Automatic compilation method and system for multiple routing operation plans in rail transit, and medium

Abstract

Provided is an automatic compilation method for multiple routing operation plans in rail transit, the method comprising the following steps: step S1, identifying a selected routing type on the basis of route information of routings; step S2, constructing a unified data framework for describing input parameters of a multi-routing operation plan, and performing structured identification and data pre-processing; step S3, on the basis of transport capacity allocation objectives and requirements, establishing an operation plan optimization model which is universal to the routings and has variable input parameters, and calculating optimal time-phased plan result parameters which meet a condition; and step S4, setting up custom train numbers, matching the relationship between the custom train numbers and time-phased plans, and automatically generating a complete operation plan. Compared with the prior art, the present application has the advantages of simplifying the compilation process of operation plans, enabling easy expandability of an optimization model, meeting both a regularity condition and a customization condition, etc. Further provided are an automatic compilation system for multiple routing operation plans in rail transit, and a medium and an electronic device.

Description

Rail transit multi-route operation scheme automatic compilation method, system and medium TECHNICAL FIELD

[0001] The present application relates to a rail transit signal system, in particular to a rail transit multi-route operation scheme automatic compilation method, system and medium. BACKGROUND

[0002] Urban rail transit trains run according to the route form specified in the plan graph. Common route forms include single route, large-small route, ring route, Y-type route, connection route and combinations of these routes. Each line develops a route form based on line conditions and passenger flow demand. Therefore, the route forms of different lines are different, and the same line may use different route forms at different times and periods. A route form combined with interval parameters constitutes a train operation scheme. Therefore, the graph compiler needs to frequently compile train operation schemes under multiple route conditions.

[0003] Existing operation scheme compilation methods study different routes separately, and existing graphing software also has multiple independent modules such as single route, large-small route, and ring route for setting operation schemes. This makes the development process of the operation scheme complicated, the data format is multiple, and the method type is complex, which affects the improvement of graphing work and operation management efficiency.

[0004] After searching, Chinese patent publication No. CN115239021A discloses a city rail transit large-small route train operation scheme optimization method, specifically discloses that for the problem of passenger flow congestion in the morning peak period of urban rail transit lines, the total passenger waiting time cost and the minimum train running distance are taken as the target to establish an urban rail transit large-small route operation scheme optimization model. Through linear weighted sum method, multiple targets are converted into a single target, and genetic algorithm is used to solve the urban rail transit large-small route operation scheme optimization model to obtain the optimal train operation scheme and the target function value. However, the existing patent mainly models and solves the large-small route operation scheme based on the minimum passenger waiting time and train running distance, without considering other route forms and route combinations.

[0005] With the need for networked operation upgrade and intelligent graphing technology, local operation units urgently need a universal operation scheme automatic compilation method and system to solve the unified compilation problem of running graphs under multiple route conditions.

[0006] SUMMARY

[0007] The purpose of the present application is to provide a rail transit multi-route operation scheme automatic programming method, system and medium, which simplifies the programming process, optimizes the model and considers both regularity and customized conditions, integrates single route, ring route, large and small route, Y-type route, connection route and separation route in an integrated model framework, and realizes unified modeling and optimization calculation of the operation schemes of these common routes.

[0008] The purpose of the present application can be achieved by the following technical solutions:

[0009] According to a first aspect of the present application, a rail transit multi-route operation scheme automatic programming method is provided, which comprises the following steps:

[0010] Step S1, identifying the selected route type based on the path information of the route;

[0011] Step S2, constructing a unified data framework for describing the input parameters of the multi-route operation scheme, and performing structured identification and data preprocessing;

[0012] Step S3, establishing a multi-route general and input parameter variable operation scheme optimization model according to the capacity configuration target and requirements, and calculating the optimal time-sharing scheme result parameters that meet the conditions;

[0013] Step S4, setting a custom train and matching the relationship between the custom train and the time-sharing scheme, and automatically generating a complete operation scheme.

[0014] As a preferred technical solution, the route type of step S1 is specifically:

[0015] Single route and ring route are defined as single route type, and collinear route, connection route and separation route are defined as double route type, wherein the collinear route is divided into large and small route and Y-type route.

[0016] As a preferred technical solution, the identification of the selected route type in step S1 is specifically:

[0017] For single route type, whether the stations at both ends of the path are the same is identified, and the same is ring route and the different is single route;

[0018] For double route type, the number of common stations of the two routes is identified, and two or more common stations are collinear route, one common station connected at the head and tail is connection route, and no common station is separation route.

