High-speed rail section passing signal machine distribution method, system, device and storage medium

Abstract

The present application belongs to the technical field of ensuring railway traffic safety, and discloses a high-speed rail section passing signal machine distribution point method, system, device and storage medium. The method comprises the following steps: catenary support position pre-checking calculation, determination of checking calculation range and standardized processing, development of tracking interval, traction calculation, braking distance, combination of train running permission and track circuit information, train passing neutral section safety full-dimensional pre-checking calculation, acquisition of parameters and alternative set; construction of a multi-objective mathematical model, definition of binary and continuous decision variables, taking the maximum line passing capacity, the minimum track circuit usage, the closest electric neutral section distance from traction substation / section substation as the target, modeling combined with the constraints such as train control system and neutral section distance; solving based on the Pareto optimal strategy; checking, collaborative matching verification and local fine tuning of the candidate scheme, and outputting the optimal distribution point scheme. The present application realizes the collaborative optimization of signal machine distribution point and electric neutral section position, greatly improves the line passing capacity and design efficiency.

Description

Technical Field

[0001] This invention belongs to the field of railway traffic safety technology, and in particular relates to a method, system, equipment and storage medium for the placement of signal lights in high-speed railway sections. Background Technology

[0002] China's high-speed railways generally adopt the CTCS-3 level train control system (hereinafter referred to as C3), with the CTCS-2 level train control system (hereinafter referred to as C2) as a backup. The two have an inverse relationship in terms of block section design: C3 requires the block section length to be as short as possible when combining train operation permission with track circuit information, while C2 requires the block section length to be as long as possible when braking and stopping in 7 consecutive block sections. This is especially difficult to achieve in long downhill sections with a gradient greater than 24‰, and problems such as the retraction of the train operation permission endpoint and train speed reduction are likely to occur.

[0003] Current block zoning designs largely rely on manual experience combined with repeated calculations and checks. The electrical phase separation positions are predetermined, requiring repeated adjustments to signal signs and their positions. This results in long design cycles, low efficiency, and schemes that struggle to simultaneously meet requirements for throughput, engineering investment, and train safety. Existing research often models signal sign positions as continuous variables, incorporating numerous nonlinear constraints into the model's constraints. It fails to consider track circuit length and catenary support positions, and does not achieve coordinated optimization of block zoning and electrical phase separation positions, making it difficult to adapt to actual engineering needs. Summary of the Invention

[0004] To address the shortcomings and deficiencies of existing technologies, this invention provides a method, system, equipment, and storage medium for signal placement in high-speed railway sections. By discretizing the signal placement problem with the overhead contact line support as the core, and through comprehensive pre-calculation, multi-objective mathematical programming modeling, Pareto optimal strategy solution, and verification against actual engineering constraints, the invention achieves coordinated optimization of signal placement and electrical phase separation positions while meeting C3 / C2 train control safety, train phase separation safety, and various distance constraints. This effectively improves line throughput capacity, reduces engineering investment, and significantly enhances the design efficiency and rationality of high-speed railway signal placement.

[0005] To achieve the above-mentioned objectives, the present invention adopts the following technical solution:

[0006] First aspect

[0007] This invention provides a method for deploying signal points in high-speed railway sections, comprising the following steps:

[0008] Step 1: Preliminary calculation of the location of the overhead contact line support

[0009] Based on the actual design data of high-speed railway engineering, the scope of the catenary support was determined and standardized. The tracking interval, traction calculation, C2 braking distance, C3 train operation permit and track circuit information were combined, and the safety of train crossing phase was pre-calculated in all dimensions with each (actual or virtual) catenary support as the target braking point. The core parameters of each calculation point and various alternative sets were obtained.

[0010] Step 2: Construct a multi-objective mathematical programming model for high-speed railway signal placement.

[0011] Based on the preliminary calculation results of step 1, discretized dual-state decision variables and continuous decision variables adapted to the actual engineering are defined. A multi-objective function is constructed with the core optimization objectives of maximizing the line capacity, minimizing the number of track circuits used, and minimizing the distance between the electrical phase and the traction substation or section substation. Complete constraint conditions are set by combining C3 and C2 technical requirements, train phase distance constraints, and engineering construction logic constraints to form a multi-objective mathematical programming model for high-speed railway signal layout.

[0012] Step 3: Solve based on Pareto optimal policy

[0013] Non-core optimization objectives in multi-objective mathematical programming models are transformed into constraints. For example, the objectives of optimal electrical phase separation location and minimum engineering investment are transformed into constraints. The deviation tolerance parameter of the decision-maker is introduced, and the transformed model is linearized to adapt to the solution requirements of commercial optimization software (such as LINGO). The optimization software is called to solve the problem accurately. By adjusting the deviation tolerance parameter, a series of approximate Pareto front solutions are obtained, forming multiple sets of candidate optimization schemes for signal placement.

[0014] Step 4: Based on the existing signal locations and the locations of entry and exit signals, output an optimized solution.

