Integrated dispatching and control method and system, electronic device, and storage medium

Abstract

The present invention belongs to the technical field of rail transit. Provided are a dispatching and control method and system applied to an integrated dispatching and control operation system, and an electronic device and a storage medium. The method comprises: determining a train operation plan on the basis of a basic transportation requirement; acquiring operating status information of adjacent trains, and on the basis of the operating status information, determining whether the adjacent trains meet a condition for operating status complementarity; and adjusting the train operation plan when the adjacent trains meet the condition for operating status complementarity. By means of adjustment, the overlapping time between an upbound train and a downbound train can be optimized, so that energy generated during an overlapping period is rationally utilized for traction and braking of the adjacent trains, thereby achieving energy-saving operation in a complex stopping pattern, and improving energy utilization efficiency.

Description

Integrated scheduling and control methods, systems, electronic devices, and storage media Technical Field

[0001] This invention belongs to the field of rail transit technology, and specifically relates to a scheduling and control method, a scheduling and control integrated operation system, electronic equipment and storage medium applied to an integrated scheduling and control operation system. Background Technology

[0002] Existing technologies for integrated operation of rail transit dispatching and control are mainly applied to problems such as train delay recovery, transportation organization adjustment, and passenger flow matching. Their optimization effects primarily aim to minimize delay times and passenger travel time. Generally, this is achieved by incorporating control elements into the dispatching decision-making process to improve the robustness and executability of the decisions. However, existing integrated dispatching and control technologies are insufficiently integrated with the field of rail transit energy conservation, particularly lacking dispatching strategies geared towards energy-efficient operation. For example, there is a lack of methods for generating and dynamically adjusting train operation plans, and for making decisions based on these plans to control trains. Summary of the Invention

[0003] In order to solve at least some of the above-mentioned technical problems, the present invention proposes a scheduling and control method, a scheduling and control integrated operation system, an electronic device and a storage medium for use in an integrated scheduling and control operation system.

[0004] To achieve the above objectives, the present invention adopts the following technical solution:

[0005] According to one aspect of the present invention, a scheduling and control method is proposed and applied to an integrated scheduling and control operation system. The method includes: determining a train operation plan based on basic transportation demand; acquiring the operating condition information of adjacent trains and determining whether the adjacent trains meet the operating condition complementarity condition based on the operating condition information; adjusting the train operation plan when the adjacent trains meet the operating condition complementarity condition; and controlling the operation of adjacent trains based on the adjusted train operation plan.

[0006] According to another aspect of the present invention, an integrated scheduling and control operation system is proposed. The system includes a scheduling subsystem and a control subsystem that interacts with the scheduling subsystem. The scheduling subsystem is configured to: establish an integrated scheduling and control decision based on preprocessing results of basic transportation demand, generating train operation plans and inter-station operation curves; acquire operating condition information of adjacent trains, and determine whether the adjacent trains meet the condition complementarity condition based on the operating condition information; and adjust the train operation plan when the adjacent trains meet the condition complementarity condition. The control subsystem is configured to: control the operation of adjacent trains based on the adjusted train operation plan from the scheduling subsystem.

[0007] According to another aspect of the present invention, an electronic device is provided, comprising a memory and a processor; the memory for storing a computer program; and the processor for executing the program stored in the memory to implement the above-described scheduling and control method.

[0008] According to another aspect of the present invention, a computer-readable storage medium is provided on which a computer program is stored, which, when executed by a processor, implements the above-described scheduling and control method.

[0009] The beneficial effects of this invention are at least as follows: by utilizing complementary information on the operating conditions of adjacent trains to adjust train operation plans, energy-saving operation can be achieved. For example, by adjusting the train operation plan, the overlap time of adjacent trains can be optimized, and the energy generated during the overlap period can be rationally used for train traction and braking, thereby achieving energy-saving operation and improving energy utilization efficiency.

[0010] Other features and advantages of the invention will be set forth in the following description, and will be apparent in part from the description, or may be learned by practicing the invention. The objects and other advantages of the invention may be realized and obtained by means of the structures pointed out in the description and the drawings. Attached Figure Description

[0011] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0012] Figure 1A shows a flowchart of a scheduling and control method applied to an integrated scheduling and control system according to an embodiment of the present invention;

[0013] Figure 1B shows a sub-flowchart of the scheduling and control method in Figure 1A;

[0014] Figure 2 shows a schematic diagram of the locations of traction substations and stations according to an embodiment of the present invention;

[0015] Figure 3 illustrates the energy-saving principle of integrated train dispatching and control operation according to an embodiment of the present invention;

[0016] Figure 4 illustrates the energy-saving implementation process of integrated train dispatching and control according to an embodiment of the present invention.

