, and will in part become apparent to those skilled in the art upon review of the following description, or may be learned by practice of the application. The objectives and other advantages of this application can be realized and obtained by means of the structures specifically pointed out in the specification and drawings.

[0039] Those skilled in the art will understand that the purposes and advantages that can be achieved with this application are not limited to those specifically described above, and that the above and other purposes that this application can achieve will be more clearly understood from the following detailed description. Attached Figure Description

[0040] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, do not constitute a limitation thereof. The components in the drawings are not drawn to scale but are merely for illustrating the principles of this application. For ease of illustration and description of certain parts of this application, corresponding portions in the drawings may be enlarged, i.e., may appear larger relative to other components in an exemplary device actually manufactured according to this application. In the drawings:

[0041] Figure 1 This is a schematic diagram of the first process of a high-speed railway throughput capacity calculation method in one embodiment of this application.

[0042] Figure 2 This is a diagram illustrating the data acquisition architecture for the target train operation data in one example of this application.

[0043] Figure 3 This is a schematic diagram illustrating the method for determining the final effective spare time (i.e., the effective spare time at the originating station) in an example of this application.

[0044] Figure 4 This is a schematic diagram of the second process of the high-speed railway throughput capacity calculation method in one embodiment of this application.

[0045] Figure 5 This is a schematic diagram illustrating the correction of the empty time zone at the terminal station based on the maintenance window period of a high-speed railway, as exemplified in this application.

[0046] Figure 6 This is a schematic diagram of the high-speed railway throughput capacity calculation device in one embodiment of this application.

[0047] Figure 7 This is a flowchart of the calculation process for the effective free time zone in an application example of this application.

[0048] Figure 8 This is a flowchart of the effective mapping time calculation in an application example of this application. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the embodiments and accompanying drawings. Here, the illustrative embodiments and their descriptions are used to explain this application, but are not intended to limit it.

[0050] It should also be noted that, in order to avoid obscuring this application with unnecessary details, only the structures and / or processing steps closely related to the solution according to this application are shown in the accompanying drawings, while other details that are not closely related to this application are omitted.

[0051] It should be emphasized that the term "including / comprises" as used herein refers to the presence of a feature, element, step, or component, but does not exclude the presence or addition of one or more other features, elements, steps, or components.

[0052] It should also be noted that, unless otherwise specified, the term "connection" in this article can refer not only to a direct connection, but also to an indirect connection involving an intermediary.

[0053] In the following description, embodiments of the present application will be illustrated with reference to the accompanying drawings. In the drawings, the same reference numerals represent the same or similar parts, or the same or similar steps.

[0054] To address the problems of low computational efficiency and inconsistent accuracy in existing high-speed railway capacity calculation methods, this application provides a high-speed railway capacity calculation method, a high-speed railway capacity calculation device for executing the method, physical equipment, a computer-readable storage medium, and a computer program product. Specifically, this application innovatively proposes a high-speed railway capacity calculation method that ignores train stop time (ITST), closely considering the distinctive characteristics of high-speed railways. This method not only provides a new research perspective for high-speed railway capacity calculation but also designs an extended method for virtual time zones and, based on this, constructs a system for estimating the available time at originating and terminating stations based on the travel times of faster and slower trains. Furthermore, this application fully considers the impact of train speed differences on capacity and optimizes train time occupancy. In addition, this application abandons the traditional model of setting a uniform virtual train as the basic train and uses the available time at the originating station as a key indicator for measuring capacity utilization. This ensures the high accuracy requirements of high-speed railway calculations. In the future, this method is expected to be further extended to the entire railway system, providing new ideas for railway decision-making and operation.

[0055] The following examples will provide a detailed description.

[0056] Based on this, embodiments of this application provide a method for calculating the throughput capacity of a high-speed railway, which can be implemented by a high-speed railway throughput capacity calculation device. See [link to relevant documentation]. Figure 1 The method for calculating the throughput capacity of high-speed railways specifically includes the following:

[0057] Step 100: Based on the arrival and departure times of each train in the target section of the high-speed railway at each station, and the tracking interval time corresponding to the target section, determine whether there is a spare time slot between each station in the target section that meets the preset conditions for additional trains. If so, obtain the spare time slot of the originating station and the spare time slot of the terminating station between each station. Herein, the station refers to the section formed between the originating station and any other station in the target section.

[0058] In one or more embodiments of this application, the target section refers to a high-speed railway section containing multiple stations, the number of which may be set to two or more depending on the actual application. The arrival and departure times of each station can be obtained from the target train operation data, which may include data such as train timetables.

[0059] It is understood that the term "station interval" refers to the segment formed between the originating station and any other station in the target section. Taking a target section containing stations A, B, C, and D as an example, if station A is the originating station, then each station interval in the target section includes three station intervals: the segment formed between station A and station B (which can be abbreviated as AB), the segment formed sequentially between station A, station B, and station C (which can be abbreviated as ABC), and the segment formed sequentially between station A, station B, station C, and station D (which can be abbreviated as ABCD).

[0060] In addition, the time band and time period or time range mentioned in one or more embodiments of this application have the same meaning and can also be simply referred to as time or duration. For example, the effective free time band can also be simply referred to as effective free time, which can be set according to the actual application situation.

[0061] If, in step 100, it is determined that there are no available time slots between stations in the target section that meet the preset conditions for additional trains, then it is determined that additional trains cannot be added to the target section at present and the process ends.

[0062] Step 200: Based on the empty time slots of the originating stations and the empty time slots of the terminating stations between each station, and the faster and slower train travel times between each station obtained in advance by ignoring train stop times, determine the current effective empty time slots between each station.

[0063] It is understood that the effective spare time zone is the same as the effective spare time zone of the originating station.

[0064] In step 200, the faster and slower train travel times for each of the stations are obtained in advance without considering the train's stop time at each station. Specifically, the faster and slower train travel times for each of the stations can be determined based on the faster and slower travel times for each of the stations. It is understood that the terms "faster" and "slower" are relative to each other. Obviously, the faster train travel time is less than the slower train travel time. For example, the faster train travel time from station A to station B is 1 hour, while the slower train travel time from station A to station B is 2 hours.