[0019] As a preferred technical scheme, for the collinear route, whether both end stations of the two routes are on a main line is identified, and if both end stations are on a main line, the route is a large route, and if the end stations are on a main line and a branch line respectively, the route is a Y-shaped route.

[0020] As a preferred technical scheme, in the step S2, the unified data framework is constructed for describing the input parameters of the multi-route dispatching scheme, and the input parameters of the multi-route dispatching scheme are specifically:

[0021] The input parameters of the multi-route dispatching scheme are unified and described as: start time, end time, route type, whether the route is a ring-shaped route, dispatching ratio, collinear segment interval or total number of vehicles, average interval of each route, running and stopping scale, uplink or downlink path information of each route, turnaround mode, minimum and maximum turnaround time, access and exit depot path information, turnaround station priority, two-way staggered arrival station and time;

[0022] The above parameters are described as a set of data fields as a unified data framework, so that each route can be adapted, and if a certain field is not available for a certain route, it is filled with nothing or 0.

[0023] As a preferred technical scheme, in the step S2, the structured identification and data preprocessing are: according to the route type, identifying the route section information and calculating the section travel time.

[0024] As a preferred technical scheme, the structured identification and data preprocessing are specifically:

[0025] Suppose that the two end stations of the route 1 are A and B, and if there is a route 2, the two end stations of the route 2 are C and D; according to the paths of the route 1 and the route 2, if there is a collinear segment, the two end stations of the collinear segment are E and F, and one end of the two routes may coincide, that is, E and C coincide or F and D coincide; according to the running scale and the stopping scale of the line, the uplink and downlink travel times of the routes between A and B and between C and D are calculated, and the uplink and downlink travel times of the sections between E and F, A and E, C and E, B and F, and D and F are calculated.

[0026] As a preferred technical scheme, in the step S3, the multi-route general and input parameter variable dispatching scheme optimization model is specifically:

[0027] In step S301, the model decision variables are set, which specifically include:

[0028] 3011) total number of vehicles or reference interval: one of the two is a decision variable and the other is an input parameter, which is applicable to single route, ring-shaped route and collinear route, and for the connection route and the separation route, the decision variable is only the total number of vehicles;

[0029] 3012) actual turnaround time of all turnaround stations: there are at most four turnaround stations under two route conditions;

[0030] 3013) Each route operation cycle: the sum of bidirectional travel time and turnaround time at both ends;

[0031] 3014) Bidirectional start time difference: there is a start time difference in both directions of each route;

[0032] 3015) Auxiliary integer variable K k : According to the model expression needs k auxiliary integer variables, for expressing multiple relationship;

[0033] Step S302, the model objective function is the weighted sum of turnaround time and bidirectional staggered arrival expectation deviation;

[0034] Step S303, set the model constraints, specifically including:

[0035] 3031) Interval constraint: on the basis of the reference interval, increase the conversion interval as an intermediate variable;

[0036] 3032) Operation cycle constraint;

[0037] 3033) Total number of vehicles constraint;

[0038] 3034) Two-route relationship constraint;

[0039] 3035) Turnaround time range constraint: the actual turnaround time at each turnaround station is between the minimum and maximum values;

[0040] 3036) Bidirectional staggered arrival constraint;

[0041] 3037) Bidirectional start time difference constraint.

[0042] As a preferred technical solution, the model objective function in step S302 is specifically:

[0043] M = min[∑(tr i · ρ i ) + ∑(ΔGap j · σ j )]

[0044] Wherein, tr i is the actual turnaround time at i station, ρ i is the turnaround priority coefficient, the larger it is, the faster i turnaround station needs to turn around, ΔGap j is the bidirectional staggered arrival time deviation of intermediate station j, that is, the difference from the expected staggered arrival time; σ j is the bidirectional staggered arrival priority coefficient, the larger it is, the closer i intermediate station needs to be to the set staggered arrival time; j is any intermediate station, which can be selected from any number of intermediate stations.