[0017] Figure 5 shows a schematic architecture diagram of the integrated scheduling and control operation system according to an embodiment of the present invention;

[0018] Figure 6 shows a schematic architecture diagram of an integrated scheduling and control system according to another embodiment of the present invention; and

[0019] Figure 7 shows a schematic block diagram of an electronic device that can implement the scheduling and control method according to embodiments of this application. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention. It should be noted that the described embodiments are merely exemplary and not restrictive. Many modifications and substitutions can be made to the embodiments without departing from the scope of the present invention.

[0021] Figure 1A shows a flowchart of a scheduling and control method 100 applied to an integrated scheduling and control system according to an embodiment of the present invention. Figure 1B shows a sub-flowchart of the scheduling and control method 100 of Figure 1A.

[0022] According to one aspect of the present invention, a scheduling and control method 100 for an integrated scheduling and control system is provided. As shown in FIG1A, the scheduling and control method 100 may include steps S110-S150. The specific flow of the scheduling and control method 100 will be described in detail below with reference to FIG2 to FIG5.

[0023] According to one embodiment of the present invention, in step S110, basic transportation demand is obtained and preprocessed. As an exemplary embodiment, basic transportation demand may include at least one of passenger flow demand, first and last train connection demand, and transfer connection demand.

[0024] It should be noted that step S110, which involves obtaining and preprocessing basic transportation demand, is an optional step. Alternatively, for example, train operation plans can be determined directly based on basic transportation demand.

[0025] According to one embodiment of the present invention, in step S120, a train operation plan is determined based on basic transportation demand.

[0026] As an example, step S120 of determining the train operation plan may also include compiling a train timetable based on basic transportation demand. Basic transportation demand can be represented as a daily schedule for rail transit operations, which is a daily operation plan generated based on passenger demand and the utilization of EMU trains, specifically including information such as train numbers, operating sections, arrival and departure times, and station stops.

[0027] Furthermore, a validity check can be performed on the train timetable. For example, the validity check may include at least one of the following conflict checks: train turnaround time conflict check at the turnaround station, platform occupancy conflict check, and cross-line operation connection conflict check.

[0028] As another example, step S120 of determining the train operation plan also includes generating train operation curves. The daily operation plan of the rail transit line is read through the Railway Train Dispatching and Control System (TDCS), and the train operation curves within the section are generated. Furthermore, power supply zoning information is read through the power supply system, and the elements in the above information are abstracted and expressed as mathematical symbols and formulas. The specific process may include steps S121-S123, as shown in Figure 1B.

[0029] Referring to Figure 1B, according to an exemplary embodiment of the present invention, in step S121, the daily train schedule is obtained, and the stations, train numbers, and the spatiotemporal relationship between stations and train numbers are established.

[0030] For example, the stations (or junctions) on the line are numbered i, i∈I, and sequentially numbered according to the starting and ending points of the line in the down direction, i1, i2, ..., i N According to the daily train schedule, the train numbers are a, a∈(A1∪A2), where A1 represents the down-going train number, A2 represents the up-going train number, and A=A1∪A2 represents the set of train numbers.

[0031] For train number a, the originating station is I. start (a) The terminal station is I end (a) Stopping plan is I stop (a) where the stopping scheme is a set of stations in sequence, including the origin station, the destination station, and several intermediate stops. Further, based on the set of stations in sequence, the stops for train a after departure from station i are generated as i. next (a,i),i≠I end (a); At the same time, based on the sequential station set, the departure station of train number a before station i is generated as i. former (a,i),i≠I start .

[0032] The arrival, departure, and stop times of train a at station i are t, respectively. arrival (a,i),tdeparture (a,i),t dewell (a,i) If train number a does not stop at station i, then the above three items are not taken. If train number a originates or terminates at station i, then the arrival and departure times at that station are the same. For trains that cross into or out of the line, the stations they cross into or out of are treated as originating stations or terminating stations.

[0033] According to an exemplary embodiment of the present invention, in step S122, a train operation curve for the interval is generated based on the daily train schedule. This curve is a selection curve from the set of available curves that is less than and closest to the interval operation time in the timetable. As an exemplary embodiment, S122 may further include: determining the scheduled operation time of the train based on the daily train schedule; obtaining a set of operation curves based on the scheduled operation time of the train, selecting the operation curve that is less than and closest to the scheduled operation time as the train operation curve for the interval; and calculating the buffer time for the train to run between any departure station and a stop station based on the selected train operation curve.

[0034] According to an exemplary embodiment, for train number a at station i (i∈I) stop (a)\I end (a) The operation process after departure, with a scheduled running time t operation (a,i) is as shown in equation (1).