[0065] In one example, to reflect the impact of short-distance trains within the target section, the calculation might need to traverse all intermediate stations within the entire target section. Simultaneously, since a unified virtual train is not considered, time occupancy must be concentrated at the originating station. Therefore, a method is adopted where the originating station remains unchanged, and intermediate stations are used alternately as destination stations to calculate the final available effective time slot at the current originating station.

[0066] Step 300: Correct the effective spare time band to obtain the corrected effective spare time band.

[0067] Step 400: Calculate the throughput utilization rate of the target segment within the target time period in hours based on the corrected effective spare time zone.

[0068] After step 400, additional trains can be added for the target time period based on the capacity utilization rate. Specifically, after determining the capacity utilization rate, the addition of trains needs to be scientifically planned in conjunction with the comprehensive capacity of the line, stations, and equipment.

[0069] (1) Analyze the distribution characteristics of capacity utilization:

[0070] Identify periods of low utilization: Prioritize adding trains during periods of low capacity utilization (e.g., <60%) to make full use of idle resources.

[0071] Optimize peak-hour scheduling: During peak hours (e.g., utilization rate > 80%), it is necessary to assess whether the remaining capacity can support additional trains to avoid excessive compression of safety redundancy.

[0072] (2) Adjust the train timetable:

[0073] Shorten the tracking interval: Reduce the tracking interval (h) by optimizing the signaling system or adjusting the train operation mode, thereby increasing the number of trains passing through per hour.

[0074] Adopt a parallel train schedule: Based on the non-parallel train schedule, increase the proportion of parallel trains to improve the throughput capacity of the section.

[0075] (3) Optimize station operation efficiency:

[0076] Release arrival and departure track resources: shorten train technical operation time (such as the time occupied by trains without shunting transfer), reduce the time occupied by arrival and departure tracks, and improve turnover rate.

[0077] Optimize the use of throat turnout groups: reduce conflicts and waiting time of throat turnout groups by dynamically allocating routes.34

[0078] (4) Enhance equipment and infrastructure capabilities:

[0079] Expanding key facilities: Adding tracks or turnout sets to bottleneck sections that restrict throughput (such as throat areas or stations with insufficient arrival and departure tracks).

[0080] Upgrade the traction power supply system: If the power supply capacity of electrified railways is insufficient, it is necessary to expand the capacity of traction substations or optimize the load distribution of the overhead contact line.

[0081] (5) Phased implementation and dynamic monitoring:

[0082] Trial operation and verification: During low-risk periods (such as nighttime), additional trains will be added on a trial basis to verify the stability of the equipment and scheduling scheme.

[0083] Dynamically adjust the train schedule: periodically optimize the train operation plan based on actual operating data (such as delay rate and equipment load).

[0084] In one example, the arrival and departure times of each train within the target section of the high-speed railway in steps 100 to 400 above, as well as the travel times, departure tracking intervals, through tracking intervals, and arrival tracking intervals for each train between stations used in subsequent embodiments, can all be extracted from the target train operation data sent by the high-speed railway throughput capacity calculation device from the data warehouse platform. See also Figure 2 The high-speed railway throughput capacity calculation device can be implemented using a computing cluster, and the data warehouse platform can be implemented using the Teradata data warehouse platform. The Teradata data warehouse platform is used to perform outlier filtering on train operation data corresponding to the target section of the high-speed railway received from at least one of TDCS, the railway transportation information integration platform, and file data, to obtain the corresponding target train operation data. In other words, Figure 2The data acquisition process of ITST is described as follows: 1) The synchronous program collects structured and unstructured data at regular intervals and stores the data in the Teradata data warehouse platform; 2) The real-time computing module cleans the raw data; 3) The offline computing module loads massive historical data, performs line data concatenation, and calculates the parameters and throughput required for the model research. Among them, TDCS refers to the railway train dispatching and command system; DM summary indicators refer to the summary indicators of the data warehouse (DW); DIM refers to dimensional modeling data; DW aggregated data refers to the aggregated data of the data mart (DM); ODS raw data refers to the raw data of the operational data store (ODS); Kafka is a high-performance distributed message queue system; Flume is a distributed system for collecting, aggregating, and transmitting massive logs; Flink is a distributed processing engine and framework for performing state computation on bounded and unbounded data streams; Hive is a data warehouse infrastructure based on Hadoop; Yarn is a dependency package installation tool; Spark is a general-purpose big data computing framework; Zookeeper is a distributed, open-source distributed application coordination service; HDFS refers to the Hadoop Distributed File System, which is a distributed file system designed to run on commodity hardware.

[0085] As can be seen from the above description, the high-speed railway capacity calculation method provided in this application abandons the method of setting a unified basic train and ignores the application of train stopping time. It focuses on considering the effective spare time of the originating station and the terminal station, aiming to achieve efficient and accurate calculation of capacity utilization. It can effectively avoid the interference of uncertainties in running time caused by intermediate station stops, making the high-speed railway capacity calculation process simpler and more efficient. It can also reduce the fluctuation of calculation results caused by changes in intermediate station stopping schemes or data errors, and can significantly improve the reliability and stability of railway capacity calculation results.

[0086] Meanwhile, the high-speed railway capacity calculation method provided in this application is also applicable to short-distance trains. In order to reflect the impact of short-distance trains within a section, the calculation must traverse all intermediate stations within the entire section. However, considering that there is no unified basic train, all time occupancy must be concentrated at the originating station. Therefore, this application adopts a method that keeps the originating station unchanged and uses intermediate stations as the destination stations in rotation to calculate the final available effective time zone reflected at the originating station.

[0087] To further simplify the calculation process of high-speed railway capacity and improve calculation efficiency, a method for calculating high-speed railway capacity is provided in this application embodiment, see [link to relevant documentation]. Figure 3The method for calculating the throughput capacity of high-speed railways includes the following steps prior to step 100:

[0088] Step 010: Perform outlier filtering on the train operation data corresponding to the target section of the high-speed railway to obtain the corresponding target train operation data.

[0089] In one example, big data technology can be used to remove outliers that occur less than 5% of the total number of train running minutes.