[0045] As a preferred technical solution, the 3031) interval constraint is specifically:

[0046] 30311) The common line route: the reference interval is taken as the common line section driving interval, and the conversion interval is the average interval of each route;

[0047] 30312) The ring or single route has only one interval, that is, the reference interval;

[0048] 30313) The connection or separation route has two intervals: the reference interval is taken as the interval of route 1, and the conversion interval is taken as the interval of route 2;

[0049] The 3032) operation cycle constraint is specifically:

[0050] 30321) Non-circular route: the operation cycle of each route is the sum of the uplink and downlink travel time between the two end stations and the turnaround time at the two end stations;

[0051] 30322) Ring route: there are two operation cycles, which are the sum of the uplink or downlink travel time and the turnaround time at one end station;

[0052] 30323) The operation cycle of each route is an integer multiple of the reference interval;

[0053] The 3033) total number of vehicles constraint is specifically:

[0054] 30331) Single route: the total number of vehicles is equal to the operation cycle divided by the reference interval;

[0055] 30332) Common line route: the total number of vehicles is equal to the sum of the product of the respective running proportion and the operation cycle of the two routes divided by the conversion interval;

[0056] 30333) Ring: the total number of vehicles is equal to the sum of the operation cycles of the two directions divided by the reference interval;

[0057] 30334) Connection or separation route: the total number of vehicles is equal to the sum of the number of vehicles of the two routes, that is, the operation cycle of route 1 divided by the reference interval plus the operation cycle of route 2 divided by the conversion interval;

[0058] The 3034) two-route relationship constraint is specifically:

[0059] 30341) Common line route: the difference between the bidirectional travel times of the two routes on the non-common line section is an integer multiple of the average driving interval;

[0060] 30342) Connection route: the reference interval and the sum of the turnaround times of the two routes at the connection station are staggered by at least two safety intervals, and the difference between the operation cycle of each route and the sum of the turnaround times of the two routes at the connection station is between two conversion intervals;

[0061] 30343) Single route, circular route and split route have no such constraints;

[0062] The 3036) bidirectional staggered arrival station constraint is specifically:

[0063] The difference between the bidirectional travel time of any bidirectional staggered arrival station to its current route endpoint and the multiple of the "reference interval" is greater than or equal to the expected staggered time; for single route, co-linear route station and the first route station of the connected route and split route, the "reference interval" is the base interval, and for other cases, the "reference interval" is the converted interval;

[0064] The 3037) bidirectional start time difference constraint is specifically:

[0065] 30371) Non-circular route: the difference between the uplink and downlink start times is equal to K times the "reference interval" minus the uplink travel time and the downlink first station turnaround time, and the absolute value of the start time difference is less than the headway;

[0066] 30372) For route 1 of the non-circular route, the "reference interval" is the base interval, and for route 2 of the non-circular route, the "reference interval" is the converted interval;

[0067] 30373) Circular route has no such constraint.

[0068] As a preferred technical solution, the self-defined train in the step S4 includes the first train, the last train, the patrol train, the debugging train, and the standby train, which need to be fixedly operated within a set time range.

[0069] As a preferred technical solution, in the step S4, the relationship between the self-defined train and the time-sharing scheme is specifically:

[0070] The start time, route path, direction and attribute of a plurality of self-defined trains are set, so that the time of the self-defined train is within the expected operation time range, and the self-defined train and the time-sharing scheme are combined into a complete operation scheme in time sequence according to the time and the route path.

[0071] According to a second aspect of the present application, a system for the automatic compilation method of the rail transit multi-route operation scheme is provided, which comprises a route type identification analysis module, a time-sharing scheme optimization module and an operation scheme management module connected in sequence;

[0072] The route type identification analysis module automatically identifies the route type and the turnaround type at both ends based on the selected route path information, structures the route information, and normalizes the operation scheme data of the multiple routes;

[0073] The time-sharing scheme optimization module establishes a linear programming model based on the identified route information, combines the train operation scheme input parameters and constraints, and calculates the optimal train operation scheme result parameters for each time period.

[0074] The train operation scheme management module integrates the time-sharing scheme optimization results of each time period and allows synchronous addition of custom trains, and integrates the train operation scheme for the whole day.

[0075] As a preferred technical solution, the time-sharing scheme optimization module includes a unified data framework construction module, a structured data preprocessing module, and a scheme solving model construction module; the train operation scheme management module includes a time-sharing scheme management module and a custom train management module, and the custom train management module is connected to the time-sharing scheme management module.

[0076] According to a third aspect of the present application, an electronic device is provided, comprising a memory and a processor, wherein the memory stores a computer program, and the processor executes the program to realize the method.

[0077] According to a fourth aspect of the present application, a computer readable storage medium is provided, which stores a computer program, and the program is executed by a processor to realize the method.