[0035] t operation (a, i)t arrival (a,i next (a, i))-t departure (a,i) (1)

[0036] In equation (1), t operation (a,i) represents the distance between station i and station i for train number a. next The graph of (a, i) is scheduled to run for a certain time; t arrival (a,i next (a,i)) represents the arrival time of the interval; t departure (a,i) represents the departure time for the interval operation.

[0037] According to an exemplary embodiment, the train's operating curve within the section can be selected as follows: train number a runs from station i to station i next The set of interval running curves for (a, i) is Λ(a, i), where the running time of running curve λ∈Λ(a, i) is t. operation (λ). Based on the scheduled running time of the train, the running curve that is less than and closest to the scheduled running time is selected as the running curve λ(a, i) of the train, as shown in equation (2).

[0038] λ(a, i) = argmaxλ∈Λ (a, i)t(λ)≤t operation (a, i) (2)

[0039] In equation (2), λ represents the running curve; Λ(a, i) represents the set of running curves; t operation (a, i) represents the train number a traveling between stations i and i. next The fixed running time of the graph (a,i), i next Indicates a parking station; argmax λ∈Λ (a,i)t(λ) represents obtaining the train a from station i to station i. next The maximum interval running time for (a,i). Therefore, argmax λ∈Λ (a,i)t(λ)≤t operation (a,i) is a calculation formula that represents searching for the curve λ in the set of running curves that satisfies the condition that the running time of the curve is less than the longest running time in the graph.

[0040] According to an exemplary embodiment, the buffer time for train operation between any departure station and a stop station can be calculated as follows: based on the set of train operation curves, calculate the buffer time for train a between station i and station i. next The buffer time t for the interval operation of (a, i) buffer (a, i), as in formula (3).

[0041] t buffer (a, i) = t operation (a, i)-argmin λ∈Λ (a, i)t(λ) (3)

[0042] In equation (3), t buffer (a, i) represents the train journey from station i to station i. next The interval running buffer time for (a, i); argmin λ∈Λ (a,i)t(λ) represents obtaining the train a from station i to station i. next The shortest interval running time for (a, i).

[0043] According to an exemplary embodiment of the present invention, in step S123, power supply zone information is read, and the relationship between the line and the power supply section is established based on the station. As shown in Figure 2, the traction substation is located at the same position in station i1. Therefore, trains of the same type are in different power supply zones on both sides of the station, such as type ①, and cannot establish a valid connection; however, trains of different types on one side of the station are in the same power supply zone, such as type ②, and trains running in the section can establish a valid connection. For station i2, the traction substation is located on the left side of the station, so trains in the entire section of the station can establish a valid connection, such as type ④; however, trains in the section on the left side of the station that are on both sides of the traction substation cannot establish a valid connection, such as type ③. This effect mainly depends on the position of the traction substation at the center of the station. For ease of modeling, the lines of types ②, ④, and part of type ③ are considered to be in the same power supply zone, wherein type ③ should satisfy the condition that the position of the traction substation at the center of the station exceeds the average length from the start of braking to the stop of the train running in the section.

[0044] Specifically, the connection relationship between different row types and arrival / departure directions of the same station corresponding to nearby intervals is defined as the function θ(i,m1,n1,m2,n2), where the intervals are the first interval and the second interval, respectively. i is the station number, m1 is the row type of the first interval, n1 is the arrival / departure direction of the first interval, m2 is the row type of the second interval, and n2 is the arrival / departure direction of the second interval. When the two intervals belong to types ② and ④ above, and partially satisfy type ③, the function λ takes the value 1; otherwise, the function takes the value 0.

[0045] According to one embodiment of the present invention, in step S130, the operating condition information of adjacent trains is obtained, and it is determined whether the adjacent trains meet the condition complementarity based on the operating condition information.

[0046] In this article, as an example, an adjacent train of a given train can refer to any other train within the same power supply zone during the same time period. As another example, an adjacent train of a given train can also refer to any other train within a certain distance range during the same time period.

[0047] As an example, complementary operating conditions between adjacent trains can mean that one train is in traction mode and the other is in braking mode. For instance, complementary operating conditions between adjacent trains can include situations where one train is going uphill and the other is going downhill; or where one train is entering a station and the other is leaving a station. As another example, complementary operating conditions between adjacent trains can also include situations where one train is accelerating and the other is decelerating.

[0048] According to one embodiment of the present invention, in step S140, when it is determined that adjacent trains meet the condition of complementary operation, the train operation plan can be adjusted. For example, when adjacent trains meet the condition of complementary operation, the overlap time between their operations can be adjusted. For instance, when adjacent trains meet the condition of complementary operation, the overlap time between their operations can be increased.