[0090] Step 020: Ignoring train stop times, based on the order of the shortest to longest train travel times between each station recorded in the target train operation data, determine the mode of each train travel time selected from the beginning to the end of a preset number of train travel times to obtain the faster travel time for each station; and determine the mode of each train travel time selected from the end to the beginning of a preset number of train travel times to obtain the slower travel time for each station.

[0091] In one example, the faster travel time between stations and the slower travel time within a section can be determined by taking the mode of the fastest and slowest 20% of the target train's travel data.

[0092] Step 030: Determine the faster train travel time and slower train travel time for each of the stations based on the faster and slower travel times for each station.

[0093] The arrival and departure times of intermediate stations are not included in the calculation logic. Instead, the time of departure and arrival at the originating and terminating stations is extended by half a tracking interval. The remaining time after removing the tracking interval at the originating and terminating stations is used to determine whether additional trains can be added.

[0094] Specifically, the faster train travel time is calculated based on the ratio of the fastest travel time between stations to the total train travel time. Taking a target segment containing stations A, B, C, and D as an example, the available time bands for the intervals (i.e., between stations) AB, ABC, and ABCD are calculated respectively. The faster travel time for AB is known (the mode of the top 20%), and the slower travel time for AB is the slower travel time for AD multiplied by the ratio of AB's faster travel time to the total train travel time. The faster travel time for ABC is also known, and the slower travel time for AC is the slower travel time for AD multiplied by the ratio of AB's faster travel time, plus the ratio of AD's slower travel time multiplied by the ratio of BC's faster travel time. The faster travel time for each station is obtained by summing the faster travel times between stations. The slower train travel time is directly obtained from the total travel time of the entire segment (the mode of the bottom 20%).

[0095] In other words, the high-speed railway throughput capacity calculation method provided in this application introduces the methods of removing outliers and taking the mode to determine the faster and slower running times of trains in each section, which further simplifies the calculation steps.

[0096] To further simplify the calculation of effective spare time bands and improve the validity and reliability of high-speed railway capacity calculation, a high-speed railway capacity calculation method is provided in this application embodiment, see [link to relevant documentation]. Figure 3 The method for calculating the throughput capacity of high-speed railways includes the following specific content after step 010 and before step 100:

[0097] Step 040: Select the maximum value from the departure tracking interval time, the through tracking interval time and the arrival tracking interval time recorded in the target train operation data as the tracking interval time corresponding to the target section.

[0098] Specifically, to ensure a safe distance between trains within a section, a tracking interval I needs to be set, which is defined as the departure tracking interval I. 发 By tracking the interval time I 通 and arrival tracking interval I 到 The maximum value among the three. For example, the tracking interval can be limited to a range of 3-5 minutes.

[0099] To further simplify and improve the efficiency of high-speed railway capacity calculation, this application provides a method for calculating high-speed railway capacity, see [link to relevant documentation]. Figure 3 Step 100 in the high-speed railway throughput capacity calculation method specifically includes the following:

[0100] Step 110: Sort each train corresponding to the departure station between each of the stations according to its departure time at that departure station from earliest to latest, and sort each train corresponding to the arrival station between each of the stations according to its arrival time at that departure station from earliest to latest.

[0101] Specifically, trains departing from stations along the target section are arranged in ascending order based on their departure times, while trains arriving at stations are arranged in ascending order based on their arrival times.

[0102] Step 120: Empty Time Slot Judgment Step: Select a station in the target segment that has not yet been judged for an empty time slot as the current target station. Calculate the departure time difference between each of the sorted trains corresponding to the departure station in the current target station and their respective adjacent trains. Calculate the arrival time difference between each of the sorted trains corresponding to the arrival station in the current target station and their respective adjacent trains. Determine whether there exists a train for which both the departure time difference and arrival time difference are greater than twice the tracking interval. If so, determine whether there is an empty time slot for the target station and obtain the empty time slots for the originating station and the destination station of the target station.

[0103] Specifically, the departure time of train i+1 at the departure station Subtract the departure time of the i-th column Obtain the difference t 发 The arrival time of the (i+1)th train to the station. Subtract the arrival time of column i Obtain the difference t 到 Then, determine t. 发 and t 到 If both conditions are greater than 2I, and either condition is not met, then there is no spare time, and the calculation of the next pair of t is continued. 发 and t 到 If the condition is greater than 2I, then it is considered that there is spare time. For t that satisfies the above conditions... 发 and t 到 Calculate the start and end times of the idle time at the originating and terminating stations.

[0104] Specifically, the calculation process for the idle time zone at the originating station is as follows:

[0105] The start time t of the idle time zone at the originating station ss :

[0106]

[0107] Here, min(·) represents taking the minimum value.

[0108] The end time t of the idle time zone at the originating station sz :

[0109]

[0110] Once the start and end times of the idle time are calculated, an idle time band for the originating station between stations is obtained.

[0111] In addition, special cases involving idle time zones at the endpoints should also be considered:

[0112] The gap between the departure time of the first train and the starting time of the calculation time range (taken as 6:00) The calculation is shown in formula (3):

[0113]

[0114] in, This indicates the departure time of the first train. The remaining time between the departure time of the last train at the departure station and the end time of the calculation range (taken as 24:00) is also considered. The calculation method is shown in formula (4):

[0115]

[0116] in, This indicates the departure time of the last train.

[0117] Specifically, the calculation process for the empty time slot at the terminal station is as follows:

[0118] The start time t of the idle time zone at the terminal station zs :

[0119]

[0120] The end time t of the idle time zone at the terminal station zz :

[0121]

[0122] For calculating the idle time at the endpoints, similar to the above, it is only necessary to use the departure time t in formulas (3) and (4). 发 Change to arrival time t 到 That's all.

[0123] Step 130: Repeat the idle time band determination step until the idle time bands of the originating stations and the idle time bands of the terminating stations between each station are obtained.

[0124] In other words, the high-speed railway capacity calculation method provided in this application comprehensively considers the travel time and tracking interval of trains in different sections, and proposes a method for calculating effective spare time zones, providing a basis for judgment on adding trains. The introduction of special calculation logic for spare time zones at the endpoints can solve the calculation problems near maintenance windows and when capacity is tight at the terminal station.

