Methods and devices for adjusting the productivity of heavy-haul railway vehicles under train group operation

Abstract

This invention belongs to the technical field of heavy-haul railway transportation organization, and specifically relates to a method and device for adjusting the productivity of heavy-haul railway vehicles under train group operation. This invention constructs an analysis and calculation method covering the number of vehicles assigned to a transportation unit, the vehicle repair capacity at the factory, and the vehicle depot repair capacity under train group operation. It proposes an adaptability assessment method for these three capabilities, introducing an adaptability coefficient to quantitatively reflect the degree of matching between the productivity of heavy-haul railway vehicles and the demand for freight transportation under train group operation. Based on different adaptability coefficients, it proposes adjustment methods for the number of vehicles assigned to a transportation unit, the number of vehicle repair stations at the factory, and the number of vehicle depot repair stations. This achieves accurate calculation and forward-looking optimization of the required capacity of heavy-haul railway vehicle productivity, enabling a shift from passive response to proactive adaptation, effectively improving transportation safety and efficiency.

Description

Technical Field

[0001] This invention relates to the field of heavy-haul railway transportation organization technology, and in particular to a method and apparatus for adjusting the productivity of heavy-haul railway vehicles under train group operation. Background Technology

[0002] The existing operation mode of heavy-haul railway trains is a combination of mechanical hard coupling and rigid formation. Single-unit long trains are physically coupled by mechanical couplers, relying on centralized traction and fixed formation operation. With mechanical couplers and rigid coupling, all carriages and locomotives form a physical whole. Braking and traction commands are transmitted through vehicle hardware, relying on centralized traction and braking systems to ensure synchronization. In contrast, the group operation mode of heavy-haul railway trains is a combination of virtual coupling and flexible formation. Multiple independent unit trains achieve dynamic formation and close tracking operation through wireless collaborative control. Through car-to-car and car-to-ground communication and intelligent control, multiple independent unit trains can achieve dynamic formation and close collaborative operation. Virtual coupling replaces mechanical couplers. A digital neural network is built using Beidou high-precision positioning, 5G low-latency communication and intelligent algorithms to achieve speed synchronization and dynamic control of safe distance between trains. With unit trains as nodes, a two-dimensional control mode of relative speed and absolute distance is used to replace the traditional one-dimensional spatial interval control, minimizing the tracking distance.

[0003] Existing vehicle productivity calculation technologies can calculate the number of vehicles assigned to a transport unit under the existing operating mode, as well as the depot's maintenance capacity and section maintenance capacity. However, due to the differences between the train group operation mode and the existing operating mode, the calculation formulas under the existing operating mode cannot be directly used to calculate the vehicle productivity of trains in the group operation mode. Furthermore, there is no method for evaluating and adjusting the vehicle productivity of trains in the group operation mode. As a result, the railway site cannot know in advance how many additional vehicles, maintenance facilities and equipment, and section maintenance facilities and equipment will be required when switching from the existing operating mode to the train group operation mode. Vehicle productivity can only passively respond to demand, reducing transportation efficiency. Summary of the Invention

[0004] This invention provides a method and apparatus for adjusting the productivity of heavy-haul railway vehicles under train group operation. It can accurately calculate and proactively optimize the required productivity of heavy-haul railway vehicles, realizing the transformation of vehicle productivity from passive response to active adaptation under the group operation mode, thereby optimizing vehicle productivity and effectively improving transportation safety and efficiency.

[0005] In a first aspect, the present invention provides a method for adjusting the productivity of heavy-haul railway vehicles under train group operation, comprising: acquiring freight plan information and working parameter information of a target transport unit under train group operation; determining the target allocation quantity of vehicles for the target transport unit based on the freight plan information and the working parameter information; determining the target factory repair capacity and target section repair capacity of the vehicles for the target transport unit based on the working parameter information and the target allocation quantity; acquiring the current allocation quantity, current factory repair capacity, and current section repair capacity of the vehicles for the target transport unit; and adjusting the vehicle productivity of the target transport unit based on the current allocation quantity, current factory repair capacity, current section repair capacity, target allocation quantity, target factory repair capacity, and target section repair capacity.

[0006] In some embodiments, determining the target allocation quantity of vehicles for the target transport unit based on the freight plan information and the working parameter information includes: calculating the total turnaround time of vehicles under train group operation based on the length information between each loading and unloading station, the preset operation time, and the travel speed of the vehicles of the target transport unit in each section in the working parameter information; and determining the target allocation quantity of vehicles for the target transport unit based on the number of train pairs between each loading and unloading station, the number of cars required for each train formation, and the total turnaround time of vehicles in the freight plan information.

[0007] In some embodiments, determining the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the operating parameter information and the target allocation quantity includes: determining the total annual mileage of the vehicles of the target transportation unit based on the operating parameter information, wherein the total annual mileage is the sum of the annual mileage of the vehicles of the target transportation unit under train group operation; obtaining the preset inspection distance and preset inspection cycle for the factory repair and section repair of the vehicles of the target transportation unit; and determining the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the target allocation quantity, the total annual mileage, the preset inspection distance, and the preset inspection cycle.

[0008] In some embodiments, determining the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the working parameter information and the target allocation quantity includes: determining the individual factory repair capacity of the vehicles of the target transportation unit based on the target allocation quantity and the working parameter information; wherein, the individual factory repair capacity is the maintenance capacity of the vehicles of the target transportation unit under the factory repair requirement standard; and determining the target factory repair capacity and the target section repair capacity based on the individual factory repair capacity.

[0009] In some embodiments, the factory repair requirement standard includes: factory repair according to a preset inspection cycle and factory repair according to a preset inspection distance; determining the individual factory repair capacity of the target transportation unit's vehicles based on the target allocation quantity and the working parameter information includes: when the factory repair requirement standard is factory repair according to a preset inspection cycle, determining the number of vehicles of the target transportation unit to be repaired within the preset inspection cycle based on the target allocation quantity and the preset inspection cycle in the working parameter information; determining the individual factory repair capacity based on the number of vehicles of the target transportation unit to be repaired when the preset inspection cycle is reached; and, when the factory repair requirement standard is factory repair according to a preset inspection distance, determining the number of vehicles of the target transportation unit to be repaired when the preset inspection distance is reached based on the target allocation quantity and the preset inspection distance in the working parameter information; determining the individual factory repair capacity based on the number of vehicles of the target transportation unit to be repaired when the preset inspection distance is reached.

[0010] In some embodiments, adjusting the vehicle productivity of the target transportation unit based on the current allocation quantity, the current factory repair capacity, the current section repair capacity, the target allocation quantity, the target factory repair capacity, and the target section repair capacity includes: determining an allocation adjustment strategy for the number of vehicles in the target transportation unit based on the target allocation quantity and the current allocation quantity; determining the target number of factory repair stations for the target transportation unit in group operation mode based on the target factory repair capacity; determining the existing number of factory repair stations for the target transportation unit based on the current factory repair capacity; determining a factory repair capacity adjustment strategy for the target transportation unit based on the target number of factory repair stations and the existing number of factory repair stations; determining the target number of section repair stations for the target transportation unit in group operation mode based on the target section repair capacity; determining the existing number of section repair stations for the target transportation unit based on the current section repair capacity; determining a section repair capacity adjustment strategy for the target transportation unit based on the target number of section repair stations and the existing number of section repair stations; and adjusting the vehicle productivity of the target transportation unit based on the allocation adjustment strategy, the factory repair capacity adjustment strategy, and the section repair capacity adjustment strategy.