[0049] According to an exemplary embodiment, adjusting the overlap time of adjacent trains includes: adjusting the overlap time of adjacent trains using the following energy-saving optimization model.

[0050] In the formula, T es To optimize the target, the total time length of effective overlap between train traction and braking conditions in the aforementioned operation plan; a1 and a2 are train number sequences; A is the set of train numbers; i is the station number; I is the set of stations; Let t be the decision variable, representing train a1 in traction mode and a2 in braking mode, with station i representing the energy-saving combination; es (a1,a2,i) represents the overlap time when train a1 is in traction mode and train a2 is in braking mode at station i; maxT es This indicates the length of overlap between the traction and braking conditions.

[0051] Furthermore, when there is a partial overlap between the braking period of train a1 and the traction period of train a2: the traction period of train a2 is extended by reducing braking force, thereby extending the overlap time; and / or, the overlap time is extended by delaying the departure of train a2; and / or, the braking period is brought forward by stopping train a1 at station i1 earlier, thereby extending the overlap time.

[0052] The above adjustments optimize the overlap time of adjacent trains, rationally utilizing the energy generated during the overlap for train traction and braking, achieving energy-saving operation under complex stopping modes, and improving energy utilization efficiency. It should be noted that, as shown in Figure 3, this scheduling and control method 100 can further optimize energy consumption across the entire line based on the daily train operation plan, through synchronous and correlated decisions at both the operation scheduling and train control levels, maximizing the realization of the daily train operation plan. The principle of train energy saving is shown in Figure 2. In this embodiment, the downline train entering the station generates regenerative energy through electric braking during braking and feeds it back to the contact network. At this time, the upline train leaving the station in the same power supply zone is in traction mode, and can reduce the energy demand on the traction substation by utilizing regenerative energy, thereby achieving energy saving. During this process, if the regenerative braking energy is not utilized in time, it needs to be dissipated through resistance, and the contact network will limit the inflow of regenerative braking energy. Therefore, it is necessary to appropriately adjust the trains in the same power supply zone so that the traction and braking conditions of different trains overlap as much as possible, thereby maximizing the utilization of regenerative braking energy.

[0053] It should be further explained that, as shown in Figure 4, considering train a1 going up and train a2 going down, train a1 stops at station i1, and train a2 departs from station i1. Under the initial plan, the braking period of train a1 and the traction period of train a2 partially overlap. By adjusting the operation plan, the overlap time of the traction and braking periods of the above trains can be extended, thereby achieving energy-saving operation. Adjustment strategy 1 extends the traction period of train a2 by reducing braking force, thus extending the overlap time. Adjustment strategy 2 extends the overlap time by delaying the departure of train a2. Adjustment strategy 3 extends the overlap time by bringing forward the braking period of train a1 by stopping at station i1 earlier.

[0054] Therefore, based on the daily train schedule and train speed curves, an integrated scheduling and control energy-saving optimization model is established, which simultaneously generates train timetables and inter-station operation curves. Furthermore, the functional expression of the energy-saving optimization model can be represented by the following formula (4):

[0055] In equation (4), T es To optimize the target, the total time length of effective overlap between train traction and braking conditions in the line operation plan; a1 and a2 are train number numbers; A is the set of train numbers; i is the station number; I is the set of stations; The decision variable t represents the time when train a1 is in traction mode and a2 is in braking mode, and station i is considered an energy-saving combination for both trains. That is, when there is an overlap between the traction and braking modes of a third train and the aforementioned two trains, only the overlap time between trains a1 and a2 is calculated; es (a1,a2,i) represents the overlap time at station i where train a1 is in traction mode and train a2 is in braking mode, which depends on the decision variable t. arrival,2 (a,i), tdeparture,2(a,i), and λ2(a,i) represent, respectively, the arrival time of train a at station i, the departure time of train a at station i, and the departure time of train a from station i to station i. next The interval running curve of (a, i) is calculated as follows (5).

[0056] t es (a1, a2, i) = max (0, min (tdeparture, 2 (a1, i) + t track (λ2(a1,i)),t arrival,2 (a2,i))-max(tdeparture,2(a1,i),tarrivatl,2(a2,it brake (λ2(a2,i former (a2,i)))))(5)

[0057] In equation (5), t track (λ2(a,i)),t brake (λ2(a,i)) represent the traction time length when leaving the station and the braking time length when entering the station for the operating curve λ2(a,i), respectively; tdeparture,2(a1,i) represents the start time of the traction operation after train a1 departs from station i; tdeparture,2(a1,i)+t track (λ2(a1,i)) represents the end time of the traction operation after train a1 departs from station i; t arrival,2 (a2,i)-t brake (λ2(a2,i former (a2,i))) represents the start time of braking operation for train a2 before it enters station i; t arrival，2 (a2, i) represents the end time of the braking operation of train a2 before entering station i; maxT es This indicates the length of overlap between the traction and braking conditions.