[0125] To further improve the effectiveness and reliability of the calculation of the effective spare time zone in the high-speed railway capacity calculation process, a high-speed railway capacity calculation method is provided in the embodiments of this application, see [link to relevant documentation]. Figure 3Step 200 in the high-speed railway throughput capacity calculation method specifically includes the following:

[0126] Step 210: Determine the first difference between the start time of the empty time zone of the terminal station corresponding to each of the stations and the travel time of the slower train; and determine the second difference between the end time of the empty time zone of the terminal station corresponding to each of the stations and the travel time of the faster train; and construct the departure time range of the terminal station corresponding to each of the stations based on the first difference and the second difference.

[0127] Step 220: Perform an intersection calculation on the empty time band of the originating station corresponding to each of the stations and the departure time range to obtain the effective empty time band of the originating station corresponding to each of the stations.

[0128] Specifically, for each station in the target segment, a departure station and a destination station's free time need to be calculated. The first difference between the start time of the destination station's free time band and the slower travel time, and the second difference between the end time of the destination station's free time band and the faster travel time, are taken. The intersections of these two values ​​with the departure station's free time are calculated (there may be multiple intersections). The duration of the intersection is used to determine the final effective free time band (which is also the departure station's effective free time band).

[0129] In one example, see Figure 3 Assume that trains K1, K2, and K3 operate on the same section. The time occupancy zone for each train is determined according to the high-speed railway capacity calculation method provided in this application (e.g., Figure 3 (As shown by the red dashed line in the middle), and determine the spare time (t1, t2, and t3) at the originating station and the spare time (t′1 and t′2) at the destination station. Then, subtract the travel time of the faster (yellow line) and slower (blue line) trains from the spare time (t′1 and t′2) at the destination station to obtain the effective spare time at the destination station (due to map size limitations, ...). Figure 3 (The travel time of the slower train to the left of t′1 is omitted). Finally, the effective spare time at the destination station is mapped to the originating station, and the intersection of this map with the spare time (t1, t2, and t3) at the originating station is taken to obtain the effective spare time (T1, T2, T3, T4) at the originating station. It is worth noting that since the length of the effective spare time must satisfy the minimum train following interval I, T3 is excluded because it does not meet this condition. Therefore, the final determined effective spare time at the originating station is T1, T2, and T4.

[0130] To further improve the accuracy and precision of the application of effective spare time zones in the calculation of high-speed railway capacity, a method for calculating high-speed railway capacity is provided in this application embodiment, see [link to relevant documentation]. Figure 4Step 300 in the high-speed railway capacity calculation method specifically includes the following:

[0131] Step 310: Extend the end time of the terminal station empty time band to the time after the start time of the high-speed railway's maintenance window plus the travel time of the faster train, to obtain the first modified terminal station empty time band.

[0132] Specifically, high-speed rail lines often have a maintenance window from 0:00 to 4:00, requiring trains on the target section to arrive at the terminal station no later than 0:00, and trains cannot depart from the originating station near 0:00. See also Figure 5 After calculating the time occupancy zone of train K1 using the original method, the empty time at the terminal station is from T1 to 24:00. This also maps to the departure station's time zone before 23:00. Taking the intersection of this and the departure station's empty time zone reveals an unreasonable situation where the portion circled in red has 100% capacity utilization even though trains cannot depart during this empty time. The correction method is as follows... Figure 5 As shown, the logic for determining the available time at the final destination station is extended to 24:00 + the travel time of faster trains, so that the "effective available time" mapped to the originating station covers the previously unreasonable portion.

[0133] Step 320: Correct the first corrected terminal empty time band based on the preset priority mapping rule to obtain the second corrected terminal empty time band.

[0134] Specifically, the high-speed rail network is complex, often resulting in situations where originating stations have ample capacity while terminating stations face capacity constraints. If the terminating station has short available time, the effective available time at the originating station is also short, failing to overlap with the originating station's available time. This leads to 100% capacity utilization in multiple time periods, contradicting common sense. Furthermore, the method described above for calculating the effective available time band at the terminating station inherently amplifies this by subtracting the travel times of faster and slower trains, potentially resulting in the terminating station's effective available time band completely encompassing the originating station's available time, leading to an excessively low capacity utilization rate. The solution is as follows:

[0135] (1) Prioritize selecting the terminal station's available time slot with the shortest mapping time:

[0136] Considering the overlap between the mapping time and the effective spare time of the originating station, the spare time band of the destination station with the shortest mapping time is selected to ensure that as many trains as possible can be added during the most difficult time period for adding trains to the destination station.

[0137] (2) Determine the effective mapping rules:

[0138] When determining the effective mapping of a given arrival time slot at the originating station, compare the duration of the intersection with the originating station's available time slot with the duration of the arrival station's available time slot. If the intersection time is shorter, the entire intersection time is considered a valid mapping; if the arrival time slot is shorter, select the time from the intersection time slot that is the same length as the arrival time slot from the end to the beginning as a valid mapping, to ensure that the determined departure time is as late as possible and the travel speed is as fast as possible.

[0139] (3) Delete the valid mappings:

[0140] To avoid duplication, once a valid mapping for a certain arrival time band is determined at the originating station, the valid mappings for other arrival time bands at the originating station must be deleted.

[0141] (4) Reorder and repeat selections:

[0142] The remaining arrival time band is mapped at the originating station (excluding deleted valid mapped times), where the valid mapped time is the aforementioned valid spare time.

[0143] Reorder the data, select the one with the shortest mapping time, and repeat step (1) above.

[0144] Step 330: Revise the effective spare time band according to the second revised terminal spare time band to obtain the revised effective spare time band.

[0145] Since the empty time zone of the terminal station has been revised, the effective empty time zone can be revised synchronously based on the second revised empty time zone of the terminal station in accordance with the method of step 200.

[0146] To further improve the effectiveness and accuracy of high-speed railway capacity calculation, a high-speed railway capacity calculation method is provided in this application embodiment, see [link to relevant documentation]. Figure 4 Step 400 in the high-speed railway capacity calculation method specifically includes the following:

[0147] Step 410: Divide the train's daily running time on the high-speed railway into multiple target time periods in hours. Based on the corrected effective spare time zone, calculate the spare time ratio within each target time period to obtain the throughput utilization rate of the target section within the target time period.

