Train plan adjustment evaluation method based on high-speed railway line network operation simulation

Abstract

The invention discloses a train plan adjustment evaluation method based on high-speed railway line network operation simulation, and relates to the technical field of railway dispatching simulation practical training, and the method comprises the following steps: setting the score proportion of each evaluation index; simulation is started, and the CTC simulation system loads a fault scene and a train operation plan; in the simulation stage, the trainee adjusts the train operation plan, the CTC simulation system simulates train operation according to the adjusted train operation plan, and train operation conditions and trainee operation events are recorded; after the simulation is finished, calculating the score of each evaluation index according to the recorded train operation condition and the student operation event; and calculating a final evaluation total score through a weighted average algorithm by using the score and the score proportion of each evaluation index. According to the method, an automatic evaluation index system comprising multiple dimensions is provided, a specific and quantifiable scoring formula is designed for each evaluation index, and comprehensive, quantitative and objective evaluation of train plan adjustment behaviors of dispatchers is achieved.

Description

Technical Field

[0001] This invention relates to the field of railway dispatching simulation training technology, and more specifically to a train schedule adjustment evaluation method based on high-speed railway network operation simulation. Background Technology

[0002] Currently, centralized railway dispatching (CTC) simulation training systems are mainly used to train dispatchers' abilities in train operation command and schedule adjustment under normal and abnormal conditions. However, existing simulation training systems generally lack a scientific, systematic, and quantitative evaluation mechanism for the effectiveness of train operation schedule adjustments. During the training process, the judgment of the rationality of the dispatcher's timetable adjustment strategy relies heavily on the instructor's subjective experience, lacking automated, multi-dimensional, and quantifiable evaluation indicators.

[0003] Existing training systems typically only record basic operation logs and cannot reflect key performance indicators during the adjustment process, such as recovery efficiency, adjustment frequency, speed maintenance, and the impact of delays. This makes it difficult for trainees to obtain objective and detailed feedback, and to accurately identify their shortcomings in route planning, traffic flow adjustment, and emergency response, thus limiting the effective improvement of training outcomes.

[0004] Therefore, there is an urgent need for a method that can be embedded in a simulation training system and supports automated collection and intelligent evaluation of multiple indicators to achieve a comprehensive, objective, and quantitative assessment of dispatchers' adjustment behavior, thereby improving training quality and dispatching and command capabilities. Summary of the Invention

[0005] To overcome the shortcomings of the existing technology, this invention discloses a train schedule adjustment evaluation method based on high-speed railway network operation simulation. This invention proposes an automated evaluation index system that includes multiple dimensions such as recovery time, adjustment time, number of adjustments, number of delayed trains, and average speed. Specific and quantifiable scoring formulas are designed for each evaluation index, enabling a comprehensive, quantitative, and objective evaluation of the dispatcher's train schedule adjustment behavior, overcoming the limitations of traditional reliance on subjective experience.

[0006] To achieve the above objectives, the technical solution adopted by the present invention is as follows: A method for evaluating train schedule adjustments based on high-speed railway network operation simulation includes the following steps: Set the score ratio for each evaluation indicator, which includes recovery time, adjustment time, number of adjustments, number of late entries, and average speed. The simulation begins; the CTC simulation system loads the fault scenario and train operation plan. During the simulation phase, trainees adjust the train operation plan, and the CTC simulation system simulates train operation according to the adjusted train operation plan, and records the train operation status and trainee operation events. The simulation ends, and scores for each evaluation indicator are calculated based on the recorded train operation status and trainee operation events. The final total evaluation score is calculated using a weighted average algorithm based on the scores and percentages of each evaluation indicator.

[0007] Preferably, during the simulation phase, trainees adjust the train operation plan by changing the operating line and the next plan on the timetable terminal. Trainees can adjust the plan at any time before the end of the simulation, and the CTC simulation system simulates the train operation according to the adjusted plan. During this simulation phase, the CTC simulation system records the train operation status and the trainees' operation events.