[0011] In some embodiments, calculating the total vehicle turnaround time under train group operation based on the length information between each loading and unloading station in the working parameter information, the preset operation time, and the travel speed of the target transport unit's vehicles in each section includes: determining the vehicle operation time of the target transport unit's vehicles during operation based on the preset operation time; determining the vehicle travel time based on the length information between each loading and unloading station and the travel speed of the target transport unit's vehicles; and determining the total vehicle turnaround time based on the vehicle travel time and the vehicle operation time.

[0012] In some embodiments, the target allocation quantity Calculated using the following expression:

[0013] in, This refers to the freight workload under group operation in the aforementioned freight planning information; The total turnaround time of the vehicle; The vehicle maintenance rate of the target transportation unit.

[0014] In some embodiments, determining the individual repair capacity based on the number of vehicles requiring repair by the target transportation unit upon reaching the preset inspection cycle includes: The individual repair capacity is determined by calculating the number of vehicles requiring repair when the preset inspection cycle is reached using the following expression. ;

[0015] in, This refers to the freight workload under group operation in the aforementioned freight planning information; The total turnaround time of the vehicle; The vehicle maintenance cycle coefficient is the average number of times a vehicle undergoes maintenance per year within a maintenance cycle. The step of determining the number of vehicles to be repaired by the target transportation unit when reaching the preset inspection distance based on the target allocation quantity and the preset inspection distance in the working parameter information includes: The individual repair capacity is determined based on the number of vehicles requiring repair by the target transportation unit when reaching the predetermined inspection distance. :

[0016] in, The total annual mileage of the vehicles of the target transportation unit; The preset detection distance; Determining the target repair capacity based on the individual repair capacity includes: The target plant repair capacity is determined by the following expression. : .

[0017] Secondly, the present invention provides a heavy-haul railway vehicle productivity adjustment device under train group operation, comprising: an information acquisition module for acquiring freight plan information and work parameter information of a target transport unit under train group operation; an allocation quantity calculation module for determining the target allocation quantity of vehicles of the target transport unit based on the freight plan information and the work parameter information; a maintenance capacity calculation module for determining the target factory repair capacity and target section repair capacity of the vehicles of the target transport unit based on the work parameter information and the target allocation quantity; and a productivity adjustment module for acquiring the current allocation quantity, current factory repair capacity, and current section repair capacity of the vehicles of the target transport unit, and adjusting the vehicle productivity of the target transport unit based on the current allocation quantity, current factory repair capacity, current section repair capacity, target allocation quantity, target factory repair capacity, and target section repair capacity.

[0018] The present invention provides a method and apparatus for adjusting the productivity of heavy-haul railway vehicles under train group operation. By calculating the target allocation quantity and target maintenance capacity required by heavy-haul railway trains in group operation mode based on the planned freight volume, and adjusting the vehicle productivity based on the target allocation quantity and target maintenance capacity, the required capacity of heavy-haul railway vehicle productivity can be accurately calculated and proactively optimized. This realizes the transformation of vehicle productivity from passive response to active adaptation in group operation mode, thereby optimizing vehicle productivity and effectively improving transportation safety and efficiency. Attached Figure Description

[0019] The invention will now be described in more detail with reference to embodiments and the accompanying drawings: Figure 1 This is a schematic diagram of the overall process of the method for adjusting the productivity of heavy-haul railway vehicles under train group operation, provided in an embodiment of the present invention.

[0020] Figure 2 This is a flowchart illustrating a method for calculating the number of target subordinate units provided in an embodiment of the present invention.

[0021] Figure 3 This is a flowchart illustrating a method for calculating the total turnaround time of a vehicle, as provided in an embodiment of the present invention.

[0022] Figure 4 This is a flowchart illustrating a method for determining target plant repair capacity and target section repair capacity, provided in an embodiment of the present invention.

[0023] Figure 5 This is a flowchart illustrating a method for calculating target plant repair capacity and target section repair capacity, provided in an embodiment of the present invention.

[0024] Figure 6This is a schematic diagram of the internal structure of a heavy-haul railway vehicle productivity adjustment device for train group operation provided in an embodiment of the present invention. Detailed Implementation

[0025] The existing operation mode of heavy-haul railway trains is a combination of mechanical hard coupling and rigid formation. Single-unit long trains are physically coupled by mechanical couplers, relying on centralized traction and fixed formation operation. With mechanical couplers and rigid coupling, all carriages and locomotives form a physical whole. Braking and traction commands are transmitted through vehicle hardware, relying on centralized traction and braking systems to ensure synchronization. In contrast, the group operation mode of heavy-haul railway trains is a combination of virtual coupling and flexible formation. Multiple independent unit trains achieve dynamic formation and close tracking operation through wireless collaborative control. Through car-to-car and car-to-ground communication and intelligent control, multiple independent unit trains can achieve dynamic formation and close collaborative operation. Virtual coupling replaces mechanical couplers. A digital neural network is built using Beidou high-precision positioning, 5G low-latency communication and intelligent algorithms to achieve speed synchronization and dynamic control of safe distance between trains. With unit trains as nodes, a two-dimensional control mode of relative speed and absolute distance is used to replace the traditional one-dimensional spatial interval control, minimizing the tracking distance.

[0026] Existing vehicle productivity calculation technologies can calculate the number of vehicles assigned to a transport unit under the existing operating mode, as well as the depot's maintenance capacity and section maintenance capacity. However, due to the differences between the train group operation mode and the existing operating mode, the calculation formulas under the existing operating mode cannot be directly used to calculate the vehicle productivity of trains in the group operation mode. Furthermore, there is no method for evaluating and adjusting the vehicle productivity of trains in the group operation mode. As a result, the railway site cannot know in advance how many additional vehicles, maintenance facilities and equipment, and section maintenance facilities and equipment will be required when switching from the existing operating mode to the train group operation mode. Vehicle productivity can only passively respond to demand, reducing transportation efficiency.

[0027] To enable those skilled in the art to better understand the technical solutions of the present invention, and to fully understand and implement the process of how the present invention applies technical means to solve technical problems and achieve corresponding technical effects, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. The embodiments of the present invention and the various features within them can be combined with each other without conflict, and the resulting technical solutions are all within the protection scope of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort should fall within the protection scope of the present invention.

[0028] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0029] It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions, and although a logical order is shown in the flowchart, in some cases the steps shown or described may be executed in a different order than that shown here.

[0030] Example 1 Figure 1 This is a flowchart illustrating a method for adjusting the productivity of heavy-haul railway vehicles under train group operation, provided by an embodiment of the present invention. The method can be applied to servers, mobile terminals, computers, cloud platforms, etc. Figure 1 As shown, the method for adjusting the productivity of heavy-haul railway vehicles under train group operation includes: Step 101: Obtain the freight plan information and working parameter information of the target transportation unit under the train group operation.