[0078] Compared with the prior art, the present application has the following advantages:

[0079] 1) The present application automatically identifies the route type based on the route information, and unifies the train operation scheme data structure under various route types, so that the scheme compilation process is simplified, manual calculation is reduced, and it is beneficial to the compilation and management of multi-line and multi-version train operation schemes under network operation;

[0080] 2) The train operation scheme optimization model established by the present application is universal for various routes, the input parameters are variable, the decision variables and the input parameters are interchangeable, and it has universality and strong expansibility under domestic and foreign rail transit operation modes;

[0081] 3) The present application not only can optimize and calculate the evenly spaced time-sharing scheme, but also supports user-defined special attribute trains, and can meet the regular and customized train operation scheme compilation at the same time. BRIEF DESCRIPTION OF DRAWINGS

[0082] Fig. 1 is a technical roadmap of the present application.

[0083] Fig. 2 is a system flowchart of the present application.

[0084] Fig. 3 is a route type diagram of the present application.

[0085] Fig. 4 is a structured route diagram of the present application. DETAILED DESCRIPTION

[0086] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments of the present application. Based on the embodiments in the present application, all other embodiments obtained by a person of ordinary skill in the art without creative effort should fall within the protection scope of the present application.

[0087] As shown in FIG. 1, the embodiment of the present application provides a kind of urban rail transit multi-interchange running scheme automatic compilation method, comprising the following steps:

[0088] Step 1: Based on the path information of the interchange, the type of the selected interchange is identified and judged:

[0089] FIG. 2 illustrates the interchange type, defines single interchange and loop interchange as single interchange type, and defines co-linear interchange, connected interchange and separated interchange as double interchange type, wherein the co-linear interchange is further divided into large and small interchanges and Y-type interchange.

[0090] For single interchange type, whether the stations at both ends of the path are the same is identified, and the same is loop interchange and the different is single interchange; for double interchange type, how many common stations the two interchanges have are identified, and two or more common stations are co-linear interchange, one common station at the beginning and end is connected interchange, and no common station is separated interchange. Further, for co-linear interchange, whether the end stations of the two interchanges are on the same main line is identified, and both on the same main line are large and small interchanges, and on the main line and branch line respectively are Y-type interchanges.

[0091] Step 2: Construct a unified data framework to describe the input parameters of multi-interchange running scheme, and perform structured identification and data preprocessing:

[0092] The input parameters of multi-interchange running scheme are uniformly described as: start time, end time, interchange type, whether the interchange is loop, running proportion, co-linear section interval (if any) or total number of cars, average interval of each interchange, running and stopping station scale, uplink / downlink path information of each interchange, turnaround way, minimum and maximum turnaround time, entry and exit depot path information, turnaround station priority, and two-way staggered arrival station and time. These parameters are described as a set of data fields as a unified data framework, so that each interchange can be adapted. If a certain interchange does not have a certain field, it is filled with nothing or 0. An example of input parameters is shown in Table 1:

[0093] Table 1

[0094] According to the type of the route, the route section information is identified, and the segmented travel time is calculated. FIG. 3 illustrates a structured co-linear route map. Assuming that the stations at the two ends of route 1 are A and B, the uplink and downlink travel times between A and B are calculated; if there is route 2, the stations at the two ends of route 2 are C and D, the uplink and downlink travel times between C and D are calculated; according to the automatic identification of the paths of route 1 and route 2, if there is a co-linear section, the stations at the two ends of the co-linear section are E and F, and the two routes can have one end coinciding, at this time, E and C coincide or F and D coincide, the uplink and downlink travel times between E and F, A and E, C and E, B and F, and D and F are calculated; if there is no co-linear section, the travel times of each route are calculated respectively.

[0095] Step 3: According to the capacity configuration target and requirement, a variety of route general open running scheme optimization model with variable input parameters is established, and the optimal time-sharing scheme result parameters meeting the conditions are calculated:

[0096] The following model is established:

[0097] 1. The model decision variables include:

[0098] ① Total number of cars or reference interval: one of the two is a decision variable and the other is an input parameter, which is applicable to single route, ring route and co-linear route. The decision variable of the connection route and the separation route is only the total number of cars.

[0099] ② Actual turnaround time of all turnaround stations: under the condition of two routes, there are at most four turnaround stations.

[0100] ③ Each route running period: the sum of the bidirectional travel time and the turnaround time at the two ends.