[0015] Based on the actual requirements of high-speed railway engineering design, and combined with the constraints of existing signal forced setting, the position constraints of entry or exit signals and reverse entry signals, the rationality of candidate optimization schemes under full constraints is verified. The coordination and matching between signal placement and electrical phase separation positions are verified. Minor non-compliance items are fine-tuned locally, for example, by a step size of 50m. Finally, the optimal scheme for the placement of through signals in high-speed railway sections that satisfies all engineering constraints is output.

[0016] Furthermore, the preliminary calculation of the contact wire support position in step 1 specifically includes the following sub-steps:

[0017] 1.1 Determine the scope of the calculation and standardize the processing.

[0018] Using the station entrance or exit signal and the reverse entrance signal as the section boundary, when the contact wire support survey has been completed, the calculation range is all actual contact wire supports in each section from the outside of the reverse entrance signal to the entrance signal of the next station; when the contact wire support survey has not been completed, virtual contact wire supports are preset every 50m within the main line range of each section, according to the 50-65m layout spacing requirement of the contact wire supports for 350km / h high-speed railways.

[0019] Seven existing signal signs (including entry or exit signals) are extended before and after the aforementioned (actual or virtual) catenary support pillars. All entry or exit signals at intermediate stations along the line and all entry signals at the line stations are included in the calculation scope. All calculation objects are uniformly sorted and numbered as 1, 2, ..., i, ..., n according to the continuous mileage of the line, forming a set of calculation points N. At the same time, the continuous mileage value of each calculation point is marked, and the calculation scope determination and standardization process for the other direction of the line are completed simultaneously.

[0020] 1.2 Determine the location of the first signal sign in the section.

[0021] To minimize train departure and transit intervals, the first signal sign in the section will be placed at a (virtual) contact wire support about 750m away from the reverse entry signal. This distance includes a 700m safety braking allowance and a 50m construction error margin.

[0022] For the starting and ending stations of the line, the C2 braking distance and the C3 train operation permit and track circuit information are calculated by combining the existing signal signs and signal positions. If the train operation safety requirements are not met, the line is moved in 50m increments towards the section until the safety requirements are fully met, and the optimal placement position of the first signal in the section is finally determined.

[0023] 1.3 Conduct traction calculations, CTCS-2 level braking distance calculations, CTCS-3 level train operation permit calculations combined with track circuit information, and train phase-crossing safety pre-check calculations to obtain candidate sets of braking distances at check points, candidate sets of code sequence entry points, candidate sets of electrical phase-crossing positions, and relevant train operation time and speed parameters. Specifically, this includes the following sub-steps:

[0024] 1.3.1 Traction Calculation Pre-check

[0025] Using the horizontal and vertical profile conditions of the line, the position of the station's entry or exit signal and the reverse entry signal, and the technical parameters of the C3 and C2 EMU trains as inputs, the time-space (TS) curve and speed-space (VS) curve of the direct train are calculated with the train head and the train tail as the calculation objects respectively, and the time when the train tail clears at each check point is determined accordingly.

[0026] Using each check point i as the entrance to the block section, calculate the braking distance under C3 vehicle control conditions. The initial braking speed is calculated at 355 km / h, and the arrival time of the train head is determined according to the TS curve.

[0027] Meanwhile, in order to carry out safety checks on trains crossing phases, the TS curve and VS curve of trains stopping at every station when they exit the reverse entry signal at a speed limit of 40km / h were calculated.

[0028] 1.3.2 C2 Braking Distance Calculation

[0029] Using each check point i as the entrance to the block section, calculate the braking distance under C2 vehicle control conditions. ;

[0030] The initial braking speed of C2 is determined based on the average gradient within the range from the check point to the braking distance. If the average gradient is ≥-24‰, the initial braking speed is 305 km / h; if the average gradient is <-24‰, the initial braking speed is 255 km / h. In cases where the average gradient is <-24‰ when the initial braking speed is 305 km / h, or ≥-24‰ when the initial braking speed is 255 km / h, the initial braking speed is uniformly set to 255 km / h.

[0031] Based on the calculated braking distance, all checkpoint numbers within the braking distance of the target checkpoint i are included in set Bi, which serves as a candidate set for the code sequence entry of the track circuit part of the train braking and stopping at the target checkpoint.

[0032] 1.3.3 Pre-inspection calculation combining C3 train operation permit and track circuit information

[0033] Four-level pre-check calculations (green 3, green 2, green, green-yellow code) are carried out for all check points. The check points are traversed in reverse and the average slope between check points is calculated to determine the permitted length of C3 track circuit information. Based on this, the entry candidate sets L3i, L2i, Li, and LUi for each check point i as the end point of C3 train permit are divided to ensure that the length of C3 train permit is not greater than the permitted length of track circuit information and to avoid train permit shrinkage.

[0034] 1.3.4 Train Crossing Phase Safety Pre-Check Calculation

[0035] Preset virtual positions for electric phase separation within 5km of the traction substation or sectioning substation, and select alternative positions for electric phase separation in 50m increments; based on the station-to-station stopping VS curves for 80km / h and 40km / h speed limits obtained in step 1.3, take a certain distance forward from the alternative positions, and determine the train speed 10s forward from that position as the initial inertial velocity for phase separation by combining the TS curve.