[0031] Specifically, heavy-haul railway trains are designed to meet the demands of long-distance, high-density, and high-load transportation of bulk goods. Their axle load standards are significantly higher than those of ordinary railway trains. Heavy-haul railway trains involve multiple stages in freight operations, including loading, transportation, unloading, and inspection. Actual operating parameters not only include the vehicle's own operational status information but also encompass various detectable and recordable quantitative data closely related to the operation, such as cargo status, operational process characteristics, and environmental conditions. These actual operating parameters reflect the vehicle's technical condition, operational progress, and operational quality, providing fundamental data support for productivity and planning under train group operation modes. Under group operation modes, the density of train traffic between sections increases significantly, and the traffic volume is considerably higher than in the original transportation organization mode. Correspondingly, a higher number of vehicles are required, along with greater vehicle factory and depot maintenance capabilities, necessitating adjustments to vehicle productivity. Specifically, the freight planning information includes the number of trains operating between each loading and unloading station, the number of cars required for each train, and the freight workload under group operation; the work parameter information includes the length information between each loading and unloading station, the preset operation time, and the travel speed of the target transport unit's vehicles in each section, the preset inspection cycle (including the preset inspection cycle of factory repair and the preset inspection cycle of section repair) and the preset inspection distance (including the preset inspection distance of factory repair and the preset inspection distance of section repair).

[0032] Step 102: Determine the target number of vehicles to be assigned to the target transportation unit based on the freight plan information and work parameter information.

[0033] Specifically, in the group operation mode, heavy-haul railway trains can freely group and degroup at stations along the line, greatly increasing the maximum freight capacity that existing wagons can handle. This also significantly increases the number of trains scheduled in the timetable and the density of train traffic in sections. However, the group operation mode also places higher demands on wagon productivity: it faces the challenges of more frequent grouping and degrouping operations and dynamic vehicle flow scheduling. One of the main influencing factors is the total turnaround time of the wagons. The total turnaround time is the average time consumed from the completion of the first loading to the completion of the next loading, that is, the average time consumed per turnaround, including travel time, freight handling time, and transfer technical operation time. Faster wagon turnaround means that more transport tasks can be completed with the same number of wagons per unit time. If the turnaround time is too long due to long waiting times at freight stations or numerous transfer operations, it will lead to situations where there are no available wagons for train formation, and group trains cannot form complete unit train groups. Therefore, it is necessary to first calculate the target allocation number of wagons for the target transport unit.

[0034] In some embodiments, such as Figure 2As shown, step 102, "Determining the target number of vehicles assigned to the target transportation unit based on freight plan information and work parameter information," includes the following steps 2001-2002: Step 2001: Calculate the total turnaround time of the train group under the operation based on the length information between each loading and unloading station, the preset operation time, and the travel speed of the target transport unit's vehicles in each section in the working parameter information.

[0035] Step 2002: Determine the target allocation quantity of vehicles for the target transportation unit based on the number of trains operating between each loading and unloading station, the number of cars required for each train, and the total turnaround time of the vehicles in the freight plan information.

[0036] Furthermore, such as Figure 3 As shown, step 2001, "Calculate the total turnaround time of the train group under train operation based on the length information between each loading and unloading station, the preset operation time, and the travel speed of the target transport unit's vehicles in each section," includes the following steps 3001 to 3003: Step 3011: Determine the vehicle operation time of the target transportation unit's vehicles during operation based on the preset operation time.

[0037] Step 3012: Determine the vehicle travel time based on the length information between each loading and unloading station and the travel speed of the target transport unit's vehicle.

[0038] Step 3013: Determine the total vehicle turnaround time based on the vehicle travel time and vehicle operation time.

[0039] For railway freight operations, the time consumed for each vehicle to complete a turnaround can be divided into: travel time in each section. (Unit: hours) Duration of stay at each technical station for transit operations (Unit: hours) Duration of vehicle stay at cargo loading and unloading station (Unit: hours)

[0040] Average travel time of vehicles for the target transport unit It can be calculated using the following expression:

[0041] in, This refers to the total circumference of the vehicle. The average travel speed of the vehicle; This refers to the vehicle's weight circumference. This represents the empty vehicle travel rate. Vehicle total circumference. The distance traveled by a vehicle on average per round trip; vehicle weight rotation distance. The number of kilometers traveled per vehicle turnaround when fully loaded; empty vehicle running rate. This is the ratio of kilometers traveled by empty vehicles to kilometers traveled by loaded vehicles.

[0042] Heavy-haul trains are mainly organized in three forms: unit-type, full-train type, and combined type. Unit-type heavy-haul trains combine fixed locomotives and rolling stock (high-power locomotives and a fixed number of dedicated wagons of the same type) into a single transport unit, which serves as the operating and billing unit. They operate in a direct loop between loading and unloading stations, maintaining a fixed number of locomotives, coupling positions, wagon types, cargo types, loading stations, and unloading stations. Locomotives are not detached during loading and unloading, and the entire train is loaded and unloaded without alteration during operation. Trains are then inspected and maintained according to prescribed mileage. Because unit-type heavy-haul trains use fixed wagons for rotation between loading and unloading stations, there is no issue of empty car allocation. Furthermore, the heavy-haul railway traffic flow table only shows loading and unloading stations, not section departures and unloadings. Combined heavy-haul trains, on the other hand, consist of two or more trains running in the same direction, connected end-to-end and merged. Because combined heavy-haul trains are composed of unit-type heavy-haul trains, there are no issues with empty car allocation or the flow of trains departing and unloading within specific sections. Since loading and unloading stations are fixed, the flow of trains only moves between the various railway loading and unloading stations, and the cargo sources at loading stations are stable and concentrated, supporting the cyclical operation of trains between loading and unloading points. Therefore, when formulating train operation plans, regardless of train type, a fixed set of rolling stock is used for cyclical operation, which benefits each vehicle by:

[0043] in, This refers to the number of kilometers the vehicle traveled under heavy load conditions. This represents the distance the vehicle traveled while unoccupied.

[0044] Furthermore, since heavy-haul railway trains operate on fixed wagons between loading and unloading stations, meaning the empty wagon rate of heavy-haul trains is 100%, the average travel time of heavy-haul railway trains can be calculated as follows:

[0045] In some embodiments, the actual operating parameters include the vehicle's total circumference. Average vehicle transfer distance Average transit time of vehicles at technical stations First stay Calculated using the following expression:

[0046] Vehicle perimeter The average distance a vehicle travels on one round trip; the average transfer distance for a vehicle. This represents the average distance traveled by the vehicle per transfer. Average transit time for vehicles at the technical station (unit: hours).

[0047] Specifically, considering the operating characteristics of heavy-haul railway trains, the formula for calculating the total circumference of a vehicle is as follows:

[0048] in, The total distance traveled by the vehicle is numerically equal to the sum of the total distance traveled by the loaded vehicle and the distance traveled by the unloaded vehicle. The total weight of the loaded vehicle is measured in kilometers, which is numerically equal to the sum of the products of the number of loaded vehicles with different distances of travel and the corresponding distances of travel. This refers to the kilometers traveled by the vehicle when it is empty.