[0101] ④ Bidirectional start time difference: there is a start time difference for each direction of each route.

[0102] ⑤ Auxiliary integer variable K k : According to the need of model expression, k auxiliary integer variables are used to express the multiple relationship.

[0103] 2. The model objective function is the weighted sum of the turnaround time and the expected deviation of the bidirectional arrival time:

[0104] M = min[∑(tr i · ρ i )+ ∑(ΔGap j · σ j )]

[0105] Wherein, tr i is the actual turnaround time of i station. ρ i is the turnaround priority coefficient, which is larger, indicating that i turnaround station needs to turn around as soon as possible. ΔGap jThe difference between the expected staggered arrival time and the actual staggered arrival time of the intermediate station j. j The priority coefficient of the two-way staggered arrival time, the greater the value, the closer the intermediate station i is to the set staggered arrival time. j can be any intermediate station, and any number of intermediate stations can be selected.

[0106] 3. Model constraints include:

[0107] 1) Interval constraints: On the basis of the reference interval, the conversion interval is added as an intermediate variable:

[0108] ① Collinear routes: The reference interval takes the collinear section headway, and the conversion interval takes the average interval of each route.

[0109] ② Ring or single route has only one interval, i.e. the reference interval.

[0110] ③ The convergence or separation route has two intervals: the reference interval takes the interval of route 1, and the conversion interval takes the interval of route 2.

[0111] 2) Running period constraints:

[0112] ① Non-circular route: The running period of each route is the sum of the uplink and downlink travel time between the two end stations and the turnaround time at the two end stations;

[0113] ② Circular route: There are two running periods, which are the sum of the uplink or downlink travel time and the turnaround time at one end station.

[0114] ③ The running period of each route is also an integer multiple of the reference interval.

[0115] 3) Total number of vehicles in operation constraints:

[0116] ① Single route: The total number of vehicles is equal to the running period divided by the reference interval.

[0117] ② Collinear route: The total number of vehicles is equal to the sum of the running period of each route multiplied by the running proportion and divided by the conversion interval.

[0118] ③ Ring: The total number of vehicles is equal to the sum of the running periods of the two directions divided by the reference interval.

[0119] ④ Convergence or separation route: The total number of vehicles is equal to the sum of the number of vehicles of the two routes, i.e. the running period of route 1 divided by the reference interval plus the running period of route 2 divided by the conversion interval.

[0120] 4) Two-route relationship constraints: only collinear and convergence routes exist:

[0121] ① Collinear route: The difference between the two-way travel times of the non-collinear sections of the two routes is an integer multiple of the average headway;

[0122] ②Linking route: the sum of the reference interval and the turnaround time of two routes at the linking station is at least staggered by two safety intervals, and the difference between the running period of each route and the sum of the turnaround time of two routes at the linking station is located between two conversion intervals.

[0123] ③Single route, circular route and separated route have no such constraints.

[0124] 5) Turnaround time range constraint: the actual turnaround time of each turnaround station is between the minimum value and the maximum value.

[0125] 6) Bidirectional staggered arrival station constraint:

[0126] The bidirectional travel time of any bidirectional staggered arrival station to any endpoint station of its current route is greater than or equal to the expected staggered time, and the difference between the bidirectional travel time and the multiple of the "reference interval" is greater than or equal to the expected staggered time. The "reference interval" is the reference interval for single route, co-linear route station and linking route, first route station of separated route, and the conversion interval for other cases.

[0127] 7) Bidirectional start time difference constraint:

[0128] ①Non-circular route: the difference between the uplink and downlink start times is equal to K times the "reference interval" minus the uplink travel time and the downlink turnaround time at the first station, and the absolute value of the start time difference is less than the running interval.

[0129] ②The "reference interval" of route 1 of the non-circular route is the reference interval, and the "reference interval" of route 2 of the non-circular route is the conversion interval.

[0130] ③Circular route has no such constraints.

[0131] Call the optimization tool to solve the above model to obtain the optimal result of the decision variable. As shown in Table 1, an example of the decision variable result of one period is shown.

[0132] Step 4: Set up custom trains, match the relationship between custom trains and time-sharing schemes, and generate a complete operation scheme:

[0133] Custom trains include first train, last train, patrol train, debugging train, standby train, etc. which need to be operated fixedly within a certain time range. Set the start time, route path, direction and attribute of a plurality of custom trains, and make the time of the custom train within the expected operation time range, and combine the time-sharing scheme into a complete operation scheme according to the time and route path. An example of the custom train is shown in Table 2:

[0134] Table 2

[0135] The above is an introduction to the method embodiment, and the following system embodiment further illustrates the scheme described in the application.