[0058] Furthermore, the constraints of the energy-saving optimization model include the deviation constraints between the operation plan and the daily shift plan, the train operation curve constraints in the operation plan, and the energy-saving combination constraints between trains.

[0059] Specifically, the constraints on the deviation between the operational plan and the daily shift plan include:

[0060] (1) The operation plan generated by the model should be based on the daily schedule's stop plan and the arrival, departure, and stop times of each train. The departure time of the train at each stop cannot be advanced to avoid affecting passenger boarding and alighting, as shown in the following formula (6):

[0061] (2) The stop time of trains in the operation plan generated by the model shall not be less than the stop time of the daytime plan. That is, the stop time of trains in the operation plan generated by the model has a minimum limit, which depends on the stop time of the daytime plan, as shown in the following formula (7):

[0062] In equation (7), α dwell This is the reduction factor for stop time, with a default value of 0.8; t dwell (a,i) represents the stopping time of train a at station i in the daily schedule.

[0063] (3) The interval travel time of the train in the operation plan generated by the model shall not be less than the difference between the interval travel time and the buffer time of the daytime plan. That is, the interval travel time of the train in the operation plan generated by the model has a minimum limit, which depends on the interval travel time and the buffer time of the daytime plan, as shown in the following formula (8):

[0064] (4) Train delays in the model-generated operation plan cannot accumulate indefinitely, so train number a at the terminal station i end The arrival time of (a) is not allowed to be delayed, as shown in formula (9). This constraint can be extended to allow the arrival times of several stations on the line to be delayed in order to control the cumulative propagation of delays.

[0065] Specifically, the train operation curve constraints in the operation plan include:

[0066] (1) In the operation plan generated by the model, the interval running time corresponding to the train's running curve is consistent with the running time in the train timetable, as shown in the following formula (10):

[0067] (2) Since the interval running time of the train is adjusted based on the daily schedule, the train running curve can be selected from the original running curve set Λ(a,i), or it can be adjusted based on the original curve according to the optimization requirements. The adjustment objects are the duration of traction condition, the duration of braking condition, and the target speed. The adjustment results should meet the constraints of the following formulas (11)-(14).

[0068] In equation (11), v target (λ2(a,i)) represents the target speed of the running curve λ2(a,i), the constant speed maintained by the train during its operation within the section, and also the final speed during the departure traction process and the initial speed during the arrival braking process. During operation, there are station speed limits and temporary speed limits. The train operates according to the speed limit in the speed-limited section, and uses service braking before the speed limit is reached; t track (λ2(a,i)) represents the departure traction time of the operating curve λ2(a,i); t brake (λ2(a,i)) represents the braking time of the train's running curve λ2(a,i) upon entering the station; φ is the time calculation function, which calculates the time of the train's running curve using the distance step method.

[0069] The target speed of the running curve shall not exceed the speed limit of train a after departure from station i, as shown in the following formula (12):

[0070] In equation (12), v limit (a,i) represents the speed limit for train a after departure from station i. The departure traction time of the operating curve shall not be less than the minimum departure traction time, as shown in formula (13):

[0071] In equation (13), b acc (a) represents the maximum traction acceleration of train number a.

[0072] The braking time for entering the station on the operating curve shall not be less than the minimum braking time for entering the station, as shown in the following formula (14):

[0073] In equation (14), b deacc (a) represents the maximum common braking deceleration of train number a.

[0074] Furthermore, regarding the energy-saving combination constraints between train services, for train a1 to be in traction mode and train a2 to be in braking mode, and for station i of both train services to be considered an energy-saving combination, several conditions must be met. The fulfillment of these conditions determines the variables. Whether the value can be 1. As an example, inter-train energy-saving combination constraints may include:

[0075] (1) Train numbers a1 and a2 need to meet the connection requirements of the power supply zone to form an energy-saving combination. According to the function θ defined by the link relationship, the constraint for the energy-saving combination to be valid is as follows (15):

[0076] In equation (15), For energy-saving combination variables; m1(a1) represents the row number of train a1; m2(a2) represents the row number of train a2; n1(a1) represents the arrival and departure direction of train a1; n2(a2) represents the arrival and departure direction of train a2; I stop (a) indicates the station where train number a stops; I end (a) indicates the final station of train number a.