[0049] Furthermore, ;in, This represents the total kilometers traveled by the vehicle. The average transfer distance for a vehicle is the average number of kilometers (in kilometers) a vehicle travels per transfer. This refers to the total number of transfer vehicles dispatched by each technical station, i.e., the total number of transfers, including transfer vehicles with and without transfers.

[0050] In some embodiments, actual operating parameters include in-pipe loading / unloading rate. Average dwell time of a vehicle during a single cargo operation Second stay Calculated using the following expression:

[0051] Among them, the in-pipe loading and unloading rate The average number of cargo operations completed by a vehicle after completing one workload. The average dwell time of a vehicle during a single cargo operation (unit: hours).

[0052] in, . Specifically, The loading and unloading rate within the jurisdiction is the average number of cargo operations completed per vehicle to complete one workload. The workload for completing a freight plan in group operation mode (unit: vehicle); The number of heavy vehicles used within the jurisdiction to execute the freight plan is equal to the sum of self-loading and self-unloading vehicles and self-loading and handing-off vehicles (unit: vehicle). The number of empty vehicles generated within the jurisdiction for the execution of the freight plan is equal to the sum of self-loading and dumping vehicles and incoming dumping vehicles (unit: vehicle).

[0053] In calculating the total vehicle turnaround time, the dwell time of a vehicle at a cargo loading / unloading station is obtained by multiplying the in-situ loading / unloading rate by the average dwell time of a single cargo operation. The formula for calculating the average dwell time per cargo operation is as follows:

[0054] in, This refers to the total dwell time of freight cars. Under the same freight plan, the loading / unloading rate and the number of freight cars within the jurisdiction will naturally remain unchanged. Therefore, the dwell time of vehicles at freight loading / unloading stations is only affected by the total dwell time of freight cars. At freight loading / unloading stations, the dwell time of freight cars consists of the loading operation time from the start of loading to the completion of loading after the vehicle arrives at the loading / unloading line, the unloading operation time from the start of unloading to the completion of unloading after the vehicle arrives at the loading / unloading line, the waiting time for loading / unloading operations due to the occupation of loading / unloading equipment, insufficient manpower, etc., the auxiliary operation time for vehicle inspection and safety protection to complete the loading / unloading operation, and the time for vehicles to wait to be incorporated into trains after the loading / unloading operation is completed. Therefore, further:

[0055] in, Total loading time for cargo handling vehicles; This refers to the total unloading time of the cargo handling vehicle. Total waiting time for cargo handling vehicles to perform loading and unloading operations; Total auxiliary operation time for cargo handling vehicles; The total time for freight cars to wait to be included in the train departure schedule.

[0056] Based on the time composition of the total dwell time of freight vehicles, it can be seen that influencing factors include the scale and number of loading and unloading lines, the quantity and efficiency of loading and unloading equipment, etc., but are unrelated to the train operation mode. Under the same freight plan, group operation has no impact on the total dwell time of freight vehicles. Therefore, under the group operation mode, the dwell time of vehicles at the freight loading and unloading station is... constant.

[0057] In calculating the total turnaround time of a vehicle, the dwell time of a vehicle during transfer operations at each technical station is obtained by multiplying the average number of transfers by the average transfer time at the technical station. Under the same freight plan, the average number of transfers will not change after operating group trains, but the average transfer time will change. Specifically, the transfer time is calculated using the following expression. :

[0058] in, The total number of transit vehicles will be adjusted under the freight plan; The total number of transit vehicles will not be adjusted under the freight plan; The average time spent by the transfer train at the technical station for adjustment operations; The average time spent by the un-adjusted transfer car performing un-adjusted operations at the technical station.

[0059] Specifically, un-shunting transfer cars refer to vehicles used for locomotive swapping and train preparation at technical stations. Regardless of whether group trains are operated, the number of un-shunting transfer cars and the average time consumed for un-shunting operations remain unchanged. Therefore, under the same freight schedule, the adjustment of the average transfer time of vehicles at technical stations after the operation of group trains is only related to changes in the time of shunting transfer operations. In the existing operation mode of heavy-haul railway transportation, shunting transfer involves both combined operations that fully utilize line capacity and decomposed operations that break down combined trains. The total time consumed by shunting transfer cars at technical stations for shunting operations is the sum of the total combined operation time and the total decomposed operation time. The average time consumed for shunting operations is... Calculated using the following expression:

[0060] in, This refers to the total number of combined operation transfer vehicles in the transfer vehicle system; This refers to the total number of transfer cars in the decomposed operation within the transfer car system; For combined operations, the transfer time of the vehicle is required; To break down the operation time of the transfer vehicle during the work.

[0061] Based on the average consumption time of the adjusted transfer operation It can be calculated that in group operation mode, vehicles that were originally performing combined operations at the technical station will directly perform group operations, and vehicles that were performing separate operations at the technical station will directly perform disgroup operations. The average time consumed by the adjusted operations at this time is... The calculation formula is:

[0062] in, The time consumed in group operations at the technical station under group operation mode; This refers to the time consumed during the disgrouping process at the technical station in group operation mode.

[0063] Furthermore, the average turnaround time of vehicles in group operation mode It can be calculated using the following expression:

[0064] Compared to the average transfer time of vehicles under the general heavy-haul train operation mode, the adjustment amount of the average transfer time of vehicles under the group operation mode is... for:

[0065] Because group trains stop at intermediate stations less frequently, their number of stops and starts is also significantly reduced. The group operation mode directly eliminates a large amount of additional time spent on starts and stops by reducing intermediate station stops. Under the group operation mode, the overall travel time of vehicles in each section will be reduced, meaning the average travel speed of vehicles will increase. Average travel speed of vehicles under the group operation mode. It can be calculated using the following expression:

[0066] in, The average travel speed of vehicles operating under the existing mode; This is a coefficient that increases the average travel speed of vehicles in group operation mode.

[0067] In some specific embodiments, calculating the total turnaround time required for a single vehicle turnaround in the group operation mode based on actual time usage includes: calculating the total turnaround time using the following expression. :

[0068] in, The average travel time of the vehicle; This refers to the first stop time of the vehicle during its transit operations at each technical station; This refers to the second stop time of the vehicle at the cargo loading and unloading station.

[0069] Furthermore, total turnaround time It can be transformed into:

[0070]

[0071]

[0072] In some specific embodiments, the number of vehicles assigned under the existing operating mode is:

[0073] in, The amount of work required to complete the current freight schedule; For truck turnaround time under existing operating conditions; Vehicle maintenance rate.

[0074] Furthermore, the target number of members can be obtained in the group operation mode. Calculated using the following expression:

[0075] in, The workload for completing freight planning in group operation mode; This refers to the total turnaround time of vehicles operating in a group. Vehicle maintenance rate.

[0076] Specifically, the workload required to complete the daily freight plan is the number of vehicles loaded and unloaded daily. Vehicles repeatedly cycle through loading, transporting, and unloading processes. Each completed loading / unloading operation represents one vehicle turnaround, and the stipulated workload increases by one. The vehicle's total turnaround time refers to the average time consumed from the completion of the first loading to the completion of the next loading, which is the average time it takes for the vehicle to complete one workload, measured in days. The vehicle maintenance rate refers to the ratio of the number of vehicles under maintenance and unable to perform freight tasks daily to the number of vehicles required to complete the daily freight plan.