[0136] As shown in Figure 2, the application also provides a rail transit multi-line operation scheme automatic compilation system, which comprises a line type identification and analysis module, a split-time scheme optimization module and an operation scheme management module connected in sequence.

[0137] The line type identification and analysis module automatically identifies the line type and the two-end turnaround type based on the selected line path information, structures the line information and normalizes the operation scheme data of the multiple lines.

[0138] The split-time scheme optimization module establishes a linear programming model based on the identified line information, combines the operation scheme input parameters and constraints, and calculates the optimal operation scheme result parameters for each time period.

[0139] The operation scheme management module integrates the split-time scheme optimization results of each time period and allows the synchronous addition of custom trains to integrate into the whole-day operation scheme.

[0140] The split-time scheme optimization module comprises a unified data framework construction module, a structured data preprocessing module and a scheme solving model construction module; the operation scheme management module comprises a split-time scheme management module and a custom train management module, and the custom train management module is connected to the split-time scheme management module.

[0141] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the described modules can refer to the corresponding process in the foregoing method embodiments, which will not be described here.

[0142] The electronic device provided in the embodiment of the application comprises a central processing unit (CPU) which can perform various appropriate actions and processes according to computer program instructions stored in a read-only memory (ROM) or loaded from a storage unit into a random access memory (RAM). Various programs and data required for device operation can also be stored in the RAM. The CPU, the ROM and the RAM are connected to each other through a bus. An input / output (I / O) interface is also connected to the bus.

[0143] A plurality of components in the device are connected to the I / O interface, including an input unit such as a keyboard, a mouse, etc., an output unit such as various types of displays, a loudspeaker, etc., a storage unit such as a magnetic disk, an optical disk, etc., and a communication unit such as a network card, a modem, a wireless communication transceiver, etc. The communication unit allows the device to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0144] The processing units perform the various methods and processes described above, such as the inventive methods. For example, in some embodiments, the inventive methods can be implemented as a computer software program tangibly embodied in a machine readable medium, such as a storage unit. In some embodiments, portions of or all of the computer program can be loaded and / or installed onto the device via, e.g., the ROM and / or the communications unit. When the computer program is loaded onto the RAM and executed by the CPU, one or more of the steps of the inventive methods described above can be performed. Alternatively, in other embodiments, the CPU can be configured to perform the inventive methods by way of other means, such as by way of firmware.

[0145] The functionality described above in this document can be performed, at least in part, by one or more hardware logic components. For example, and without limitation, illustrative types of hardware logic components that can be used include Field-programmable Gate Arrays (FPGAs), Application-specific Integrated Circuits (ASICs), Application-specific Standard Products (ASSPs), System-on-a-chip systems (SOCs), Complex Programmable Logic Devices (CPLDs), etc.

[0146] Program code for carrying out the methods of the present application can be written in any combination of one or more programming languages. This program code can be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus to produce a machine, such that the program code, when executed by the processor or controller, produces a means for implementing the functions / acts specified in the flowcharts and / or block diagrams. The program code can be retrieved from a machine-readable medium or device, a storage medium, a memory medium, a tangible medium, or a non-transitory medium. The program code can be executed by a machine, such as a computer, which can be a special purpose computer or a general purpose computer. The program code can be executed by a controller or a processor, which can be a special purpose controller or a general purpose controller.

[0147] In the context of the present application, a machine-readable medium can be any tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. A machine-readable medium can include but is not limited to an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of the machine-readable storage medium will include one or more lines of a computer program code, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0148] The above merely illustrates the specific embodiments of the present application, but the protection scope of the present application is not limited thereto, and any skilled person in the art can easily think of various equivalent modifications or replacements within the technical range disclosed by the present application, and these modifications or replacements shall be covered within the protection scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. A method for automatically generating a multi-line operation scheme of rail transit, characterized in that, The method comprises the following steps: Step S1, identifying the selected interchange type based on the path information of the interchange; Step S2, constructing a unified data framework for describing the input parameters of the multi-interchange operation scheme, and performing structured identification and data preprocessing; Step S3, establishing a multi-interchange general and input parameter variable operation scheme optimization model according to the operation capacity configuration target and requirement, and calculating the optimal time-sharing scheme result parameters that meet the conditions; Step S4, setting a custom train, matching the relationship between the custom train and the time-sharing scheme, and automatically generating a complete operation scheme.