[0036] The calculations are performed based on the dual requirements that the train's entry speed in the neutral section during the phase transition must be no less than 100 km / h and the exit speed no less than 40 km / h, and that the overall speed must be no less than 20 km / h when the initial inertial velocity is 40 km / h. Positions that meet all speed requirements are included in the set. , which serves as the set of alternative electrical phase separation locations corresponding to the u-th traction station or section.

[0037] Furthermore, step 2 involves constructing a multi-objective mathematical programming model for high-speed railway signal placement, specifically comprising three parts: defining decision variables, constructing a multi-objective function, and setting constraints.

[0038] 2.1 Definition of Decision Variables

[0039] This invention employs a combination of discretized bistate decision variables and continuous decision variables to adapt to actual engineering deployment requirements, specifically as follows:

[0040] Two-state decision variables , i∈N, indicates that a signal is set at the i-th check point to pass through the interval. =1, otherwise =0;

[0041] Continuous decision variables : u is the phase index of the electrical separation, u∈U, U is the set of electrical separation phases. This represents the continuous mileage value at the location of the u-th electrical phase splitter;

[0042] 2.2 Construction of Multi-Objective Functions

[0043] Taking into account the three core requirements of high-speed railway operation efficiency, engineering construction investment, and rationality of electrical phase separation layout, three mutually coupled optimization objectives are constructed. Each objective is independently quantified and adapted to the actual calculation requirements of the project:

[0044] 2.2.1 Maximum Line Capacity Target

[0045] The track capacity is negatively correlated with the train tracking interval; the smaller the tracking interval, the greater the capacity. Therefore, the objective is transformed into minimizing the train tracking interval, as expressed in the following formula:

[0046] min ;

[0047] In the formula, For all signal point tracking intervals exceeding 180, The train tracking interval at checkpoint i;

[0048] 2.2.2 Minimum Project Investment Target

[0049] Since engineering investment is positively correlated with the number of block sections and the number of track circuits used, the objective is transformed into minimizing the number of block sections and the number of track circuits used. The combined quantitative expression is:

[0050] min ;

[0051] In the formula, The total construction cost of the signal system and track circuit (ten thousand yuan); Unit cost per signal (ten thousand yuan / unit); The number of track circuits set up in the block section with the i-th check point as the exit; Unit cost per track circuit (ten thousand yuan / unit);

[0052] in, Based on the distance between two adjacent signals and the limit length of the track circuit, the limit length of the track circuit of a 350km / h high-speed railway is 1km. The number of track circuits is calculated by rounding up the length of the block section.

[0053] 2.2.3 Optimal target for the location of the electrically separated phase

[0054] To reduce cable laying costs and subsequent maintenance difficulties, the location of the electrical phase split should be as close as possible to the corresponding traction substation or sectioning substation. Therefore, this objective is transformed into minimizing the total distance between the electrical phase split and the traction substation or sectioning substation, expressed as:

[0055] min ;

[0056] In the formula, This is the total distance (m) between all electrical phases and their corresponding traction substations or section substations. The continuous mileage value (m) of the u-th traction substation or section substation;

[0057] 2.3 Setting Constraints

[0058] Combining the technical specifications of C3 and C2 level train control systems, high-speed railway design specifications, train phase transition safety requirements, and engineering construction logic, four categories of constraints are set to ensure that the model solution meets all operational safety and engineering practical requirements:

[0059] 2.3.1 C2 Braking Distance Constraint

[0060] Under C2-level train control conditions, the train needs to achieve safe braking and stop within 7 consecutive block sections. Therefore, the number of signals set within the braking distance range of each calculation point i should be less than 7, as expressed in the following expression:

[0061] ;

[0062] In the formula, and The meanings are the same, but for clarity, the subscript k is used to distinguish them; It is a very large positive number;

[0063] In practical engineering applications, to enhance safety redundancy, the constraint can be adjusted so that the number of signal lights does not exceed 6.

[0064] 2.3.2 Constraints Combining C3 Train Operation Permit with Track Circuit Information

[0065] To avoid C3 train operation permission endpoint retraction, at each code sequence entry point, the length of the C3 train operation permission should not exceed the length of the track circuit information permission to ensure vehicle-to-ground information matching. The expression is:

[0066] ;

[0067] ;

[0068] ;

[0069] ;

[0070] In the formula, and The meanings are the same, but for clarity, the subscript k is used to distinguish them;

[0071] 2.3.3 Relative Distance Constraints Between Signals and Electrical Separators

[0072] According to high-speed railway design specifications and train control system transponder application requirements, and considering a 50m construction allowance, the minimum distance between the positive and negative phase break signals and adjacent signals must be met to avoid signal reading failures or braking safety issues when trains pass through phase breaks. The expression is:

[0073] ;

[0074] ;

[0075] In the formula, This represents the continuous mileage at the i-th point. This indicates the distance from the broken marker to the phase splitting center point.