[0077] In group operation, the time required for each vehicle to complete one turnaround is If the number of vehicles available each day exactly matches the workload of the daily freight plan, then... At 1 o'clock, the vehicles can only guarantee the completion of the day's freight plan. Because the vehicles cannot be fully utilized within the day, the number of available vehicles is insufficient to complete the freight plan workload for the following day. If, at time 1, vehicles can complete their turnaround within the same day, and can perform two loading operations in a single day, then the number of vehicles required to complete the daily freight plan is less than the daily freight plan's workload. Therefore, the number of vehicles required to complete the daily freight plan can be calculated using the following expression:

[0078] in, The workload for completing daily freight plans in group operation mode; This refers to the total turnaround time of vehicles operating in a group.

[0079] Considering the average daily number of vehicles under maintenance and unable to perform freight transport tasks, the target allocation quantity... It can be calculated using the following expression:

[0080] Specifically, the workload required to complete the freight plan can be estimated based on the loaded vehicle flow table, which includes:

[0081]

[0082]

[0083] in, For freight traffic where both the origin and destination are within the jurisdiction; For freight traffic flows whose origin is within the jurisdiction and whose destination is outside the jurisdiction; This refers to the flow of vehicles in a freight plan whose origin is outside the jurisdiction and whose destination is inside the jurisdiction. This refers to the flow of vehicles in a freight plan whose origin and destination are both outside the jurisdiction; The number of empty trucks generated within the jurisdiction for the execution of the freight plan is equal to the sum of self-loading and dumping trucks and incoming dumping trucks; The number of heavy vehicles used within the jurisdiction to execute the freight plan is equal to the sum of self-loading and self-unloading vehicles and self-loading vehicles handed over. To receive loaded vehicles from outside the jurisdiction in order to execute the freight transport plan; The number of loaded trucks dispatched to other jurisdictions to execute the freight transport plan. From this, the workload required to complete the current freight transport plan can be calculated. The amount of work required to complete a group freight plan can be calculated in the same way. This completes the calculation of the target number of subordinate units.

[0084] Step 103: Determine the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the work parameter information and the target allocation quantity.

[0085] Specifically, under the heavy-haul railway train group operation mode, rolling stock production capacity faces the challenges of more frequent group operations and dynamic rolling stock flow scheduling. Other major influencing factors include the number of trains operating in the group and the scale of group train operations. The number of trains operating is related to the maintenance capacity of the rolling stock and directly reflects the overall demand for rolling stock in the transportation system. A larger number of trains operating indicates stronger transportation demand and requires more rolling stock. When the number of trains operating in a group is large, the trains in the section operate at a higher density. The rolling stock maintenance bases within the rolling stock production capacity must be expanded and upgraded to have the corresponding maintenance capacity to handle more frequent maintenance tasks, ensure train operation reliability, and avoid affecting the efficiency of group transportation due to rolling stock failures. The scale of group train operations refers to the number of unit trains grouped together within a group. The group operation mode can increase the line's transportation capacity, allowing more trains to operate in a section. Therefore, more rolling stock is needed to complete the transportation tasks, resulting in a larger workload under the group operation mode, leading to a greater total number of allocated rolling stock and greater factory and section maintenance capacity.

[0086] In some embodiments, such as Figure 4 As shown, step 103, "Determine the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the work parameter information and the target allocation quantity," includes the following steps 4001-4003: Step 4001: Determine the total annual mileage of the vehicles of the target transportation unit based on the working parameter information. The total annual mileage is the sum of the annual mileages of the vehicles of the target transportation unit under train group operation.

[0087] Step 4002: Obtain the preset inspection distance and preset inspection cycle for the factory repair and section repair of vehicles for the target transportation unit.

[0088] Step 4003: Determine the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the target allocation quantity, total annual mileage, preset inspection distance and preset inspection cycle.

[0089] Additionally, in some embodiments, such as Figure 5 As shown, step 103, "Determine the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the work parameter information and the target allocation quantity," also includes the following steps 5001-5002: Step 5001: Determine the individual repair capability of the target transportation unit's vehicles under the repair requirement standards based on the target allocation quantity and working parameter information.

[0090] Step 5002: Determine the target plant repair capacity and target section repair capacity based on the individual plant repair capacity.

[0091] Specifically, the factory repair requirements standards include: performing factory repairs according to the preset inspection cycle and performing factory repairs according to the preset inspection interval.

[0092] The individual repair capacity of the target transportation unit's vehicles under the repair requirement standard is determined based on the target allocation quantity and working parameter information. This includes: when the repair requirement standard is repair according to the preset inspection cycle, determining the number of vehicles of the target transportation unit to be repaired within the preset inspection cycle based on the preset inspection cycle in the target allocation quantity and working parameter information; and determining the individual repair capacity based on the number of vehicles of the target transportation unit to be repaired when the preset inspection cycle is reached.

[0093] Specifically, the individual repair capacity is determined by calculating the number of vehicles requiring repair by the target transportation unit when the preset maintenance cycle for repair is reached using the following expression. ;

[0094] in, The workload for completing freight planning in group operation mode; This refers to the total turnaround time of vehicles in group operation mode; The vehicle maintenance cycle factor is the average number of times a vehicle undergoes maintenance per year within a maintenance cycle.

[0095] When the factory repair requirement standard is to repair vehicles at a preset inspection distance, the number of vehicles to be repaired when the target transportation unit reaches the preset inspection distance is determined based on the target allocation quantity and the preset inspection distance in the work parameter information; the individual factory repair capacity is determined based on the number of vehicles to be repaired when the target transportation unit reaches the preset inspection distance.

[0096] Specifically, the individual repair capacity is determined by calculating the number of vehicles requiring repair by the target transport unit when reaching the preset inspection distance for repair. ;

[0097] in, Total annual mileage of vehicles in group operation mode (unit: kilometers); Vehicle maintenance and repair interval (unit: kilometers).

[0098] Furthermore, the target plant repair capacity is determined based on the individual plant repair capacity, including determining the target plant repair operation capacity through the following expression. : .

[0099] Similarly, the target section maintenance capacity is determined by analyzing the target allocation quantity and operational parameters to ascertain the individual section maintenance capacity of the group of trains belonging to the target transport unit under the section maintenance requirement standards. Furthermore, the individual section maintenance capacity is determined based on the individual factory maintenance capacity, thus establishing the target section maintenance capacity.

[0100] The standards for section maintenance requirements include: performing section maintenance according to the pre-set inspection cycle and performing section maintenance according to the pre-set inspection distance. Specifically, when calculating the individual section maintenance capacity according to the pre-set inspection cycle, the individual factory maintenance capacity determined according to the pre-set inspection cycle is used as a calculation factor to calculate the individual section maintenance capacity of the target transportation unit when the pre-set inspection cycle is reached. Similarly, when calculating the individual section maintenance capacity according to the pre-set inspection distance, the individual factory maintenance capacity determined according to the pre-set inspection distance is used as a calculation factor to calculate the individual section maintenance capacity of the target transportation unit when the pre-set inspection distance is reached. Finally, based on the individual section maintenance capacity of the target transportation unit when the pre-set inspection cycle and the individual section maintenance capacity of the target transportation unit when the pre-set inspection distance is reached, the target section maintenance capacity is determined.