2. The automatic programming method for the multi-line operation scheme of rail transit according to claim 1, characterized in that, The interchange type of step S1 is specifically: Define single interchange and ring interchange as single interchange type, and define collinear interchange, connected interchange and separated interchange as double interchange type, wherein the collinear interchange is divided into large and small interchanges and Y-type interchange.

3. The method according to claim 1, wherein, The identification of the selected interchange type in step S1 is specifically: For single interchange type, whether the stations at both ends of the path are the same is identified, and the same is ring interchange and the different is single interchange; For double interchange type, the number of common stations of the two interchanges is identified, and two or more common stations are collinear interchange, one common station at the beginning and end is connected interchange, and no common station is separated interchange.

4. The automatic programming method for multi-line operation schemes of rail transit according to claim 3, characterized in that, For the collinear interchange, whether the end stations of the two interchanges are on the same main line is identified, and the same main line is large and small interchange, and the main line and branch line are Y-type interchange.

5. The method according to claim 1, wherein, In step S2, the unified data framework for describing the input parameters of the multi-interchange operation scheme is specifically: The input parameters of the multi-interchange operation scheme are uniformly described as: start time, end time, interchange type, whether the interchange is ring, operation ratio, interval or total number of collinear sections, average interval of each interchange, running and stopping scale, uplink or downlink path information of each interchange, turnaround mode, minimum and maximum turnaround time, entry and exit path information, turnaround station priority, two-way staggered arrival station and time; The above parameters are described as a group of data fields as a unified data framework, so that each interchange can be adapted, and if a certain field is not available, it is filled with nothing or 0. In step S2, the structured identification and data preprocessing is: identifying the interchange section information according to the interchange type, and calculating the section travel time.

6. The method according to claim 1, wherein, The structured identification and data preprocessing is specifically:

7. The method according to claim 6, wherein, Let the two end stations of interchange 1 be A and B; if there is interchange 2, the two end stations of interchange 2 are C and D; according to the paths of interchange 1 and interchange 2, if there is a collinear section, the two end stations of the collinear section are E and F, and one end of the two interchanges may coincide, at this time E and C coincide or F and D coincide; according to the running scale and stopping scale of the line, the uplink and downlink travel times of interchanges between A-B and C-D, and the uplink and downlink travel times of sections between E-F, A-E, C-E, B-F and D-F are calculated. In step S3, the multi-interchange general and input parameter variable operation scheme optimization model is specifically:

8. The method according to claim 1, wherein, Step S301, setting model decision variables, specifically including: ​ 3011)total vehicle number or reference interval: one is decision variable and the other is input parameter, single route, ring route, collinear route, for the convergence route and separation route, the decision variable is only the total vehicle number; 3012)actual turnaround time of all turnaround stations: two route conditions, up to four turnaround stations; 3013)each route running period: the sum of bidirectional travel time and turnaround time at both ends; 3014)bidirectional start time difference: there is a start time difference for each route in both directions; 3015) auxiliary integer variable K k : Express the k auxiliary integer variables needed according to the model, for expressing the multiple relationship; Step S302, the model objective function is the weighted sum of turnaround time and bidirectional staggered arrival expectation deviation; Step S303, set the model constraint conditions, including: 3031)interval constraint: on the basis of the reference interval, add the conversion interval as an intermediate variable; 3032)running period constraint; 3033)total vehicle number constraint; 3034)two route relationship constraint; 3035)turnaround time range constraint: the actual turnaround time of each turnaround station is between the minimum value and the maximum value; 3036)bidirectional staggered arrival constraint; 3037)bidirectional start time difference constraint.

9. The method according to claim 8, wherein, The model objective function in the step S302 is specifically: M = min[∑(tr i ·ρ i )+∑(ΔGap j ·σ j )] wherein, tr i is the actual turnaround time of i station, p i is the turnaround priority coefficient, the greater of which indicates that i turnaround station should turn around as soon as possible, AGap j is the two-way staggered arrival time deviation of intermediate station j, i.e., the difference from the expected staggered arrival time; s j is the two-way staggered priority coefficient, the greater of which indicates that i intermediate station should approach the set staggered arrival time; j is any one intermediate station, and any number of intermediate stations can be selected.