[0008] I. Calculation of Recovery Time Score Preferably, calculating the scores for each evaluation indicator includes calculating the recovery time score, which includes the following steps: A1. After the simulation starts, the simulation auxiliary unit SAU records the time when the fault occurs as the fault occurrence time and the initial adjustment and recovery time. A2. The simulation auxiliary unit sau obtains station representation information in real time from the station representation server svr_rt of the CTC simulation system and updates all train information on the station map synchronously. A3. Using T seconds as the cycle, determine whether all trains on the station map are on time. If yes, proceed to step A5; otherwise, proceed to step A4. Preferably, in step A3, determining whether all trains on the station map are on time includes: obtaining all train line information through the CTC simulation system's timetable server svr_tg, including the planned and actual arrival and departure times of all stations the train passes through; for each train, determining whether it is a section train or a station train based on the track equipment where its train number window is located; for section trains, if the actual departure time of the following station is equal to the planned departure time, then it is determined to be on time; for station trains, if the actual arrival time of the current station is equal to the planned arrival time, then it is determined to be on time.

[0009] A4. Update and adjust the recovery time to the current time, and proceed to step A5; A5. Determine if the simulation has ended. If yes, proceed to step A6; otherwise, return to step A2. A6. Calculate the recovery time score based on the adjustment recovery time and the time of failure occurrence.

[0010] Preferably, in step A6, the recovery time is the adjusted recovery time minus the fault occurrence time, and the recovery time score is... .

[0011] II. Calculation of Adjustment Duration Score and Adjustment Number Score Preferably, the calculation of scores for each evaluation indicator includes calculating adjustment duration score and adjustment number score, and the calculation of adjustment duration score and adjustment number score includes the following steps: B1. After the simulation starts, the simulation auxiliary unit sau synchronously obtains all train line information from the CTC simulation system's run map server svr_tg, and obtains the run line manual change event and the next planning event from the CTC simulation system's event server svr_event. The initial value of "adjust start mark" is false. B2. The simulation auxiliary unit SAU detects whether a manual change event of the operating line has occurred. If yes, proceed to step B3; otherwise, proceed to step B6. B3. Accumulate the number of operating lines changed in this incident into the number of adjustments made this time, and proceed to step B4; B4. Determine whether it is the first change event by checking "Adjust start mark". If "Adjust start mark" is false, it is the first change event and proceed to step B5; otherwise, proceed to step B6. B5. Record the current time as the start time of this adjustment, set "Adjustment Start Flag" to true, and proceed to step B6; B6. Simulate the auxiliary unit SAU to check if a planned event has occurred. If yes, proceed to step B7; otherwise, proceed to step B8. B7. This adjustment is now complete. Update the total adjustment time and number of adjustments, and proceed to step B8. Preferably, step B7 includes: the current adjustment ends, and the current time is recorded as the end time of the current adjustment; the duration of the current adjustment is the end time of the current adjustment minus the start time of the current adjustment; if the cumulative number of adjustments in step B3 is not zero, the duration of the current adjustment is added to the total adjustment duration, and the number of adjustments is incremented by one; the "adjustment start flag" is set to false, and a new round of adjustments is awaited.

[0012] B8. Determine if the simulation has ended. If yes, proceed to step B9; otherwise, return to step B1. B9. Calculate the adjustment duration score and adjustment number score based on the total adjustment duration and the number of adjustments.

[0013] Preferably, in step B9, the adjustment duration score is: ; The score for the number of adjustments is: When the number of adjustments is 0, the score for the number of adjustments is 100. When the number of adjustments > 0, the score for the number of adjustments is: .