[0077] (2) Train numbers a1 and a2 need to form an energy-saving combination, both train numbers need to stop at station i, as shown in formulas (16) and (17) below:

[0078] (3) For train numbers a1 and a2 to form an energy-saving combination, it is necessary to ensure that the two train numbers are combined at a single station, as shown in the following formula (18):

[0079] (4) For train numbers a1 and a2 to form an energy-saving combination, it is necessary to ensure that neither train number forms a combination with other train numbers at station i, that is, the combination between train numbers is unique, as shown in the following formula (19):

[0080] (5) The energy-saving combination of train number a1 and train number a2 needs to ensure the matching of traction and braking conditions, as shown in the following formula (20):

[0081] In equation (20), Let i be the decision variable, representing that train a1 is in traction mode and a2 is in braking mode, and the two trains are combined at station i for energy saving. Let be the decision variable, indicating that train a2 is in traction mode and a1 is in braking mode, and the two trains are combined at station i.

[0082] According to another example of this disclosure, a timetable validity check can be performed by determining whether the timetable satisfies constraints. For example, the arrival and departure times of other trains stopping at the same station must meet certain conditions, and the fulfillment of these conditions determines whether there are any conflicts in the timetable. As an example, constraints for the validity check may include:

[0083] (1) In the downward direction, the time interval between train number a1 and train number a2 entering the same station cannot be less than the minimum entry interval, as shown in the following formula (21):

[0084] (2) In the upward direction, the time interval between train number a1 and train number a2 entering the same station shall not be less than the minimum entry interval, as shown in the following formula (22):

[0085] In equations (21) and (22) above, tin The minimum arrival interval can be determined based on operational requirements, for example, t in The default value can be set to 3 minutes.

[0086] (3) In the downward direction, the time interval between train number a1 and train number a2 leaving the same station cannot be less than the minimum departure interval, as shown in the following formula (23):

[0087] (4) In the upward direction, the time interval between train number a1 and train number a2 leaving the same station cannot be less than the minimum departure interval, as shown in the following formula (24):

[0088] In equations (23) and (24) above, t out This is the minimum departure interval, which can be determined according to operational requirements, for example, t out The default value can be set to 3 minutes.

[0089] The above model is based on the daily train schedule and utilizes energy-saving combinations. The train's departure time tdeparture,2(a,i) and arrival time t arrival,2 The decision-making of (a,i) and train operation curve λ2(a,i) maximizes the traction-braking overlap time of trains in the operation plan, enabling integrated decision-making for scheduling and control, and synchronously outputting train operation diagrams and train operation curves.

[0090] According to one embodiment of the present invention, in S150, the operation of adjacent trains can be controlled based on the adjusted train operation plan. For example, the operation of adjacent trains can be controlled according to the adjusted overlap time of adjacent train operations.

[0091] Figure 5 shows a schematic architecture diagram of an integrated scheduling and control system 500 according to an embodiment of the present invention. As shown in Figure 5, according to another aspect of this application, an integrated scheduling and control system 500 is provided. The system 500 may include: a scheduling subsystem 510; and a control subsystem 520 that interacts with the scheduling subsystem.

[0092] According to an embodiment of this application, the scheduling subsystem 510 can be configured to: establish an integrated decision-making mechanism for scheduling and control based on the preprocessing results of basic transportation demand, generate a train operation plan and inter-station operation curves; acquire the operating condition information of adjacent trains, and determine whether adjacent trains meet the operating condition complementarity conditions based on the operating condition information; and adjust the train operation plan when it is determined that adjacent trains meet the operating condition complementarity conditions.

[0093] As an example, complementary operating conditions between adjacent trains can mean that adjacent trains are respectively in traction and braking conditions. For example, complementary operating conditions between adjacent trains can include the following situations: adjacent trains are respectively in uphill and downhill conditions, or adjacent trains are respectively in station entry and exit conditions. As another example, complementary operating conditions between adjacent trains can also include adjacent trains being respectively in acceleration and deceleration conditions.

[0094] Furthermore, as an example, adjusting train operation plans may include increasing the overlap time between adjacent trains when their operating conditions are complementary. For instance, an energy-saving optimization model can be used to adjust the overlap time between adjacent trains, which has been described in detail in the above method embodiments and will not be repeated here.

[0095] According to an embodiment of this application, the control subsystem 520 can be configured to control the operation of adjacent trains based on an adjusted train operation plan from the scheduling subsystem.

[0096] According to an exemplary embodiment of this application, the scheduling subsystem 510 may be further configured to: acquire the basic transportation demand and preprocess it, wherein the basic transportation demand may include at least one of passenger flow demand, first and last bus demand, and transfer connection demand.

[0097] According to an exemplary embodiment of this application, the scheduling subsystem 510 may be further configured such that: determining the train operation plan based on basic transportation demand includes: compiling a train operation diagram and generating a train operation curve based on basic transportation demand.

[0098] Figure 6 shows a schematic architecture diagram of an integrated scheduling and control operation system 600 according to another embodiment of the present invention.