[0076] 2.3.4 Engineering Logic Constraints

[0077] Existing traffic signals, signal signs, and entry / exit signals are pre-installed fixed facilities for the project. Corresponding checkpoints must be mandatorily equipped with traffic signals. The expression is:

[0078] =1 ;

[0079] In the formula, A is the set of check points corresponding to existing signals, entry or exit signals.

[0080] Furthermore, step 3, which involves solving based on the Pareto optimal strategy, specifically includes the following sub-steps:

[0081] 3.1 Multi-objective model transformation

[0082] By adopting the Pareto optimal strategy, the two non-core optimization objectives of optimal phase separation location and minimum engineering investment are transformed into constraints. The decision-maker deviation tolerance parameter is introduced to realize the transformation of the multi-objective model into a single-objective model.

[0083] 3.2 Model Linearization Processing

[0084] The transformed model is linearized to eliminate nonlinear terms (such as absolute value and maximum value terms), transforming the model into a linear programming model that meets the precise solution requirements of commercial optimization software.

[0085] 3.3 Model Solving and Candidate Solution Generation

[0086] The linearized single-objective programming model (with minimizing the train tracking interval as the core objective) is imported into commercial optimization software for accurate and rapid solution.

[0087] By adjusting the value of the deviation tolerance parameter, a series of model solutions under different constraints are obtained, forming multiple sets of approximate Pareto front solutions. Each set of solutions corresponds to a complete signal layout and electrical phase separation location layout scheme, i.e., signal layout candidate optimization scheme.

[0088] Furthermore, step 4, which combines the existing signal positions with the entry and exit signal positions to output an optimization scheme, specifically includes the following sub-steps:

[0089] 4.1 Verification of the rationality of candidate solutions

[0090] Perform full constraint verification on the multiple candidate optimization schemes obtained in step 3, focusing on the following:

[0091] Does the first signal in the section meet the requirement of being 750m away from the reverse entry signal?

[0092] Do all signals meet the minimum safe distance requirements of 600m and 755m between them and the electrical phase separation?

[0093] Are all the core train control constraints, which combine C2 braking distance, C3 train operation permit, and track circuit information, met?

[0094] 4.2 Verification of Signal Controller and Electrical Phase Matching

[0095] Verify whether the distance between the electrical phase splitting location and the traction substation or sectioning substation in the candidate scheme meets the requirements of engineering investment and operation and maintenance, whether the electrical phase splitting location is within the set of candidate locations obtained in step 1.6, and whether the signal layout avoids the problem of excessive speed decay or stopping when the train passes through the phase splitting point.

[0096] 4.3 Local Fine-tuning

[0097] For minor non-compliance items found in the verification, the signal point locations are locally fine-tuned in 50m increments. During the fine-tuning process, the core constraints remain unchanged to ensure that the fine-tuned scheme still meets the requirements of traffic safety and engineering design.

[0098] 4.4 Output of the Optimal Solution

[0099] The optimal solution for the layout of through signals in high-speed railway sections is selected based on the best matching of all engineering constraints and the coordination between the signal and the electrical phase separation. The core information of the solution is output as follows: the layout number and continuous mileage value of the through signals in each section, the layout mileage value of the electrical phase separation positive / reverse / combined signal, the number of block sections, the number of track circuits used, and the train departure or section tracking interval, etc.

[0100] Second aspect

[0101] This invention provides a high-speed railway section through signal placement system for implementing the above-mentioned high-speed railway section through signal placement method. The system includes a catenary support pre-inspection calculation module, a multi-objective mathematical programming model construction module, a Pareto optimal solution module, and an optimization scheme output module connected in sequence.

[0102] The overhead contact line support pre-inspection calculation module is used to acquire basic data and preliminary information of high-speed railway projects, determine the scope of overhead contact line support inspection, complete standardized numbering and mileage calibration, carry out full-dimensional pre-inspection calculations of tracking interval, traction calculation, C2 braking distance, C3 train operation permit and track circuit information combination, and train cross-phase safety, and output the core parameters and alternative sets of each inspection point.

[0103] Multi-objective mathematical programming model construction module: Communicates with the overhead contact line support pre-inspection module, and defines two-state decision variables based on the pre-inspection results. With the continuous decision variable yu, a multi-objective function is constructed to maximize the line capacity, minimize the engineering investment, and optimize the electrical phase separation position. Four major categories of constraints are set: C2 braking distance, C3 train permit combined with track circuit information, and engineering logic. A complete multi-objective mathematical programming model is formed and output.

[0104] Pareto Optimal Solution Module: Communicates with the multi-objective mathematical programming model construction module, transforms non-core objectives in the multi-objective model into constraints, introduces the decision-maker's deviation tolerance parameter, linearizes the model, calls commercial optimization software for accurate solution, and generates and outputs multiple sets of candidate optimization schemes for signal machine placement by adjusting the deviation tolerance parameter value.