[0148] Specifically, for the period from 6:00 to 24:00 every day, the capacity utilization rate is calculated and peak hours are identified by dividing the time into hourly segments (such as 6:00-7:00, 7:00-8:00...23:00-24:00).

[0149] Based on the start and end times of each hourly segment, the effective free time period is extracted to obtain the effective duration within the hour. Then, the throughput capacity utilization rate for that hour is calculated using the formula:

[0150] TST capacity utilization rate = 100% - (effective spare time per hour) / 60 (min)

[0151] From a software perspective, this application also provides a high-speed railway capacity calculation device for performing all or part of the high-speed railway capacity calculation method described above, see [link to relevant documentation]. Figure 6 The high-speed railway throughput capacity calculation device specifically includes the following components:

[0152] The idle time zone judgment module 10 is used to determine whether there are idle time zones between stations in the target section that meet the preset conditions for additional trains, based on the arrival and departure times of each train in the target section of the high-speed railway at each station and the tracking interval time corresponding to the target section. If so, the module obtains the idle time zone of the originating station and the idle time zone of the destination station between each station. The station refers to the section formed between the originating station and any other station in the target section.

[0153] The effective spare time zone calculation module 20 is used to determine the current effective spare time zone between each station based on the spare time zone of the originating station and the spare time zone of the destination station between each station, as well as the faster train travel time and slower train travel time between each station obtained in advance by ignoring train stop time.

[0154] The effective spare time band correction module 30 is used to correct the effective spare time band to obtain the corrected effective spare time band.

[0155] The capacity utilization calculation module 40 is used to calculate the capacity utilization rate of the target segment within the target time period in hours, based on the corrected effective spare time zone.

[0156] The embodiments of the high-speed railway throughput capacity calculation device provided in this application can be used to execute the processing flow of the embodiments of the high-speed railway throughput capacity calculation method described above. Its functions will not be repeated here, but can be referred to the detailed description of the embodiments of the high-speed railway throughput capacity calculation method described above.

[0157] The high-speed railway capacity calculation device can perform the calculation of high-speed railway capacity either on a server or on a client device. The choice depends on the processing power of the client device and the limitations of the user's usage scenario. This application does not impose any limitations in this regard. If all operations are performed on the client device, the client device may further include a processor for the specific processing of the high-speed railway capacity calculation.

[0158] The aforementioned client device may have a communication module (i.e., a communication unit) that can communicate with a remote server to achieve data transmission. The server may include a server on the task scheduling center side; in other implementation scenarios, it may also include a server on an intermediate platform, such as a server on a third-party server platform that has a communication link with the task scheduling center server. The server may include a single computer device, a server cluster consisting of multiple servers, or a distributed server structure.

[0159] The server and the client device can communicate using any suitable network protocol, including those not yet developed as of the date of this application. Such network protocols may include, for example, TCP / IP, UDP / IP, HTTP, HTTPS, etc. Furthermore, such network protocols may also include RPC (Remote Procedure Call Protocol) and REST (Representational State Transfer Protocol) protocols used on top of the aforementioned protocols.

[0160] As can be seen from the above description, the high-speed railway capacity calculation device provided in this application abandons the method of setting a uniform basic train and ignores the application of train stopping time. It focuses on considering the effective spare time of the originating station and the terminal station, aiming to achieve efficient and accurate calculation of capacity utilization. It can effectively avoid the interference of uncertainties in running time caused by intermediate station stops, making the high-speed railway capacity calculation process simpler and more efficient. It can also reduce the fluctuation of calculation results caused by changes in intermediate station stopping schemes or data errors, and can significantly improve the reliability and stability of railway capacity calculation results.

[0161] To further illustrate the above embodiments, this application also provides a specific application example of a high-speed railway capacity calculation method, namely, a high-speed railway capacity calculation method that ignores train stop time (ITST). This method simplifies the calculation logic by determining the possibility of additional trains based solely on the departure and arrival times, effectively avoiding the uncertainty of running time caused by intermediate station stops, making the calculation process more concise and efficient. Simultaneously, it reduces fluctuations in calculation results caused by changes in intermediate station stop plans or data errors, significantly improving the reliability and stability of railway capacity calculation results.

[0162] Specifically, the process of calculating high-speed railway capacity ignoring train dwell time (ITST) provided in this application example is as follows:

[0163] (I) Setting Key Parameters for the Running Chart

[0164] By combining big data technology, outliers with a frequency below 5% in the total number of train running times are removed. The remaining trains are then used to determine the faster running time between stations and the slower running time in the target section by taking the mode of the fastest and slowest 20% of the total. A tracking interval of 3-5 minutes is set. To ensure a safe distance between trains within a target section, a tracking interval I is set, which is defined as the departure tracking interval I0. 发 By tracking the interval time I 通 Arrival tracking interval I 到 The maximum value of the three.

[0165] (II) Calculation of ITST train time zones

[0166] The arrival and departure times of intermediate stations are not included in the calculation logic. Instead, the time of departure and arrival is extended outward by half a tracking interval time I / 2 based on the time of departure and arrival stations. The remaining time after removing the tracking interval time from the departure and arrival stations is used to determine whether additional trains can be added.

[0167] (III) Calculation of Effective Spare Time Zone

[0168] See Figure 7 The calculation process for the effective free time band is as follows:

[0169] 1) Travel time for faster and slower trains

[0170] The fastest train travel time is calculated based on the ratio of the fastest travel time between stations to the total train travel time. For example, given the target segment with stations ABCD, the available time bands for intervals AB, ABC, and ABCD are calculated separately. The fastest travel time for AB is known (the mode of the top 20%). The slowest travel time for AB is calculated by multiplying the slowest travel time of AD by the ratio of AB's fastest travel time to the total train travel time. Similarly, the fastest travel time for ABC is calculated by multiplying the fastest travel time of AC by AD by the ratio of AB's fastest travel time, plus the ratio of AD's slowest travel time to BC's fastest travel time. The fastest train travel time is obtained by summing the fastest travel times between all stations. The slowest train travel time is obtained directly from the total travel time of the entire target segment (the mode of the bottom 20%).