[0014] III. Calculation of Late Delay Score Preferably, calculating the scores for each evaluation indicator includes calculating the score for the number of late arrivals, which includes the following steps: C1. After the simulation starts, the simulation auxiliary unit sau synchronously obtains all train operation line information from the CTC simulation system's operation map server svr_tg, including the actual departure time and planned departure time of the trains. C2. Determine if the simulation has ended. If yes, proceed to step C3; otherwise, return to step C1. C3. Calculate the delay time based on the actual departure time and the planned departure time of the train; Preferably, step C3 includes: for each train, calculating the departure delay time of its transit stations as the actual departure time minus the planned departure time, taking the station with the longest delay time among the train's transit stations, and recording the delay time of this station and this train.

[0015] C4. Count the number of delayed entries based on the delay time; Preferably, step C4 includes: for all delayed stations and train delay times recorded in step C3, counting the number of delayed trains based on the delay time range: The number of trains delayed by more than 2 minutes but less than 5 minutes is denoted as a; The number of trains delayed by 5 minutes or more but less than 10 minutes is denoted as b. The number of trains that are delayed by more than 10 minutes but less than 15 minutes is denoted as c; The number of trains delayed by 15 minutes or more is denoted as d.

[0016] C5. Calculate the late column score based on the number of late columns.

[0017] Preferably, in step C5, the late arrival score is: .

[0018] IV. Calculation of Average Speed ​​Score Preferably, calculating the scores for each evaluation index includes calculating the average speed score, which includes the following steps: D1. After the simulation begins, the simulation auxiliary unit sau obtains the station map, train number and location information in real time from the station representation server svr_rt of the CTC simulation system. For each train, when the train number window appears, the kilometer marker of the track equipment where it is located is recorded as the starting kilometer marker, and this time point is recorded as the start time. D2. Determine if the simulation has ended. If yes, proceed to step D3; otherwise, return to step D1. D3. Obtain the train's end kilometer marker and end time; Preferably, step D3 includes: at the end of the simulation, for each train, record the kilometer marker of its current track equipment as the end kilometer marker, and record the current time as the end time; if the train has arrived at the station or been handed over, take the kilometer marker of its terminal station track equipment as the end kilometer marker, take the actual arrival time of its terminal station as the actual end time, and take the planned arrival time of its terminal station as the planned end time.

[0019] D4. Calculate the actual speed and planned speed of the train based on the start kilometer marker, start time, end kilometer marker, and end time. Preferably, in step D4, based on the start time, start kilometer marker, end time, and end kilometer marker recorded in steps D1 and D3, the actual speed and planned speed of each train are calculated: ; .

[0020] D5. Calculate the average speed score based on the actual speed and the planned speed of the train.

[0021] Preferably, step D5 includes: calculating the actual average speed and planned average speed of all trains based on the actual speed and planned speed of each train calculated in step D4, and taking the absolute value of the difference between the actual average speed and the planned average speed as dist; If dist is less than 10, the average speed score is 100. If dist is greater than or equal to 10, the average speed score is: .

[0022] The beneficial effects of this invention are: 1. This invention proposes an automated evaluation index system that includes multiple dimensions such as recovery time, adjustment time, number of adjustments, number of delayed trains, and average speed. For each evaluation index, a specific and quantifiable scoring formula is designed to achieve a comprehensive, quantitative, and objective evaluation of the dispatcher's train plan adjustment behavior, overcoming the limitations of traditional reliance on subjective experience.

[0023] 2. This invention supports users to customize the weights of each indicator and calculates the final evaluation score through a weighted average method, reflecting the importance of different indicators in the overall evaluation and enhancing the flexibility and applicability of the evaluation.

[0024] 3. This invention can be seamlessly embedded into existing simulation training systems without changing the original architecture, effectively filling the gap in the existing simulation training systems in the function of train operation plan adjustment and evaluation. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of the evaluation method of the present invention; Figure 2 This is a schematic diagram of the data source for calculating the scores of this invention; Figure 3 This is a schematic diagram of the recovery time score calculation process of the present invention; Figure 4 This is a schematic diagram illustrating the score calculation process for adjusting duration and number of adjustments in this invention; Figure 5 This is a schematic diagram of the late-delay score calculation process of the present invention; Figure 6 This is a schematic diagram of the average speed score calculation process of the present invention. Detailed Implementation

[0026] The following will provide a clear and complete description of the concept, specific structure, and technical effects of the present invention in conjunction with the embodiments and accompanying drawings, so as to fully understand the purpose, features, and effects of the present invention.