[0101] The following expression is used to calculate the number of vehicles requiring section repair by the target transportation unit when the preset inspection cycle for section repair is reached, thus determining the individual section repair capacity. ;

[0102] in, The workload for completing freight planning in group operation mode; This refers to the total turnaround time of vehicles in group operation mode; The vehicle maintenance cycle coefficient is the average number of times a vehicle undergoes maintenance per year within a maintenance cycle. The independent maintenance capability of the target transportation unit to perform maintenance when the preset maintenance cycle is reached.

[0103] The following expression is used to calculate the number of vehicles requiring section repair when the target transportation unit reaches the preset inspection distance for section repair, thus determining the individual section repair capacity. ;

[0104] in, Total annual mileage of vehicles in group operation mode (unit: kilometers); Maintenance and repair distance for the depot (unit: kilometers); Determine the individual repair capacity for the number of vehicles of the target transportation unit that require repair when they reach the preset inspection distance for repair.

[0105] Specifically, the target section repair capacity is determined based on the individual section repair capacity and the target plant repair capacity, including: determining the target section repair operation capacity using the following expression: .

[0106] in, , , , , , The unit is vehicles per year.

[0107] Step 104: Adjust the vehicle productivity of the target transportation unit based on the current allocation quantity, current factory repair capacity, current section repair capacity, target allocation quantity, target factory repair capacity, and target section repair capacity.

[0108] In some embodiments, the vehicle productivity of heavy-haul railway trains refers to the overall arrangement of vehicle allocation, vehicle repair stations and depot repair stations in a unified manner according to freight task requirements and the distribution of freight loading and unloading stations, so as to ensure that the number of vehicles required for operating heavy-haul trains can be supplied normally and that maintenance operations can be completed efficiently. The group operation mode, through the dynamic and coordinated formation of multiple unit trains, significantly improves train density and line transport capacity without increasing train axle load or length. However, this group operation transport organization method places higher demands on vehicle productivity, such as the need for adapting vehicle maintenance capacity: In group operation mode, vehicle degrouping and regrouping are frequent, and the time for each operation is shorter, resulting in higher vehicle utilization efficiency and more maintenance operations per unit time. Depots need to have large-scale maintenance expansion capabilities to match the increased maintenance demand brought about by the high-frequency vehicle turnover in group operation mode, ensuring that high-intensity, high-density vehicle maintenance work can be completed under this mode. Another example is vehicle allocation requirements: Vehicle allocation is calculated based on the train timetable and loaded car flow table to accurately determine the number of vehicles required to complete the freight plan, ensuring precise matching of vehicle resources and demand. Furthermore, the proportion of spare vehicles is increased to address potential temporary vehicle failures during group operation, ensuring that the trains maintain the overall operating rhythm of the group.

[0109] Specifically, the steps for adjusting the vehicle productivity of the target transportation unit include: First, an allocation adjustment strategy for the number of vehicles to the target transportation unit is determined based on the target allocation quantity and the current allocation quantity.

[0110] Specifically, the adaptability coefficient for the number of vehicles assigned is calculated using the following expression. :

[0111] in, Assign the target number; The number of vehicles to be allocated.

[0112] Specifically, the corresponding vehicle allocation quantity adaptability level is determined based on the vehicle allocation quantity adaptability coefficient.

[0113] In some specific embodiments, the vehicle allocation adaptability level includes two levels: if This indicates that the existing number of vehicles allocated is sufficient to fully meet or even have a surplus to support the needs of group operations; if This indicates that the number of existing vehicles allocated is insufficient, and there is an adaptive bottleneck. The larger the value, the more severe the shortage of vehicles.

[0114] In some other specific embodiments, the vehicle allocation adaptability level includes three levels, as shown in Table 1 below: Table 1 Classification of Vehicle Allocation Quantity Adaptability Levels

[0115] in: A value ≥1.00 indicates insufficient existing vehicle allocation capacity. Under this condition, the group train cannot operate normally due to insufficient existing vehicle allocation, and additional vehicles should be added immediately. 0.90≤ A value of <1.00 indicates a critical state for vehicle allocation. Under this condition, the existing vehicle allocation can meet the current workload, but there are not enough spare vehicles. In case of emergencies, it is easy to fail to provide enough vehicles for the group of trains. The total turnaround time of vehicles should be optimized and the proportion of spare vehicles should be increased. A value of <0.90 indicates that the existing vehicle allocation is sufficient and well-adapted. Under this condition, the existing vehicle allocation can maintain the daily operation of the train group and cope with emergencies without the need for additional vehicles.

[0116] Secondly, determine the target number of repair stations for the target transportation unit in the group operation mode based on the target repair capacity; determine the existing number of repair stations for the target transportation unit based on the current repair capacity; and determine the repair capacity adjustment strategy for the target transportation unit based on the target number of repair stations and the existing number of repair stations.

[0117] Subsequently, the target number of maintenance stations for the target transport unit under group operation is determined based on the target maintenance capacity; the existing number of maintenance stations for the target transport unit is determined based on the current maintenance capacity; and the maintenance capacity adjustment strategy for the target transport unit is determined based on the target number of maintenance stations and the existing number of maintenance stations.

[0118] Specifically, the adjustment strategies for the factory repair capacity and the section repair capacity of the target transportation unit are determined based on the vehicle maintenance capacity adaptability coefficient, including the factory repair capacity adaptability coefficient and the section repair capacity adaptability coefficient; the existing maintenance capacity includes the existing factory repair capacity and the existing section repair capacity; the target maintenance capacity includes the target factory repair operation capacity and the target section repair operation capacity; the vehicle maintenance capacity adaptability coefficient is calculated based on the existing maintenance capacity and the target maintenance capacity, including: calculating the vehicle factory repair capacity adaptability coefficient using the following expression. :

[0119] in, The target plant repair operation capacity under group operation mode; For existing workshop repair capacity; and / or, calculate the vehicle depot repair capacity adaptability coefficient using the following expression. :

[0120] in, This enhances the target section repair capability under group operation mode. To utilize the existing maintenance capacity of the vehicles.

[0121] Specifically, the corresponding vehicle maintenance capability adaptability level is determined based on the vehicle maintenance capability adaptability coefficient.