[0171] 2) Judgment conditions

[0172] First, arrange the trains departing from the first station in the target segment in ascending order of departure time, and then arrange the arriving trains in ascending order of arrival time. The departure time of the (i+1)th train at each departure station... Subtract the departure time of the i-th column Obtain the difference t 发 The arrival time of the (i+1)th train to the station. Subtract the arrival time of column i Obtain the difference t 到 Then, determine t. 发 and t 到 If both conditions are greater than 2I, and either condition is not met, then there is no spare time, and the calculation of the next pair of t is continued. 发 and t 到 If the condition is greater than 2I, then it is considered that there is spare time. For t that satisfies the above conditions... 发 and t 到 Calculate the start and end times of the idle time at the originating and terminating stations.

[0173] 3) Calculation of idle time zone at the originating station

[0174] The start time t of the idle time zone at the originating station ss :

[0175]

[0176] Here, min(·) represents taking the minimum value.

[0177] The end time t of the idle time zone at the originating station sz :

[0178]

[0179] Once the start and end times of the idle time are calculated, an idle time band for the originating station between stations is obtained.

[0180] In addition, special cases involving idle time zones at the endpoints should also be considered:

[0181] The gap between the departure time of the first train and the starting time of the calculation time range (taken as 6:00) The calculation is shown in formula (3):

[0182]

[0183] in, This indicates the departure time of the first train. The remaining time between the departure time of the last train at the departure station and the end time of the calculation range (taken as 24:00) is also considered. The calculation method is shown in formula (4):

[0184]

[0185] in, This indicates the departure time of the last train.

[0186] 4) Calculation of idle time zone at the terminal station

[0187] The start time t of the idle time zone at the terminal station zs :

[0188]

[0189] The end time t of the idle time zone at the terminal station zz :

[0190]

[0191] For calculating the idle time at the endpoints, similar to the above, it is only necessary to use the departure time t in formulas (3) and (4). 发 Change to arrival time t 到 That's all.

[0192] 5) Calculation of effective free time zone

[0193] For each station in the target section, a departure station and a destination station's free time need to be calculated. The first difference between the start time of the destination station's free time band and the slower travel time, and the second difference between the end time of the destination station's free time band and the faster travel time, are taken. The intersections of these two values ​​with the departure station's free time are calculated (there may be multiple intersections). The duration of the intersection is used to determine the final effective free time band (which is also the departure station's effective free time band).

[0194] (iv) Correction of effective spare time zone

[0195] The correction process for the effective spare time band is as follows:

[0196] 1) Correction of the effective free time zone near the skylight

[0197] High-speed rail lines often have a maintenance window from 0:00 to 4:00, meaning trains on the target section must arrive at the terminal station no later than 0:00, and cannot depart from the originating station near 0:00. After calculating the time occupancy of train K1 using the original method, the available time at the terminal station is from T1 to 24:00, which also maps to the originating station's time zone before 23:00.

[0198] After intersecting with the available time at the originating station, an unreasonable situation will occur where the available time in the red circle cannot be used for train departure, but the throughput capacity utilization rate is 100%.

[0199] Correction methods are as follows Figure 5 As shown, the logic for determining the available time at the final destination station is extended to 24:00 + the travel time of faster trains, so that the "effective available time" mapped to the originating station covers the previously unreasonable portion.

[0200] 2) Correction of the problem of excessive amplification of the effective spare time zone at the terminal station

[0201] The high-speed rail network is complex, often resulting in situations where originating stations have ample capacity while terminating stations face capacity constraints. If the terminating station has limited free time, the corresponding effective free time at the originating station is also limited, failing to overlap with the originating station's free time. This leads to 100% capacity utilization in multiple time periods, contradicting common sense. Furthermore, the method described above for calculating the effective free time band at the terminating station inherently amplifies this by subtracting the travel times of faster and slower trains, potentially resulting in the terminating station's effective free time band completely encompassing the originating station's free time, leading to an excessively low capacity utilization rate. See also... Figure 8 The solution is as follows:

[0202] S1: Prioritize selecting the terminal station's available time slot with the shortest mapping time.

[0203] Considering the overlap between the mapping time and the effective spare time of the originating station, the spare time band of the destination station with the shortest mapping time is selected to ensure that as many trains as possible can be added during the most difficult time period for adding trains to the destination station.

[0204] S2: Determine valid mapping rules:

[0205] When determining the effective mapping of a given arrival time slot at the originating station, compare the duration of the intersection with the originating station's available time slot with the duration of the arrival station's available time slot. If the intersection time is shorter, the entire intersection time is considered a valid mapping; if the arrival time slot is shorter, select the time from the intersection time slot that is the same length as the arrival time slot from the end to the beginning as a valid mapping, to ensure that the determined departure time is as late as possible and the travel speed is as fast as possible.

[0206] S3: Delete valid mappings:

[0207] To avoid duplication, once a valid mapping for a certain arrival time band is determined at the originating station, the valid mappings for other arrival time bands at the originating station must be deleted.

[0208] S4: Reorder and repeat selections:

[0209] Mapping time of the remaining arrival time band at the originating station (excluding deleted valid mapping times).

[0210] Reorder the data, select the one with the shortest mapping time, and repeat step S1 above.

[0211] (v) ITST calculates capacity utilization.

[0212] For the period from 6:00 to 24:00 every day, the capacity utilization rate is calculated and peak hours are identified by dividing the time into hourly segments (such as 6:00-7:00, 7:00-8:00...23:00-24:00).

[0213] Based on the start and end times of each hourly segment, the effective free time period is extracted to obtain the effective duration within the hour. Then, the throughput capacity utilization rate for that hour is calculated using a formula:

[0214] ITST capacity utilization rate = 100% - (effective available time per hour) / 60 (min)

[0215] (vi) ITST's optimization of short-distance trains (optional)

[0216] To reflect the impact of short-distance trains within the target section, the calculation needs to traverse all intermediate stations within the entire target section. Furthermore, since a unified virtual train is not considered, time occupancy must be concentrated at the originating station. Therefore, a method is adopted to calculate the final available effective time slot at the current originating station by keeping the originating station unchanged and rotating intermediate stations as destination stations.