[0027] Example 1 A method for evaluating train schedule adjustments based on high-speed railway network operation simulation includes: Step S1, Weight Configuration: Provide an interface for users to set the weight ratio of each evaluation indicator, including recovery time, adjustment time, number of adjustments, number of late entries, and average speed. Step S2: Calculate the recovery time score; Step S3: Calculate the adjustment duration score and the number of adjustments score; Step S4: Calculate the score for late arrivals; Step S5: Calculate the average speed score; Step S6: Calculate the overall score: Based on the scores calculated in steps S2 to S5 and the weight ratios set in step S1, calculate the final total score using a weighted average algorithm.

[0028] The specific steps of S2 are as follows: Step S 21 After the simulation scenario begins, record the time when the fault occurs as the fault occurrence time and the initial adjustment and recovery time. Step S 22 For trains operating within a section, if the actual departure time from the following station equals the scheduled departure time, the train is considered to be on time. For trains operating within a station, if the actual arrival time at the current station equals the scheduled arrival time, the train is considered to be on time. After a fault occurs, the system checks the punctuality of all trains at 1-second intervals. If all trains are on time, the adjustment and recovery time remains unchanged; otherwise, the adjustment and recovery time is updated to the current time. Step S 23 When the simulation ends, the recovery time is the adjusted recovery time minus the fault occurrence time; Step S 24 Recovery time score is: .

[0029] The specific steps of step S3 are as follows: Step S 31 When a manual change event to a running line is detected for the first time, this adjustment begins, and this time is recorded as the start time of this adjustment; the number of running lines that have changed is counted. Step S 32 When a planned event is detected under the running chart, this adjustment ends, and this time is recorded as the adjustment end time. Step S 33 The duration of this adjustment = adjustment end time - adjustment start time; if S 31 If the number of running lines in the process is not zero, the duration of this adjustment will be added to the total adjustment duration, and the number of adjustments will be incremented by one. Step S 34 , Loop step S 31 To step S 33 until the simulation ends; Step S 35 The adjustment duration score is as follows:

[0030] Step S 36 When the number of adjustments is 0, the score for the number of adjustments is 100; when the number of adjustments is greater than 0, the score for the number of adjustments is: .

[0031] The specific steps of S4 are as follows: Step S 41 At the end of the simulation, for each train, calculate the departure delay time (actual departure time - planned departure time) of the stations it passes through, and record the station with the longest delay time and the delay time of the train. Step S 42 For S 41 Record all delayed stations and train delay times, and count the number of delayed trains according to the delay time range; the number of trains with delay times greater than 2 minutes and less than 5 minutes is recorded as a; the number of trains with delay times greater than 5 minutes and less than 10 minutes is recorded as b; the number of trains with delay times greater than 10 minutes and less than 15 minutes is recorded as c; and the number of trains with delay times greater than 15 minutes is recorded as d. Step S 43 The scores for the late arrivals are as follows: .

[0032] The specific steps of step S5 are as follows: Step S 51 After the simulation begins, for each train, the kilometer marker of the track equipment where it appears is taken as the starting kilometer marker; the time of its appearance is taken as the starting time. Step S 52 At the end of the simulation, for each train, the kilometer marker of its current track equipment is recorded as the end kilometer marker, and the current time is recorded as the end time; if the train has arrived at the station or been handed over, the kilometer marker of its terminal station track equipment is taken as the end kilometer marker, the actual arrival time at its terminal station is taken as the actual end time, and the planned arrival time at its terminal station is taken as the planned end time. Step S 53 For each train, its actual speed is calculated as (|end kilometer marker - start kilometer marker|) / (actual end time - start time), and its planned speed is calculated as (|end kilometer marker - start kilometer marker|) / (planned end time - start time). Step S 54 Calculate the actual average speed and the planned average speed of all trains, and take the absolute value of the difference between the two speeds as dist; Step S 55 If dist is less than 10, the average speed score is 100; if dist is greater than or equal to 10, the average speed score is: .