[0105] The optimization scheme output module communicates with the Pareto optimal solution module. It combines the existing signal positions and the positions of the entry or exit signals to perform full constraint condition rationality verification and signal-electric phase coordination matching verification on the candidate optimization schemes. It makes local fine adjustments to the minor non-compliance items and finally outputs the optimal scheme for the layout of the through signals of the high-speed railway section that meets all engineering constraints. It also visualizes the core indicators and layout positions of the scheme.

[0106] Third aspect

[0107] The present invention provides a high-speed railway section through signal placement device, including a memory and a processor, wherein the memory stores executable code that can be loaded by the processor and executed by the above-mentioned high-speed railway section through signal placement method;

[0108] When the processor executes the executable code, it realizes the entire process of pre-calculating the position of the catenary support, constructing a multi-objective mathematical programming model, solving the Pareto optimal strategy, and outputting the optimized solution.

[0109] The device can be a desktop computer, laptop computer, industrial control computer or other computing terminal, adapted to the office scenario of high-speed railway engineering design, and supports the visualization of model solving and solution output.

[0110] Fourth aspect

[0111] This invention provides a machine-readable storage medium storing executable code that can be loaded by a processor and executed using the above-described method for deploying signal points on high-speed railway sections.

[0112] The machine-readable storage medium can be a USB flash drive, portable hard drive, magnetic disk, optical disk, read-only memory (ROM), random access memory (RAM), or other computer-readable storage media. When the executable code is loaded and executed by the processor, all the steps of the high-speed railway section signal placement method described in this invention are implemented.

[0113] Combining all the above technical solutions, the advantages and positive effects of this invention are as follows:

[0114] 1. This invention achieves coordinated optimization of signal placement and electrical phase separation position, solving the technical problems of separate design of the two and difficulty in balancing multiple constraints in the prior art. Under the premise of meeting the safety of train operation and train crossing phase separation of C3 and C2 level train control systems, it simultaneously maximizes the line throughput capacity, minimizes engineering investment, and optimizes the electrical phase separation position. The design scheme is more in line with the actual operation and construction requirements of high-speed railway engineering.

[0115] 2. This invention discretizes the signal placement problem and, combined with the actual layout characteristics of the catenary supports of the 350km / h high-speed railway, uses (actual or virtual) catenary supports as check points and alternative signal points, which greatly reduces the search range of the model solution space and improves the model solution efficiency. At the same time, the discretized placement method is highly compatible with the actual construction process of the project, and the solution is highly feasible.

[0116] 3. Comprehensive pre-calculation provides accurate data support for model construction. By combining tracking interval, traction calculation, C2 braking distance, C3 train operation permit with track circuit information, and five-level pre-calculation for train phase transition safety, the subjectivity and error of manual calculation are eliminated, ensuring the accuracy of model input parameters and improving the rationality of model solutions.

[0117] 4. The Pareto optimal strategy is adopted to solve the multi-objective model without the need to predetermine the weight coefficients. By introducing the decision-maker's deviation tolerance parameter, a series of approximate Pareto front solutions are obtained, providing suitable candidate solutions for different design requirements (such as focusing on throughput or focusing on investment control), which is more in line with the decision-making logic of engineering practice.

[0118] 5. Significantly improves design efficiency and quality, completely changing the traditional signal placement method that combines manual experience with repeated computer calculations. It reduces design time from several hours (7200 seconds) to seconds, while avoiding oversights in manual design, ensuring that the scheme meets all traffic safety and engineering constraints, and effectively improving the design quality and standardization level of high-speed railway signal placement.

[0119] 6. High engineering application value: The method and system of this invention can be directly applied to the engineering design of 350km / h high-speed railways. By optimizing the layout of signal points and the position of electrical phase separation, it can effectively reduce train tracking intervals, improve line throughput capacity, reduce the number of block sections and track circuits used, and reduce engineering construction investment and subsequent operation and maintenance costs, thus having significant economic and social benefits. Attached Figure Description

[0120] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings used in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0121] Figure 1 A flowchart illustrating the method for deploying signal points on high-speed railway sections according to an embodiment of the present invention;

[0122] Figure 2 This is a schematic diagram of the modular structure of a high-speed railway section signal deployment system provided in an embodiment of the present invention. Detailed Implementation

[0123] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of the embodiments of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this invention, and not all embodiments. Based on the embodiments of this invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this invention.

[0124] The terminology used in the embodiments of this invention is for the purpose of describing particular embodiments only and is not intended to limit the invention. The singular forms “a,” “the,” and “the” as used in the embodiments of this invention and the appended claims are also intended to include the plural forms, and “multiple” generally includes at least two unless the context clearly indicates otherwise.

[0125] Furthermore, the timing of the steps in the following method embodiments is merely an example and not a strict limitation.

[0126] Example 1

[0127] This embodiment uses a difficult section of a high-speed railway project as an application case to verify the effectiveness and rationality of the method of the present invention. The section is designed for a speed of 350 km / h and has a line length of 30.824 km. It has a combined steep gradient consisting of two sections with a gradient of 30‰. The traction substation or sectioning substation is located at mileage 28.68 km. The positions of the entry or exit signals and existing signal signs of the stations at the beginning and end of the section have been preset. The maximum length of the track circuit is 1 km. The CR400 type EMU is used, equipped with C3 and C2 trains.