[0122] When classifying vehicle maintenance capabilities, both factory repair capabilities and section repair capabilities are assessed separately. The vehicle maintenance capability adaptability coefficient reflects the operational status of the factory repair system and section repair system in handling the workload of vehicle maintenance under group operation mode. In some specific embodiments, the vehicle maintenance capability adaptability level includes three levels, as shown in Table 2 below: Table 2 Classification of Vehicle Maintenance Capability Adaptability Levels

[0123] in: A value ≥1.00 indicates that the vehicle repair / department repair capacity is overloaded, and current vehicle maintenance resources cannot meet the workload requirements of vehicle repair / department repair, resulting in hindered vehicle turnover and an inability to meet the high-density, rapid turnover requirements of group operation mode. Capacity expansion and efficiency improvement measures are necessary. 0.90≤ <1.00 indicates that the vehicle repair / department repair capacity can meet the group's operation needs, but the system is in a relatively saturated state with low spare capacity. It is sensitive to fluctuations in the vehicle repair / department repair workload and needs to make more refined use of the vehicle repair / department repair capacity. A value <0.90 indicates that the vehicle repair / department repair capacity is sufficient, the pressure on vehicle repair / department repair operations is not high under the group operation mode, the vehicle repair / department repair system has good flexibility and can cope with the demand fluctuations brought about by group operation, and there are no obvious bottlenecks.

[0124] Finally, the vehicle productivity of the target transportation unit is adjusted based on the allocation adjustment strategy, the factory repair capacity adjustment strategy, and the section repair capacity adjustment strategy.

[0125] Specifically, regarding the number of vehicles allocated to vehicle productivity, if the adaptability coefficient of the number of vehicles allocated... This indicates that the existing number of vehicles allocated can meet the requirements of the group operation mode, and the vehicle allocation productivity does not need to be adjusted; if the vehicle allocation adaptability coefficient is... This indicates that the current number of vehicles allocated cannot meet the requirements of the group operation mode, and the vehicle allocation capacity needs to be adjusted. Specifically, the number of vehicles can be increased through short-term leasing or long-term purchase, which requires adjustments to the existing vehicle fleet. The number of vehicles added or supplemented based on the existing number of vehicles. It can be calculated using the following formula:

[0126] Specifically, regarding vehicle maintenance capacity in vehicle production, this capacity primarily depends on the number of maintenance bays. Therefore, for systems with poor adaptability in vehicle maintenance capacity, the main adjustment measure should be to increase the number of maintenance bays. In group operation mode, the required number of factory repair bays is... The required number of maintenance workstations It can be calculated using the following expression:

[0127]

[0128] in, The maintenance time for each vehicle (unit: days); The imbalance coefficient for vehicles undergoing factory repair; Valid working days per year (unit: days); Number of vehicles that can be repaired at each repair station (unit: vehicle / station). The maintenance time for each vehicle (unit: days); The imbalance coefficient of the vehicles under repair; The number of vehicles that can be inspected at each section repair station (unit: vehicle / station).

[0129] when or The number of maintenance bays to be expanded in the depot can be calculated using the following expression:

[0130]

[0131] in, The number of additional repair stations required (unit: units). The required number of maintenance workstations (unit: units); The number of existing plant repair workstations (unit: units); The number of additional repair stations required (unit: stations); Number of maintenance work stations required for section repair (unit: station); The number of existing maintenance work stations (unit: station).

[0132] The present invention provides a method and apparatus for adjusting the productivity of heavy-haul railway vehicles under train group operation. By calculating the target allocation quantity and target maintenance capacity required by heavy-haul railway trains in group operation mode based on the planned freight volume, and adjusting the vehicle productivity based on the target allocation quantity and target maintenance capacity, the required capacity of heavy-haul railway vehicle productivity can be accurately calculated and proactively optimized. This realizes the transformation of vehicle productivity from passive response to active adaptation in group operation mode, thereby optimizing vehicle productivity and effectively improving transportation safety and efficiency.

[0133] Example 2 Based on the above embodiments, this embodiment provides a heavy-haul railway vehicle productivity adjustment device for train group operation, such as... Figure 6 As shown, it includes: The information acquisition module 601 is used to acquire freight plan information and working parameter information of the target transportation unit under the operation of the train group.

[0134] The allocation quantity calculation module 602 is used to determine the target allocation quantity of vehicles for the target transportation unit based on the freight plan information and the working parameter information.

[0135] The maintenance capacity calculation module 603 is used to determine the target factory maintenance capacity and target section maintenance capacity of the vehicles of the target transportation unit based on the working parameter information and the target allocation quantity.

[0136] The productivity adjustment module 604 is used to obtain the current number of vehicles assigned to the target transportation unit, the current factory repair capacity, and the current section repair capacity, and adjust the vehicle productivity of the target transportation unit based on the current number of vehicles assigned, the current factory repair capacity, the current section repair capacity, the target number of vehicles assigned, the target factory repair capacity, and the target section repair capacity.

[0137] In some embodiments of this example, a computer device is provided, including a memory, a processor, and a computer program stored in the memory, wherein the processor executes the computer program to implement the steps of the method described in the above embodiments.

[0138] In some embodiments of this example, a computer-readable storage medium is provided, on which a computer program is stored, which, when executed by a processor, implements the steps of the method described in the above embodiments.

[0139] In some embodiments of this example, a computer program product is provided, including computer program instructions, which, when executed by a processor, implement the steps of the method described in the above embodiments.

[0140] The processor may include, but is not limited to, one or more processors or microprocessors. Each processor may be implemented as an Application Specific Integrated Circuit (ASIC), Digital Signal Processor (DSP), Digital Signal Processing Device (DSPD), Programmable Logic Device (PLD), Field Programmable Gate Array (FPGA), controller, microcontroller, microprocessor, or other electronic component, for executing the methods in the above embodiments.

[0141] Computer-readable storage media can be implemented by any type of volatile or non-volatile storage device or a combination thereof. Computer-readable storage media can include, but are not limited to, random access memory (RAM), read-only memory (ROM), flash memory, EPROM memory, EEPROM memory, registers, and computer storage media (e.g., hard disks, floppy disks, solid-state drives, removable disks, CDs). ROM, DVD ROM, Blu-ray discs, etc.

[0142] Computer-readable storage media may also store at least one computer-executable program instruction, such as computer-readable instructions. Computer-readable storage media include, but are not limited to, volatile memory and / or non-volatile memory. Volatile memory may include, for example, random access memory (RAM) and / or cache memory. Computer-readable storage media may include, for example, read-only memory (ROM), hard disk, flash memory, etc. For example, a non-transitory computer-readable storage medium may be connected to a computing device such as a computer, and then, when the computing device executes the computer-readable instructions stored on the computer-readable storage medium, the various methods described above can be performed.

[0143] In addition, the computer device may include (but is not limited to) a data bus, an input / output (I / O) bus, a display, and input / output devices (e.g., keyboard, mouse, speakers, etc.).

[0144] The processor can communicate with external devices via the I / O bus through wired or wireless networks.

[0145] In one embodiment, the at least one computer-executable instruction may also be compiled into or comprise a software product / computer program product, wherein one or more computer-executable instructions are executed by a processor to perform the steps of the various functions and / or methods in the embodiments described herein.

[0146] In the embodiments provided by this invention, it should be understood that the disclosed devices and methods can also be implemented in other ways. The device embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings illustrate the architecture, functionality, and operation of possible implementations of devices, methods, and computer program products according to various embodiments of the present invention. In this regard, each block in a flowchart or block diagram may represent a module, segment, or portion of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system that performs the specified function or action, or using a combination of dedicated hardware and computer instructions.