[0033] Example 2 A method for evaluating train schedule adjustments based on high-speed railway network operation simulation, such as... Figure 1 As shown, it includes the following steps: Step S1: Manually set the recovery time, adjustment time, number of adjustments, number of late entries, and average speed score ratios.

[0034] Step S2: Simulation begins. The CTC simulation system will load the fault scenario and train operation plan, and trainees can begin to adjust the plan.

[0035] Step S3: Trainee Adjustment of Train Operation Plan. Trainees can adjust the train operation plan by changing the running line and the plan on the timetable terminal. Trainees can adjust the plan at any time before the end of the simulation. The CTC simulation system will simulate train operation according to the adjusted plan. During this stage, the system will record the train operation status and the trainee's operation events for calculating the evaluation score.

[0036] Step S4: After the simulation ends, the system will automatically calculate the scores for each item based on the collected data. Step S5: Calculate the total evaluation score by weighting the scores in S4 and the proportions set in S1.

[0037] Figure 2 The diagram shows the data source for calculating the scores of each item in this evaluation method. 11 is the abbreviation for the analog auxiliary unit carried by this invention, sau.

[0038] 12-14 correspond to the software in the CTC system, namely the station representation server svr_rt, the operation graph server svr_tg, and the event server svr_event.

[0039] 15 contains TLE data that includes station equipment and related information, including kilometer marker information corresponding to the track equipment.

[0040] Figure 3 The diagram shown illustrates the recovery time score calculation process of this invention, which includes the following steps: Step A1: After the simulation starts, SAU records the time when the fault occurs as the fault occurrence time and the initial adjustment and recovery time.

[0041] Step A2: sau obtains station representation information in real time from the station representation server svr_rt of the CTC system and can synchronously update all train information on the station map.

[0042] Step A3: Determine whether all trains in the station map in A2 are on time. Make the determination once per second, with a cycle of 1 second.

[0043] Specifically, the system obtains all train route information through the timetable server svr_tg, including the planned and actual arrival and departure times at all stations the train passes through. For each train, it determines whether it is a local train or a train operating within a station based on the track equipment where its train number window is located. For local trains, if the actual departure time at the following station equals the planned departure time, it is considered on time; for trains operating within a station, if the actual arrival time at the current station equals the planned arrival time, it is considered on time.

[0044] If all trains are on time, proceed to step A5; Otherwise, proceed to step A4.

[0045] Step A4: Update and adjust the recovery time to the current time.

[0046] Step A5: Determine whether the system simulation has ended.

[0047] If the process ends, proceed to step A6; Otherwise, return to step A2.

[0048] Step A6: Calculate the recovery time score. Recovery time is the adjusted recovery time minus the fault occurrence time; the recovery time score is:

[0049] Figure 4 The diagram shows the calculation process for adjustment duration and number of adjustments, including the following steps: Step B1: After the simulation begins, SAU synchronously obtains all train line information from the run map server svr_tg and retrieves the manual change event and next schedule event for the run lines from the event server svr_event. The initial value of "Adjust start flag" is false.

[0050] Step B2: SAU checks whether a manual change event has occurred on the running line.

[0051] If this occurs, proceed to step B3; Otherwise, proceed to step B6.

[0052] Step B3: Accumulate the number of running lines changed in this event into the number of adjustments made this time.

[0053] Step B4: Determine whether this is the first change event by checking the "Adjust Start Marker".