[0128] like Figure 1 As shown, this embodiment employs the high-speed railway section signal layout method of the present invention, and the specific implementation steps are as follows:

[0129] Step 1: Preliminary calculation of the location of the overhead contact line support

[0130] 1.1 The contact wire support survey has not been completed in this section. Virtual contact wire supports are preset within the main line at 50m intervals. The boundary is from the station's reverse entry signal to the next station's entry signal. Seven existing signal signs are extended outwards from both ends and included in the station's entry or exit signal. A set of checkpoints N is formed by uniformly numbering the continuous mileage, and the mileage value of each checkpoint is marked.

[0131] 1.2 The first signal of the section is set 750m outside the reverse entry signal of station 1 (mileage 10.55km). The C2 braking distance and C3 train operation permit are calculated. This position meets the safety requirements.

[0132] 1.3 Using the horizontal and vertical profiles of this section and the parameters of the CR400 EMU as inputs, calculate the TS / VS curves of direct trains and 40km / h speed-limited trains stopping at each station, and calibrate the tail clearance time and C3 braking distance at each check point;

[0133] 1.4 There are multiple downhill sections with a gradient of less than -24‰ in this section. The initial braking speed of C2 is uniformly taken as 255km / h. Calculate the braking distance of C2 at each check point and determine the candidate set Bi for the code sequence entry.

[0134] 1.5 Traverse the check points, perform pre-checks on each code, and generate candidate sets L3i, L2i, Li, and LUi;

[0135] 1.6 Within a 5km radius of the traction substation or section substation (28.68km), a virtual location for the electrical phase separation is preset. The location is then checked according to the speed threshold requirements to determine the set of alternative locations for the electrical phase separation. The optimal alternative location is 28.31km (positive phase separation 28.49km, reverse phase separation 28.86km).

[0136] Step 2: Construct a multi-objective mathematical programming model

[0137] 2.1 Define the two-state decision variable xi (signal setting at the checkpoint) and the continuous decision variable yu (electric phase separation mileage);

[0138] 2.2 Construct a multi-objective function that minimizes train tracking intervals, engineering investment, and electrical phase separation distance;

[0139] 2.3 Set constraints such as the number of signals within the braking distance of C2 being <7, the number of signals within each code sequence of C3 being less than 6, 5, 4, and 3 respectively, the positive break distance signal of the electric phase separation being ≥600m, the negative break distance signal being ≥755m, and the mandatory setting of existing signals, to form a complete multi-objective mathematical programming model.

[0140] Step 3: Solve based on Pareto optimal policy

[0141] 3.1 The objectives of optimal phase separation location and minimum engineering investment are transformed into constraints, with deviation tolerance parameters of 0.5 and 0.55 respectively.

[0142] 3.2 Linearize the model to eliminate nonlinear terms;

[0143] 3.3 The linearized model was imported into commercial software for solving. By adjusting the deviation tolerance parameter, three sets of candidate optimization schemes were obtained. The optimal candidate schemes had signal mileage of 10.55km, 14.51km, 18.44km, 22.39km, and 25.34km.

[0144] Step 4: Optimize the position output of existing signals and entry / exit signals.

[0145] 4.1 Perform full constraint verification on the candidate schemes to confirm that they meet all requirements, including the mandatory setting of existing signals, the deployment of the first signal in the section at 750m, and the core constraints of the train control system.

[0146] 4.2 Verify that the relative distance between the electrical phase separation (28.31km) and the surrounding signals meets the requirements of 600m / 755m, and the distance to the traction depot or section depot is 0, indicating optimal coordination and matching.

[0147] 4.3 No local fine-tuning is required. The final output is the optimal layout scheme for the signal lights in this section. A total of 17 through signals are set up, with 28.49km of positive phase disconnection, 28.86km of negative phase disconnection, and 29.19km of standard phase disconnection.

[0148] Solution effectiveness verification:

[0149] Compared to the traditional manual site selection method, the optimized solution in this embodiment significantly improves the core indicators:

[0150] The train departure tracking interval has been reduced from 175s to 150s, a reduction of 25s.

[0151] The train tracking interval between sections has been reduced from 376 seconds to 258 seconds, a reduction of 118 seconds, significantly improving the line's throughput capacity.

[0152] Design time was reduced from 7200s (2 hours) to 12s, improving design efficiency by 600 times;

[0153] The location of the electrical phase splitter coincides with the traction substation or section substation, which greatly reduces the cost of cable laying and maintenance.

[0154] Example 2

[0155] like Figure 2As shown, this embodiment provides a high-speed railway section signal layout system for implementing the method of embodiment 1. The system includes a catenary support pre-inspection calculation module, a multi-objective mathematical programming model construction module, a Pareto optimal solution module, and an optimization scheme output module connected in sequence.