10. The method according to claim 8, wherein, The 3031) interval constraint is specifically: 30311)collinear route: the reference interval takes the collinear segment running interval, and the conversion interval is the average interval of each route; 30312)ring or single route: there is only one interval, i.e. the reference interval; 30313)convergence or separation route: there are two intervals: the reference interval takes route 1 interval, and the conversion interval takes route 2 interval; The 3032) running period constraint is specifically: 30321)non-ring route: the running period of each route is the sum of the uplink and downlink travel time between the two end stations and the turnaround time at the two end stations; 30322)ring route: there are two running periods, which are the sum of the uplink or downlink travel time and the turnaround time at one end station; 30323)the running period of each route is also an integer multiple of the reference interval; The 3033) total vehicle number constraint is specifically: 30331)single route: the total vehicle number is equal to the running period divided by the reference interval; 30332)collinear route: the total vehicle number is equal to the sum of the running proportion of each route and the product of the running period, divided by the conversion interval; 30333)ring: the total vehicle number is equal to the sum of the running periods of the two directions divided by the reference interval; 30334)convergence or separation route: the total vehicle number is equal to the sum of the vehicle numbers of the two routes, i.e. the running period of route 1 divided by the reference interval plus the running period of route 2 divided by the conversion interval; The 3034) two route relationship constraint is specifically: 30341)collinear route: the difference between the bidirectional travel times of the non-collinear segments of the two routes is an integer multiple of the average running interval; 30342)convergence route: the reference interval and the sum of the turnaround times of the two routes at the convergence station are staggered by at least two safety intervals, and the difference between the running period of each route and the sum of the turnaround times of the two routes at the convergence station is between two conversion interval multiples; 30343)single route, ring route and separation route have no such constraint; The 3036) bidirectional staggered arrival constraint is specifically: The difference between the bidirectional travel time from any two-way staggered station to its current terminal station of the route and the multiple of the "reference interval" is greater than or equal to the expected stagger time; for single-route, collinear route stations and the first route station of the connected route and separated route, the "reference interval" is the basic interval, and for other cases, the "reference interval" is the converted interval; The 3037) bidirectional start time difference constraint is specifically: 30371) Non-circular route: the difference between the uplink and downlink start times is equal to K times the "reference interval" minus the uplink travel time and the downlink turnaround time at the first station, and the absolute value of the start time difference is less than the train interval; 30372) For route 1 of the non-circular route, the "reference interval" is the basic interval, and for route 2 of the non-circular route, the "reference interval" is the converted interval; 30373) There is no such constraint for circular routes.

11. The method according to claim 1, wherein, The self-defined train in the step S4 includes the first train, the last train, the patrol train, the debugging train, and the standby train, which need to be fixedly operated within a set time range.

12. The method according to claim 11, wherein, In the step S4, the relationship between the self-defined train and the time-sharing scheme is specifically matched as follows: The start time, route path, direction, and attribute of a plurality of self-defined trains are set so that the time of the self-defined train is within the expected operation time range, and the self-defined train is combined into a complete operation scheme in time sequence according to the time and the route path, and the time-sharing scheme.

13. A system for the automatic generation of a multi-route train working scheme for a rail transit system as claimed in claim 1, characterized in that, The system comprises a route type identification and analysis module, a time-sharing scheme optimization module, and an operation scheme management module connected in sequence; The route type identification and analysis module automatically identifies the route type and the turnaround type at both ends based on the selected route path information, structures the route information, and normalizes the operation scheme data of various routes; The time-sharing scheme optimization module establishes a linear programming model based on the identified route information, combines the operation scheme input parameters and constraints, and calculates the optimal operation scheme result parameters for each time period; The operation scheme management module integrates the time-sharing scheme optimization results of each time period and allows the addition of self-defined trains simultaneously to integrate the whole-day operation scheme.

14. The system of claim 13, wherein, The time-sharing scheme optimization module comprises a unified data framework construction module, a structured data preprocessing module, and a scheme solving model construction module; the operation scheme management module comprises a time-sharing scheme management module and a self-defined train management module, and the self-defined train management module is connected to the time-sharing scheme management module.

15. An electronic device comprising a memory and a processor, said memory having stored thereon a computer program, characterized in that, The processor executes the program to implement the method of any one of claims 1-12.

16. A computer readable storage medium having stored thereon a computer program, characterized in that, The program is executed by the processor to implement the method of any one of claims 1-12.

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