[0099] According to another exemplary embodiment of this application, an integrated scheduling and control operation system 600 may include four main units: a basic transportation demand acquisition and preprocessing module 610, an integrated scheduling and control operation plan generation module 620, an integrated scheduling and control plan operation adjustment module 630, and an auxiliary module 640. The auxiliary unit further includes an operation status monitoring module, a data management module, and a model solving module.

[0100] The basic transportation demand acquisition and preprocessing module 610 is used to acquire and preprocess basic transportation demands, including acquiring daily train schedules and generating train operation curves within the intervals. The integrated dispatching and control operation plan generation module 620 is used to establish integrated dispatching and control decisions based on the preprocessed results of basic transportation demands, including establishing an integrated dispatching and control operation energy-saving optimization model based on daily train schedules and operating speed curves, confirming the constraints of the operation energy-saving optimization model, and generating train timetables and inter-station operation curves. The integrated dispatching and control operation plan adjustment module 630 executes and adjusts the integrated dispatching and control decisions, including executing train timetables and inter-station operation curves and adjusting train overlap times.

[0101] The auxiliary module 640 assists the three units mentioned above. Specifically, the data management module 641 stores and manages the data generated by the basic transportation demand acquisition and preprocessing module 610, and transmits the data to the integrated dispatching and control operation plan generation module 620 and the integrated dispatching and control operation plan adjustment module 630 as needed. The model solving module 642 solves the optimization models in the integrated dispatching and control operation plan generation module 620 and the integrated dispatching and control operation plan adjustment module 630. The operation status monitoring module 643 acquires the train operation status in real time, generates offsets by comparing them with the plan, and outputs them to the integrated dispatching and control operation plan adjustment module 630.

[0102] Furthermore, the basic transportation demand acquisition and preprocessing module 610 includes a first acquisition module, a processing module, and a partitioning module. The first acquisition module is used to acquire the daily train schedule and establish the spatiotemporal relationship between stations, train numbers, and stations and train numbers; the processing module is used to generate the train operation curve in the section based on the daily train schedule; the partitioning module is used to read the power supply partitioning information and establish the relationship between the line and the power supply section based on the station.

[0103] Furthermore, the integrated dispatch and control operation plan generation module 620 includes an execution module. The execution module is used when there is partial overlap between the braking period of train a1 and the traction period of train a2: by reducing braking force to extend the traction period of train a2, thus extending the overlap time; and / or by delaying the departure of train a2, thus extending the overlap time; and / or by stopping train a1 earlier at station i1, thus advancing the braking period and further extending the overlap time.

[0104] Furthermore, the integrated scheduling and control planning and operation adjustment module 630 includes a second acquisition module, a judgment module, a loop module, an adjustment module, a comparison module, an optimization module, and an output module. The second acquisition module is used to acquire the train timetable and train operation curve; the judgment module is used to monitor the execution status of the train timetable and train operation curve in real time, and to judge whether the train departure time and arrival time are consistent with the plan, and whether the real-time position and speed of the train are consistent with the operation curve; the loop module is used to determine whether the arrival time of the station ahead of the train can be executed when the train operation status deviates from the operation curve, based on the buffer time. If it can, the train operation curve is adjusted according to the interval operation catching-up strategy to prioritize the train arrival time, and accepts changes in the overlap time of traction and braking conditions, and outputs and executes the adjusted train timetable and train operation curve; otherwise, it proceeds to the next step; the adjustment module is used to adjust the train timetable and train operation curve when it is not executable; the comparison module is used to compare the adjusted train timetable and train operation curve with the original train timetable and train operation curve, and generate the spatiotemporal range affected by the deviation; the optimization module is used to perform local optimization of the train timetable and train operation curve within the affected spatiotemporal range through an optimization model; the output module is used to output and execute the adjusted train timetable and train operation curve, and return to the loop step.

[0105] Figure 7 shows a schematic block diagram of an electronic device 700 that can implement the scheduling and control method according to embodiments of this application.

[0106] According to another aspect of the present invention, an electronic device 700 is provided, which includes a memory 710 and a processor 720, wherein: the memory 710 is used to store a computer program; and the processor 720 is used to execute the computer program stored in the memory to implement the above-described scheduling and control method.

[0107] It should be noted that the memory may include random access memory (RAM) or non-volatile memory, such as at least one disk storage device.

[0108] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0109] According to another aspect of the present invention, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the above-described scheduling and control method.