[0156] Contact line support pre-inspection module: completes the determination of the inspection range of this section, standardized numbering and full-dimensional pre-inspection, and outputs inspection point parameters and various candidate sets;

[0157] Multi-objective mathematical programming model construction module: Based on the preliminary calculation results, construct multi-objective functions and constraints, and output a complete multi-objective mathematical programming model;

[0158] Pareto's optimal solution module: completes model transformation, linearization, and solution, and outputs 3 sets of candidate optimization schemes;

[0159] Optimization Scheme Output Module: Completes candidate scheme verification and collaborative matching verification, outputs the final optimal signal controller placement scheme, and visually displays the placement location of the signal controllers and electrical phase separation, as well as the core design indicators.

[0160] Example 3

[0161] This embodiment provides a high-speed railway section through signal placement device, including a memory and a processor. The memory stores executable code. When the processor loads and executes the executable code, it implements all the steps of the high-speed railway section through signal placement method of Embodiment 1.

[0162] This device is an industrial control computer equipped with a high-performance processor and a large-capacity memory. It comes pre-installed with a visualization program and can be directly applied to office scenarios for high-speed railway engineering design. It supports flexible adjustment of model parameters and rapid solution generation.

[0163] Example 4

[0164] This embodiment provides a machine-readable storage medium, namely a USB flash drive, which stores executable code that can be loaded by a processor and executed by the high-speed railway section signal placement method described in Embodiment 1. The executable code is compiled engineering software that can run on operating systems such as Windows and Linux, facilitating the engineering promotion and software implementation of the method of this invention.

[0165] Example 5

[0166] This invention provides a high-speed railway section signal layout information data processing terminal. When executed on an electronic device, the information data processing terminal provides a user input interface to implement the steps of the high-speed railway section signal layout method as described in Embodiment 1. The information data processing terminal is not limited to mobile phones, computers, or switches.

[0167] Example 6

[0168] This invention provides a server for a high-speed railway section through signal placement method. When executed on an electronic device, the server provides a user input interface to implement the steps of the high-speed railway section through signal placement method as described in Embodiment 1.

[0169] It should be noted that if the modules or units in the above embodiments are implemented as software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, all or part of the steps in the methods of the above embodiments of the present invention can be implemented by a computer program instructing related hardware. The computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, it can implement the steps of the various method embodiments described above. The computer program includes computer program code, which can be in the form of source code, object code, executable files, or certain intermediate forms. The computer-readable medium can include at least: any entity or device capable of carrying computer program code to a photographic device or terminal device, a recording medium, a computer memory, a read-only memory (ROM), a random access memory (RAM), an electrical carrier signal, a telecommunication signal, and a software distribution medium. Examples include USB flash drives, portable hard drives, magnetic disks, or optical disks.

[0170] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications, equivalent substitutions, and improvements made by those skilled in the art within the scope of the technology disclosed in the present invention, and within the spirit and principles of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. A method for deploying signal points in high-speed railway sections, characterized in that: Includes the following steps: S1. Pre-calculation of contact wire support position Based on the engineering design data, the scope of the overhead contact line support was determined and standardized. The tracking interval, braking distance of the CTCS-2 level train control system, combination of the train operation permission and track circuit information of the CTCS-3 level train control system, traction calculation, and safety of the train crossing phase were pre-calculated in all dimensions to obtain the core parameters and alternative sets of each calculation point. The preliminary calculation of the location of the overhead contact line support includes the following sub-steps: S101. Determine the scope of the calculation and standardize the processing. Take the station entrance or exit signal and the reverse entrance signal as the boundary. For the catenary support that has been measured, take the actual catenary support. For the unmeasured support, set up virtual support at 50m intervals. Extend 7 existing signal signs in front and behind and include them in the intermediate station signal. Number them uniformly and mark the mileage to form the set of calculation points N. S102. Determine the location of the first signal sign in the section. It is set at the contact wire support 750m outside the reverse entry signal. If the technical requirements of the CTCS-3 and CTCS-2 level train control systems are not met by the origin and destination stations, the sign is moved into the section in 50m increments to determine the optimal placement location. S103. Conduct traction calculations, CTCS-2 level braking distance calculations, CTCS-3 level train operation permits and track circuit information combination calculations, and train phase crossing safety pre-check calculations to obtain the following sets of potential braking distances at check points, potential code sequence entry sets, potential electrical phase crossing position sets, and train operation-related time and speed parameters. S2. Constructing a multi-objective mathematical programming model Based on the preliminary calculation results, discretized dual-state decision variables and continuous decision variables are defined. A multi-objective function is constructed with the core optimization objectives of maximizing the line capacity, minimizing the number of track circuits used, and minimizing the distance between the electrical phase separation and the traction substation or sectioning substation. Constraints are set in combination with the technical requirements of the train control system, the train phase separation distance constraint, and the engineering construction logic constraint to form a multi-objective mathematical programming model. S3. Solving based on Pareto optimal strategy The objectives of optimizing the electrical phase separation location and minimizing engineering investment in the multi-objective mathematical programming model are transformed into constraints. The decision-maker's deviation tolerance parameter is introduced, and the model is linearized and then solved accurately to form multiple sets of candidate optimization schemes for signal machine placement. S4, Output Optimization Scheme The candidate optimization schemes are subjected to full constraint condition rationality verification and signal-motor-electric phase matching verification. Unsatisfactory items are fine-tuned locally, and finally the optimal scheme that satisfies all engineering constraints is output.