[0217] In summary, the high-speed railway capacity calculation method that ignores train dwell time (ITST) provided in this application example has the following beneficial effects:

[0218] 1) Simplify the calculation process and improve calculation efficiency:

[0219] By ignoring train stop times at intermediate stations, the complexity and uncertainty in the calculation process are reduced, making the calculation more concise and efficient. Introducing methods such as outlier removal and mode selection to determine the faster and slower travel times of trains in each section further simplifies the calculation steps.

[0220] (2) Improve the reliability and stability of the calculation results:

[0221] Considering the complex characteristics of high-speed railway trains (G, D, C, S, etc., with varying speeds), a unified virtual train is used, abandoning the traditional calculation method for conventional double-track railways. This avoids the impact of changes in intermediate station stopping plans or data errors on the calculation results, thus improving the stability of the results.

[0222] (3) A method for calculating the effective spare time zone is proposed:

[0223] Taking into account the travel time and tracking interval of trains in different sections, a method for calculating effective spare time zones is proposed, providing a basis for judging additional train services. A special calculation logic for the spare time zones at the endpoints is introduced, solving the calculation problem near maintenance windows and when terminal station capacity is tight.

[0224] (4) Optimize the calculation of capacity utilization:

[0225] A method for calculating capacity utilization and identifying peak hours on an hourly basis was proposed, which more accurately reflects the utilization of railway throughput capacity. By calculating the ratio of effective spare time within an hour to the length of an hour, a formula for calculating throughput capacity utilization was derived, providing an important reference for railway operation and management.

[0226] (5) Consider calculation errors under special circumstances:

[0227] The calculation errors under special cases, such as the preceding train being faster than the following train, both trains being faster, and the preceding train being slower than the following train, were analyzed, providing a basis for optimizing the calculation method. A method of considering one more station towards the center of the target section and polling station by station was proposed to avoid the speed difference across large areas becoming a bottleneck limiting capacity.

[0228] (6) Taking into account the impact of short-distance trains within the target section:

[0229] By traversing all intermediate stations within the entire target section and taking turns as the final destination station to calculate the final available effective time slot at the originating station, the impact of short-distance trains on throughput capacity within the target section is demonstrated. A method is proposed to adjust the stopping time at intermediate stations to change train arrival and departure times, thereby achieving the goal of adding trains during train gaps.

[0230] This application also provides an electronic device, which may include a processor, a memory, a receiver, and a transmitter. The processor is used to execute the high-speed railway throughput capacity calculation method mentioned in the above embodiments. The processor and the memory can be connected via a bus or other means, taking a bus connection as an example. The receiver can be connected to the processor and the memory via wired or wireless means.

[0231] The processor can be a central processing unit (CPU). The processor can also be other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, or combinations of the above types of chips.

[0232] Memory, as a non-transitory computer-readable storage medium, can be used to store non-transitory software programs, non-transitory computer-executable programs, and modules, such as the program instructions / modules corresponding to the high-speed railway throughput capacity calculation method in the embodiments of this application. The processor executes various functional applications and data processing by running the non-transitory software programs, instructions, and modules stored in the memory, thereby implementing the high-speed railway throughput capacity calculation method in the above method embodiments.

[0233] The memory may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created by the processor, etc. Furthermore, the memory may include high-speed random access memory and non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some embodiments, the memory may optionally include memory remotely located relative to the processor, which can be connected to the processor via a network. Examples of such networks include, but are not limited to, the Internet, corporate intranets, local area networks, mobile communication networks, and combinations thereof.

[0234] The one or more modules are stored in the memory, and when executed by the processor, the high-speed railway throughput capacity calculation method in the embodiment is executed.

[0235] In some embodiments of this application, the user equipment may include a processor, a memory, and a transceiver unit. The transceiver unit may include a receiver and a transmitter. The processor, memory, receiver, and transmitter may be connected via a bus system. The memory is used to store computer instructions, and the processor is used to execute the computer instructions stored in the memory to control the transceiver unit to send and receive signals.

[0236] As one implementation method, the functions of the receiver and transmitter in this application can be implemented by transceiver circuits or dedicated transceiver chips, and the processor can be implemented by dedicated processing chips, processing circuits or general-purpose chips.

[0237] As another implementation approach, the server provided in this application embodiment can be implemented using a general-purpose computer. That is, the program code implementing the processor, receiver, and transmitter functions is stored in memory, and the general-purpose processor implements the processor, receiver, and transmitter functions by executing the code in memory.

[0238] This application also provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements the steps of the aforementioned high-speed railway throughput capacity calculation method. The computer-readable storage medium can be a tangible storage medium, such as random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, floppy disks, hard disks, removable storage disks, CD-ROMs, or any other form of storage medium known in the art.

[0239] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the aforementioned high-speed railway throughput capacity calculation method.

[0240] Those skilled in the art will understand that the exemplary components, systems, and methods described in conjunction with the embodiments disclosed herein can be implemented in hardware, software, or a combination of both. Whether implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application. When implemented in hardware, it can be, for example, electronic circuits, application-specific integrated circuits (ASICs), appropriate firmware, plug-ins, function cards, etc. When implemented in software, the elements of this application are programs or code segments used to perform the required tasks. The programs or code segments can be stored in a machine-readable medium or transmitted over a transmission medium or communication link via data signals carried on a carrier wave.

[0241] It should be clarified that this application is not limited to the specific configurations and processes described above and shown in the figures. For the sake of brevity, detailed descriptions of known methods are omitted here. In the above embodiments, several specific steps are described and shown as examples. However, the method process of this application is not limited to the specific steps described and shown. Those skilled in the art can make various changes, modifications, and additions, or change the order of steps, after understanding the spirit of this application.

[0242] In this application, features described and / or illustrated for one embodiment may be used in the same or similar manner in one or more other embodiments, and / or combined with or in place of features of other embodiments.

[0243] The above description is merely a preferred embodiment of this application and is not intended to limit this application. For those skilled in the art, various modifications and variations can be made to the embodiments of this application. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the protection scope of this application.