[0147] It should be noted that, in this invention, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitation, an element limited by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0148] While the embodiments disclosed in this invention are as described above, the above content is merely for the purpose of facilitating understanding of this invention and is not intended to limit the invention. Any person skilled in the art to which this invention pertains may make any modifications and changes in form and detail of the implementation without departing from the spirit and scope disclosed in this invention; however, the scope of patent protection of this invention shall still be determined by the scope defined in the appended claims.

Claims

1. A method for adjusting the productivity of heavy-haul railway vehicles under train group operation, characterized in that, include: Obtain freight plan information and operational parameter information for target transportation units under train group operation; The target number of vehicles assigned to the target transportation unit is determined based on the freight plan information and the work parameter information. The target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit are determined based on the working parameter information and the target allocation quantity. The current number of vehicles assigned to the target transportation unit, the current factory repair capacity, and the current section repair capacity are obtained. Based on the current number of vehicles assigned, the current factory repair capacity, the current section repair capacity, the target number of vehicles assigned, the target factory repair capacity, and the target section repair capacity, the vehicle productivity of the target transportation unit is adjusted.

2. The method according to claim 1, characterized in that, The step of determining the target allocation quantity of vehicles for the target transportation unit based on the freight plan information and the work parameter information includes: The total turnaround time of the train group is calculated based on the length information between each loading and unloading station, the preset operation time, and the travel speed of the target transport unit's vehicles in each section in the working parameter information. The target allocation quantity of vehicles for the target transport unit is determined based on the number of trains operating between each loading and unloading station, the number of cars required for each train, and the total turnaround time of the vehicles in the freight plan information.

3. The method according to claim 1, characterized in that, The step of determining the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the working parameter information and the target allocation quantity includes: The total annual mileage of the vehicles of the target transportation unit is determined based on the working parameter information, wherein the total annual mileage is the sum of the annual mileages of the vehicles of the target transportation unit under the operation of the train group. Obtain the preset inspection distances and preset inspection cycles for the factory repair and section repair of vehicles for the target transportation unit. The target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit are determined based on the target allocation quantity, the total annual mileage, the preset inspection distance, and the preset inspection cycle.

4. The method according to claim 2, characterized in that, The step of determining the target factory repair capacity and target section repair capacity of the vehicles of the target transportation unit based on the working parameter information and the target allocation quantity includes: The individual repair capacity of the vehicles of the target transportation unit is determined based on the target allocation quantity and the working parameter information; wherein, the individual repair capacity is the repair capacity of the vehicles of the target transportation unit under the repair requirement standards. The target plant repair capacity and the target section repair capacity are determined based on the individual plant repair capacity.

5. The method according to claim 4, characterized in that, The factory repair requirements standards include: factory repair according to the preset inspection cycle and factory repair according to the preset inspection distance; The step of determining the individual repair capacity of the vehicles of the target transportation unit based on the target allocation quantity and the working parameter information includes: When the factory repair requirement standard is to repair the vehicles according to the preset inspection cycle, the number of vehicles of the target transportation unit to be repaired within the preset inspection cycle is determined according to the target allocation quantity and the preset inspection cycle in the working parameter information. The individual repair capacity is determined based on the number of vehicles that the target transportation unit performs repairs upon reaching the preset inspection cycle. And, when the factory repair requirement standard is to repair the vehicles at the preset inspection distance, the number of vehicles of the target transportation unit to be repaired when the preset inspection distance is reached is determined according to the target allocation quantity and the preset inspection distance in the working parameter information; The individual repair capacity is determined based on the number of vehicles that the target transportation unit performs repairs when reaching the preset inspection distance.

6. The method according to claim 1, characterized in that, The adjustment of the vehicle productivity of the target transportation unit based on the current allocation quantity, the current factory repair capacity, the current section repair capacity, the target allocation quantity, the target factory repair capacity, and the target section repair capacity includes: The allocation adjustment strategy for the number of vehicles of the target transportation unit is determined based on the target allocation quantity and the current allocation quantity. The number of target repair stations for the target transportation unit in group operation mode is determined based on the target repair capacity. The number of existing repair stations for the target transportation unit is determined based on the current repair capacity. The repair capacity adjustment strategy for the target transportation unit is determined based on the target number of repair stations and the existing number of repair stations. The number of target section repair stations for the target transport unit under group operation is determined based on the target section repair capacity. The number of existing repair stations for the target transport unit is determined based on the current repair capacity. The section repair capacity adjustment strategy for the target transportation unit is determined based on the target section repair station number and the existing section repair station number. The vehicle productivity of the target transportation unit is adjusted according to the allocation adjustment strategy, the factory repair capacity adjustment strategy, and the section repair capacity adjustment strategy.

7. The method according to claim 2, characterized in that, The calculation of the total turnaround time of the train group under the operation based on the length information between each loading and unloading station, the preset operation time, and the travel speed of the target transport unit's vehicles in each section, includes: The vehicle operation time of the target transportation unit's vehicles during operation is determined according to the preset operation time. The vehicle travel time is determined based on the length information between each loading and unloading station and the travel speed of the vehicle of the target transport unit. The total turnaround time of the vehicle is determined based on the vehicle travel time and the vehicle operation time.

8. The method according to claim 2, characterized in that, The target allocation quantity Calculated using the following expression: in, This refers to the freight workload under group operation in the aforementioned freight planning information; The total turnaround time of the vehicle; The vehicle maintenance rate of the target transportation unit.

9. The method according to claim 5, characterized in that, Determining the individual repair capacity based on the number of vehicles requiring repair by the target transportation unit upon reaching the preset inspection cycle includes: The individual repair capacity is determined by calculating the number of vehicles requiring repair when the preset inspection cycle is reached using the following expression. ; in, This refers to the freight workload under group operation in the aforementioned freight planning information; The total turnaround time of the vehicle; The vehicle maintenance cycle coefficient is the average number of times a vehicle undergoes maintenance per year within a maintenance cycle. The step of determining the number of vehicles to be repaired by the target transportation unit when reaching the preset inspection distance based on the target allocation quantity and the preset inspection distance in the working parameter information includes: The individual repair capacity is determined based on the number of vehicles requiring repair by the target transportation unit when reaching the predetermined inspection distance. : in, The total annual mileage of the vehicles of the target transportation unit; The preset detection distance; Determining the target repair capacity based on the individual repair capacity includes: The target plant repair capacity is determined by the following expression. : 。 10. A productivity adjustment device for heavy-haul railway vehicles operating in train group mode, characterized in that, include: The information acquisition module is used to acquire freight plan information and working parameter information of the target transportation unit under the operation of the train group; The allocation quantity calculation module is used to determine the target allocation quantity of vehicles for the target transportation unit based on the freight plan information and the working parameter information; The maintenance capacity calculation module is used to determine the target factory maintenance capacity and target section maintenance capacity of the vehicles of the target transportation unit based on the working parameter information and the target allocation quantity. The productivity adjustment module is used to obtain the current number of vehicles assigned to the target transportation unit, the current factory repair capacity, and the current section repair capacity, and adjust the vehicle productivity of the target transportation unit based on the current number of vehicles assigned, the current factory repair capacity, the current section repair capacity, the target number of vehicles assigned, the target factory repair capacity, and the target section repair capacity.

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