2. The method for deploying signal points in high-speed railway sections according to claim 1, characterized in that: In step S2, a complete set of constraints is set by combining the technical requirements of CTCS-3 and CTCS-2 level train control systems, train over-phase distance constraints, and engineering construction logic constraints to form a multi-objective mathematical programming model. The specific content of constructing the multi-objective mathematical programming model includes: S201, Decision Variables: Two-state decision variables (i∈N), when the signal is set at the i-th check point. =1, otherwise 0; Continuous decision variables (u∈U), Set the continuous mileage value for the position of the u-th electrical phase, where U is the set of electrical phases; S202, Multi-objective function: Maximizing the line capacity is transformed into minimizing the train tracking interval; minimizing engineering investment is transformed into minimizing the number of block sections and track circuits; and optimizing the electrical phase separation location is transformed into minimizing the total distance between the electrical phase separation and the traction substation or section substation. S203, Constraints: The constraints include four types: the number of signals within the braking distance of CTCS-2 level is less than 7; the permitted length of each code sequence of CTCS-3 level is not greater than the permitted length of track circuit information; the signal immediately preceding the positive discontinuity distance of the electric phase separation is ≥600m and the signal immediately following the negative discontinuity distance is ≥755m; and the signal is forcibly installed at the corresponding check point of the existing signal.

3. The method for deploying signal points in high-speed railway sections according to claim 2, characterized in that: In step S203, the CTCS-2 level braking distance constraint is adjusted in practical engineering applications to ensure that the number of signals set within the braking distance range of the check point does not exceed 6; the number of track circuits to minimize engineering investment is calculated by rounding up the block section length and the limit length of the track circuit of a 350km / h high-speed railway subgrade of 1km.

4. The method for deploying signal points in high-speed railway sections according to claim 1, characterized in that: In step S3, after linearizing the model, commercial optimization software is called to solve it accurately. By adjusting the deviation tolerance parameter, a series of Pareto front solutions are obtained, forming multiple sets of candidate optimization schemes for signal placement. Among them, when solving based on the Pareto optimal strategy, linearization eliminates the absolute value and maximum value nonlinear terms in the model. The core solution objective is to minimize the train tracking interval between sections. Each set of Pareto front solutions obtained after solving with commercial optimization software corresponds to a complete signal placement and electrical phase separation position layout scheme.

5. The method for deploying signal points in high-speed railway sections according to claim 1, characterized in that: In step S4, the verification of candidate optimization schemes includes verifying the requirement of 750m for the first signal in the section, the minimum safe distance between the signal and the electrical phase divider, and the core constraints of CTCS-3 and CTCS-2 level train control. The collaborative matching verification includes verifying the distance between the electrical phase divider and the traction substation or sectioning substation, the position of the electrical phase divider within the pre-calculated candidate set, and the requirement that the signal placement avoids abnormal train speeds when passing through the phase divider. For minor non-compliance items, local fine-tuning is performed in 50m increments. Finally, the optimal signal placement scheme for the high-speed railway section that satisfies all engineering constraints is output.

6. A high-speed railway section signal distribution system, characterized in that: For implementing the high-speed rail section signal layout method as described in any one of claims 1-5, the system comprises the following components connected in sequence: The overhead contact line support pre-inspection module is used to complete the determination of the inspection range, standardization processing and full-dimensional pre-inspection, and output the inspection point parameters and various candidate sets; The multi-objective mathematical programming model construction module defines decision variables, constructs multi-objective functions, sets constraints, and forms and outputs a complete multi-objective mathematical programming model based on the preliminary calculation results. Pareto's optimal solution module completes model transformation, linearization processing, and commercial software solution, outputting multiple sets of candidate optimization schemes for signal machine placement; The optimization solution output module completes candidate solution verification, collaborative matching verification, and local fine-tuning, outputting the optimal layout solution that meets all engineering constraints and visually displaying the core indicators.

7. A signal deployment device for high-speed railway sections, characterized in that: It includes a memory and a processor. The memory stores executable code that can be loaded by the processor and executed as described in any one of claims 1-5. When the processor executes the executable code, it realizes the entire process of pre-calculating the position of the catenary support, constructing a multi-objective mathematical programming model, solving the Pareto optimal strategy, and outputting the optimized scheme.

8. The high-speed railway section signal deployment equipment according to claim 7, characterized in that: The device is a desktop computer, laptop computer, or industrial control computer, adapted to the office scenario of high-speed railway engineering design, and supports flexible adjustment of model parameters and rapid solution generation.

9. A machine-readable storage medium, characterized in that: The device stores executable code that can be loaded by a processor and executed as described in any one of claims 1-5 for the high-speed rail section signal layout method, wherein the machine-readable storage medium is a USB flash drive, a portable hard drive, a magnetic disk, an optical disk, a read-only memory, or a random access memory.

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