[0054] If "Adjust start mark" is false, proceed to step B5; Otherwise, proceed to step B6.

[0055] Step B5: Record the current time as the start time of this adjustment, and set "Adjustment Start Flag" to true.

[0056] Step B6: SAU checks whether the planned event has occurred.

[0057] If this occurs, proceed to step B7; Otherwise, proceed to step B8.

[0058] Step B7: This adjustment ends. Record the current time as the end time of this adjustment. The duration of this adjustment is the end time of this adjustment minus the start time of this adjustment. If the cumulative number of adjustments in B3 is not zero, add the duration of this adjustment to the total adjustment duration and increment the adjustment count by one. Set the "Adjustment Start Flag" to false and wait for a new round of adjustments.

[0059] Step B8: Determine whether the system simulation has ended.

[0060] If the process ends, proceed to step B9; Otherwise, return to step B1.

[0061] Step B9: Calculate the adjustment duration score and the adjustment number score.

[0062] Adjustment duration score:

[0063] When the number of adjustments is 0, the score for the number of adjustments is 100. When the number of adjustments is greater than 0, the score for the number of adjustments is:

[0064] Figure 5 The diagram shows the calculation process for late arrival column scores, including the following steps: Step C1: After the simulation starts, SAU synchronously obtains all train operation line information from the operation map server svr_tg, including the actual departure time and planned departure time of the trains.

[0065] Step C2: Determine whether the system simulation has ended.

[0066] If the process ends, proceed to step C3; Otherwise, return to step C1.

[0067] Step C3: Calculate the delay time. For each train, calculate the departure delay time (actual departure time - planned departure time) of the stations it passes through. Take the station with the longest delay time among the stations the train passes through and record the delay time of this station and the train.

[0068] Step C4: Count the number of delayed trains.

[0069] Specifically, for all delayed stations and train delay times recorded in C3, the number of delayed trains is counted based on the range of delay times; The number of trains delayed by more than 2 minutes but less than 5 minutes is denoted as a; The number of trains delayed by 5 minutes or more but less than 10 minutes is denoted as b. The number of trains that are delayed by more than 10 minutes but less than 15 minutes is denoted as c; The number of trains delayed by 15 minutes or more is denoted as d.

[0070] Step C5: Calculate the late arrival column score. The late arrival column score is:

[0071] Figure 6 The diagram shows the average speed score calculation process, which includes the following steps: Step D1: After the simulation begins, SAU obtains the station map train numbers and their locations in real time from the CTC system's station representation server svr_rt. For each train, when the train number window appears, the kilometer marker of its track equipment is recorded as the starting kilometer marker, and this time point is recorded as the start time. Step D2: Determine whether the system simulation has ended.

[0072] If the process ends, proceed to step D3; Otherwise, return to step D1.

[0073] Step D3: Obtain the train's end kilometer marker and end time.

[0074] Specifically, at the end of the simulation, for each train, the kilometer marker of its current track equipment is recorded as the end kilometer marker, and the current time is recorded as the end time; if the train has arrived at the station or been handed over, the kilometer marker of its terminal station track equipment is taken as the end kilometer marker, the actual arrival time at its terminal station is taken as the actual end time, and the planned arrival time at its terminal station is taken as the planned end time. Step D4: Calculate the actual speed and planned speed of the train. Based on the start time, start kilometer marker, end time, and end kilometer marker recorded in D1 and D3, calculate the actual speed and planned speed of each train.

[0075] The actual train speed is calculated as (|End kilometer marker - Start kilometer marker|) / (Actual end time - Start time). The planned train speed is calculated as (|End kilometer marker - Start kilometer marker|) / (Planned end time - Start time).

[0076] Step D5: Calculate the average speed score. Based on the actual speed and planned speed of each train calculated in D4, calculate the actual average speed and planned average speed of all trains, and record the absolute value of the difference between the two speeds as dist; If dist is less than 10, the average speed score is 100. If dist is greater than or equal to 10, the average speed score is: .