Claims

1. A method for calculating the throughput capacity of a high-speed railway, characterized in that, include: Outlier filtering is performed on the train operation data corresponding to the target section of the high-speed railway to obtain the corresponding target train operation data; Ignoring train stop times, based on the order of shortest to longest train travel times between each station recorded in the target train operation data, the mode is determined from a preset number of train travel times selected from front to back to obtain the faster travel time between each station; and the mode is determined from a preset number of train travel times selected from back to front to obtain the slower travel time between each station. The faster train travel time and slower train travel time between each of the stations are determined respectively based on the faster travel time and the slower travel time between each of the stations. Based on the arrival and departure times of each train in the target section of the high-speed railway at each station, and the tracking interval time corresponding to the target section, it is determined whether there is a spare time slot between each station in the target section that meets the preset conditions for additional trains. If so, the spare time slots of the originating station and the spare time slots of the terminating station between each station are obtained respectively. Herein, the station refers to the section formed between the originating station and any other station in the target section. The following steps are taken: First, determine the first difference between the start time of the empty time slot corresponding to the destination station between each of the stations and the travel time of the slower train; Second, determine the second difference between the end time of the empty time slot corresponding to the destination station between each of the stations and the travel time of the faster train; Departure time ranges corresponding to the destination station between each of the stations are constructed based on the first and second differences; Intersection calculation is performed on the empty time slots corresponding to the originating station between each of the stations and the departure time ranges to obtain the effective empty time slots corresponding to the originating station between each of the stations. The effective free time band is modified to obtain the modified effective free time band; The throughput utilization rate of the target segment within the target time period, measured in hours, is calculated based on the corrected effective spare time zone.

2. The method for calculating the throughput capacity of high-speed railways according to claim 1, characterized in that, Before determining whether there are available time slots between stations in the target section that meet the preset conditions for additional train services, based on the arrival and departure times of each train at each station within the target section of the high-speed railway and the corresponding tracking interval time of the target section, the method further includes: The maximum value among the departure tracking interval time, the through tracking interval time and the arrival tracking interval time recorded in the target train operation data is selected as the tracking interval time corresponding to the target section.

3. The method for calculating the throughput capacity of high-speed railways according to claim 1, characterized in that, The process involves determining, based on the arrival and departure times of each train within the target section of the high-speed railway at each station, and the corresponding tracking interval time for that target section, whether there are available time slots between each station in the target section that meet the preset conditions for additional train services. If so, the process involves obtaining the available time slots for the originating stations and the available time slots for the terminating stations between each station, including: Each train corresponding to a departure station between the stations is sorted from earliest to latest according to its departure time at that departure station, and each train corresponding to a destination station between the stations is sorted from earliest to latest according to its arrival time at that departure station. Empty time zone determination steps: Select a station in the target segment that has not yet been determined as the current target station. Calculate the departure time difference between each of the sorted trains corresponding to the departure station in the current target station and its adjacent train. Calculate the arrival time difference between each of the sorted trains corresponding to the arrival station in the current target station and its adjacent train. Determine whether there exists a train for which both the departure time difference and arrival time difference are greater than twice the tracking interval. If so, determine whether there is an empty time zone for the target station and obtain the empty time zone for the originating station and the empty time zone for the destination station in the target station. Repeat the idle time band determination step until the idle time bands of the originating stations and the idle time bands of the terminating stations between each station are obtained.

4. The method for calculating the throughput capacity of high-speed railways according to claim 1, characterized in that, The process of correcting the effective spare time band to obtain the corrected effective spare time band includes: The end time of the terminal station empty time band is extended to the start time of the high-speed railway's maintenance window plus the travel time of the faster train to obtain the first modified terminal station empty time band. The first modified terminal empty time band is modified based on the preset priority mapping rules to obtain the second modified terminal empty time band. The effective spare time band is revised according to the second revised terminal spare time band to obtain the revised effective spare time band.

5. The method for calculating the throughput capacity of high-speed railways according to claim 1, characterized in that, The step of calculating the throughput utilization rate of the target segment within the target time period in hours based on the corrected effective spare time band includes: The train's daily operating time on the high-speed railway is divided into multiple target time periods in hours. Based on the corrected effective spare time zone, the proportion of spare time in each target time period is calculated to obtain the throughput utilization rate of the target section in the target time period.

6. A high-speed railway throughput capacity calculation device, characterized in that, The high-speed railway throughput capacity calculation device is used to perform the following: Outlier filtering is performed on the train operation data corresponding to the target section of the high-speed railway to obtain the corresponding target train operation data; Ignoring train stop times, based on the order of shortest to longest train travel times between each station recorded in the target train operation data, the mode is determined from a preset number of train travel times selected from front to back to obtain the faster travel time between each station; and the mode is determined from a preset number of train travel times selected from back to front to obtain the slower travel time between each station. The faster train travel time and slower train travel time between each of the stations are determined respectively based on the faster travel time and the slower travel time between each of the stations. The device further includes: The idle time zone determination module is used to determine whether there are idle time zones between stations in the target section that meet the preset conditions for additional trains, based on the arrival and departure times of each train in the target section of the high-speed railway at each station and the tracking interval time corresponding to the target section. If so, the module obtains the idle time zone of the originating station and the idle time zone of the destination station between each station. The station refers to the section formed between the originating station and any other station in the target section. The effective spare time zone calculation module is used to determine the first difference between the start time of the spare time zone corresponding to the destination station between each of the stations and the travel time of the slower train; and to determine the second difference between the end time of the spare time zone corresponding to the destination station between each of the stations and the travel time of the faster train; and to construct the departure time range of the destination station corresponding to each of the stations based on the first difference and the second difference; and to perform an intersection calculation on the spare time zone of the originating station corresponding to each of the stations and the departure time range to obtain the effective spare time zone of the originating station corresponding to each of the stations. An effective spare time band correction module is used to correct the effective spare time band to obtain a corrected effective spare time band. The capacity utilization calculation module is used to calculate the capacity utilization rate of the target segment within the target time period in hours, based on the corrected effective spare time zone.

7. An electronic device comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, characterized in that, When the processor executes the computer program, it implements the high-speed railway throughput capacity calculation method as described in any one of claims 1 to 5.

8. A computer-readable storage medium having a computer program stored thereon, characterized in that, When executed by a processor, the computer program implements the high-speed railway throughput capacity calculation method as described in any one of claims 1 to 5.

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