[0077] The embodiments of the present invention have been described in detail above, but the present invention is not limited to the described embodiments. Those skilled in the art can make various equivalent modifications or substitutions without departing from the spirit of the present invention, and these equivalents or substitutions are all included within the scope defined by the claims of the present invention.

Claims

1. A method for evaluating train schedule adjustments based on high-speed railway network operation simulation, characterized in that, Includes the following steps: Set the score ratio for each evaluation indicator, which includes recovery time, adjustment time, number of adjustments, number of late entries, and average speed. The simulation begins; the CTC simulation system loads the fault scenario and train operation plan. During the simulation phase, trainees adjust the train operation plan, and the CTC simulation system simulates train operation according to the adjusted train operation plan, and records the train operation status and trainee operation events. The simulation ends, and scores for each evaluation indicator are calculated based on the recorded train operation status and trainee operation events. The final total evaluation score is calculated using a weighted average algorithm based on the scores and percentages of each evaluation indicator.

2. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 1, characterized in that, During the simulation phase, trainees adjust the train operation plan by changing the operating line and the next plan on the timetable terminal. Trainees can adjust the plan at any time before the end of the simulation. The CTC simulation system simulates the train operation according to the adjusted plan. During this simulation phase, the CTC simulation system records the train operation status and the trainees' operation events.

3. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 1, characterized in that, The calculation of scores for each evaluation indicator includes calculating the recovery time score, which involves the following steps: A1. After the simulation starts, the simulation auxiliary unit SAU records the time when the fault occurs as the fault occurrence time and the initial adjustment and recovery time. A2. The simulation auxiliary unit sau obtains station representation information in real time from the station representation server svr_rt of the CTC simulation system and updates all train information on the station map synchronously. A3. Using T seconds as the cycle, determine whether all trains on the station map are on time. If yes, proceed to step A5; otherwise, proceed to step A4. A4. Update and adjust the recovery time to the current time, and proceed to step A5; A5. Determine if the simulation has ended. If yes, proceed to step A6; otherwise, return to step A2. A6. Calculate the recovery time score based on the adjustment recovery time and the time of failure occurrence.

4. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 3, characterized in that, In step A3, determining whether all trains on the station map are on time includes: obtaining all train line information through the CTC simulation system's timetable server svr_tg, including the planned and actual arrival and departure times of all stations the train passes through; for each train, determining whether it is a section train or a station-internal train based on the track equipment where its train number window is located; for section trains, if the actual departure time of the following station is equal to the planned departure time, it is determined to be on time; for station-internal trains, if the actual arrival time of the current station is equal to the planned arrival time, it is determined to be on time. In step A6, the recovery time is the adjusted recovery time minus the fault occurrence time, and the recovery time score is... .

5. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 1, characterized in that, The calculation of scores for each evaluation indicator includes calculating the adjustment duration score and the number of adjustments score. The calculation of the adjustment duration score and the number of adjustments score includes the following steps: B1. After the simulation starts, the simulation auxiliary unit sau synchronously obtains all train line information from the CTC simulation system's run map server svr_tg, and obtains the run line manual change event and the next planning event from the CTC simulation system's event server svr_event. The initial value of "adjust start mark" is false. B2. The simulation auxiliary unit SAU detects whether a manual change event of the operating line has occurred. If yes, proceed to step B3; otherwise, proceed to step B6. B3. Accumulate the number of operating lines changed in this incident into the number of adjustments made this time, and proceed to step B4; B4. Determine whether it is the first change event by checking "Adjust start mark". If "Adjust start mark" is false, it is the first change event and proceed to step B5; otherwise, proceed to step B6. B5. Record the current time as the start time of this adjustment, set "Adjustment Start Flag" to true, and proceed to step B6; B6. Simulate the auxiliary unit SAU to check if a planned event has occurred. If yes, proceed to step B7; otherwise, proceed to step B8. B7. This adjustment is now complete. Update the total adjustment time and number of adjustments, and proceed to step B8. B8. Determine if the simulation has ended. If yes, proceed to step B9; otherwise, return to step B1. B9. Calculate the adjustment duration score and adjustment number score based on the total adjustment duration and the number of adjustments.

6. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 5, characterized in that, Step B7 includes: This adjustment ends, and the current time is recorded as the end time of this adjustment; the duration of this adjustment is the end time of this adjustment minus the start time of this adjustment. If the cumulative number of adjustments in step B3 is not zero, the duration of this adjustment is added to the total adjustment duration, and the number of adjustments is incremented by one; the "adjustment start flag" is set to false, and a new round of adjustments is awaited. In step B9, the adjustment duration score is: ; The score for the number of adjustments is: When the number of adjustments is 0, the score for the number of adjustments is 100. When the number of adjustments > 0, the score for the number of adjustments is: .

7. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 1, characterized in that, The calculation of scores for each evaluation indicator includes calculating the score for each late arrival column, which involves the following steps: C1. After the simulation starts, the simulation auxiliary unit sau synchronously obtains all train operation line information from the CTC simulation system's operation map server svr_tg, including the actual departure time and planned departure time of the trains. C2. Determine if the simulation has ended. If yes, proceed to step C3; otherwise, return to step C1. C3. Calculate the delay time based on the actual departure time and the planned departure time of the train; C4. Count the number of delayed entries based on the delay time; C5. Calculate the late column score based on the number of late columns.

8. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 7, characterized in that, Step C3 includes: For each train, calculate the departure delay time of the stations it passes through as the actual departure time minus the planned departure time, and take the station with the longest delay time among the stations the train passes through, and record the delay time of this station and this train. Step C4 includes: For all delayed stations and train delay times recorded in step C3, count the number of delayed trains based on the delay time range. The number of trains delayed by more than 2 minutes but less than 5 minutes is denoted as a; The number of trains delayed by 5 minutes or more but less than 10 minutes is denoted as b. The number of trains that are delayed by more than 10 minutes but less than 15 minutes is denoted as c; The number of trains delayed by 15 minutes or more is denoted as d; In step C5, the score for the late arrival sequence is: .

9. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 1, characterized in that, The calculation of scores for each evaluation indicator includes calculating the average speed score, which involves the following steps: D1. After the simulation begins, the simulation auxiliary unit sau obtains the station map, train number and location information in real time from the station representation server svr_rt of the CTC simulation system. For each train, when the train number window appears, the kilometer marker of the track equipment where it is located is recorded as the starting kilometer marker, and this time point is recorded as the start time. D2. Determine if the simulation has ended. If yes, proceed to step D3; otherwise, return to step D1. D3. Obtain the train's end kilometer marker and end time; D4. Calculate the actual speed and planned speed of the train based on the start kilometer marker, start time, end kilometer marker, and end time. D5. Calculate the average speed score based on the actual speed and the planned speed of the train.

10. The train schedule adjustment evaluation method based on high-speed railway network operation simulation as described in claim 9, characterized in that, Step D3 includes: At the end of the simulation, for each train, record the kilometer marker of its current track equipment as the end kilometer marker and record the current time as the end time; if the train has arrived at the station or been handed over, take the kilometer marker of its terminal station track equipment as the end kilometer marker, take the actual arrival time of its terminal station as the actual end time, and take the planned arrival time of its terminal station as the planned end time. In step D4, based on the start time, start kilometer marker, end time, and end kilometer marker recorded in steps D1 and D3, the actual speed and planned speed of each train are calculated: ； ； Step D5 includes: based on the actual speed and planned speed of each train calculated in step D4, calculate the actual average speed and planned average speed of all trains, and take the absolute value of the difference between the actual average speed and the planned average speed as dist. If dist is less than 10, the average speed score is 100. If dist is greater than or equal to 10, the average speed score is: .

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