[0110] It should be noted that the computer-readable storage medium may be included in the device / apparatus described in the above embodiments; or it may exist independently and not assembled into the device / apparatus. Furthermore, the computer-readable storage medium may be a tangible device that can retain and store instructions used by an instruction execution device. The computer-readable storage medium may be, for example, but not limited to, electronic storage devices, magnetic storage devices, optical storage devices, electromagnetic storage devices, semiconductor storage devices, or any suitable combination thereof. A non-exhaustive list of more specific examples of computer-readable storage media includes the following: portable computer disks, hard disks, random access memory (RAM), read-only memory (ROM), erasable programmable read-only memory (EPROM or flash memory), static random access memory (SRAM), portable optical disc read-only memory (CD-ROM), digital versatile optical disc (DVD), memory sticks, floppy disks, mechanical encoding devices (such as punched cards or raised structures in recesses on which instructions are recorded), and any suitable combination thereof. As used herein, computer-readable storage media should not be construed as transient signals themselves, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through waveguides or other transmission media (e.g., light pulses through fiber optic cables), or electrical signals transmitted through wires.

[0111] The computer program instructions described herein can be downloaded from a computer-readable storage medium to a suitable computing / processing device, or downloaded via a network (e.g., the Internet, a local area network, a wide area network, and / or a wireless network) to an external computer or external storage device. The network may include copper cables, optical fibers, wireless transmission, routers, firewalls, switches, gateway computers, and / or edge servers. A network adapter card or network interface in each computing / processing device receives the computer program instructions from the network and forwards them to a computer-readable storage medium within the suitable computing / processing device.

[0112] The computer program instructions used to perform the operations of this invention may be assembly instructions, instruction set architecture (ISA) instructions, machine instructions, machine-dependent instructions, microcode, firmware instructions, state setting data, integrated circuit configuration data, or source code or object code written in any combination of one or more programming languages, including object-oriented programming languages ​​such as Smalltalk, C++, etc., and procedural programming languages ​​such as the "C" programming language or similar programming languages. The computer program instructions may be executed entirely on the user's computer, partially on the user's computer, as a standalone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the latter case, the remote computer may be connected to the user's computer via any type of network (including a local area network (LAN) or a wide area network (WAN)) or may be connected to an external computer (e.g., via the Internet using an Internet service provider). In some embodiments, electronic circuits including, for example, programmable logic circuits, field-programmable gate arrays (FPGAs), or programmable logic arrays (PLAs) may execute the computer program instructions to personalize the electronic circuits in order to perform aspects of this invention by utilizing state information from the computer program instructions.

[0113] Various aspects of the present invention have been described herein with reference to flowchart illustrations and / or block diagrams of methods, systems, apparatuses, and computer program products according to embodiments of the invention. It should be understood that each block in the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions.

[0114] These computer program instructions may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create components for implementing the functions / actions specified in one or more blocks of a flowchart and / or block diagram. These computer program instructions may also be stored in a computer-readable storage medium that can instruct a computer, programmable data processing apparatus, and / or other device to function in a particular manner, such that the computer-readable storage medium storing the instructions includes an article of writing comprising instructions for implementing aspects of the functions / actions specified in one or more blocks of a flowchart and / or block diagram.

[0115] Computer program instructions may also be loaded onto a computer, other programmable data processing apparatus or other equipment to cause a series of operational steps to be performed on the computer, other programmable apparatus or other equipment to produce a computer-implemented process, such that the instructions, which execute on the computer, other programmable apparatus or other equipment, perform the functions / actions specified in one or more boxes of a flowchart and / or block diagram.

[0116] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A scheduling and control method applied to an integrated scheduling and control system, the method comprising: Train operation plans are determined based on basic transportation needs; Obtain the operating condition information of adjacent trains, and determine whether the adjacent trains meet the condition complementarity based on the operating condition information; When adjacent trains meet the conditions for complementary operating conditions, the train operation plan is adjusted. The operation of adjacent trains is controlled based on the adjusted train operation plan.

2. The scheduling and control method according to claim 1, wherein the adjacent train operating conditions satisfy complementary conditions, including: The first of the adjacent trains is in traction operation, and The second train in the adjacent trains is in braking condition.

3. The scheduling and control method according to claim 1 or 2, wherein the scenarios in which adjacent train operating conditions satisfy complementary conditions include: The first train in the adjacent trains is in an uphill condition and the second train in the adjacent trains is in a downhill condition; or The first of the adjacent trains is in the process of entering the station and the second of the adjacent trains is in the process of leaving the station.

4. The scheduling and control method according to any one of claims 1-3, wherein adjusting the train operation plan includes: When the adjacent trains meet the condition of complementary operating conditions, the overlap time of their operation is adjusted.

5. The scheduling and control method according to claim 4, wherein adjusting the running overlap time of the adjacent trains includes increasing the running overlap time of the adjacent trains.

6. The scheduling and control method according to claim 4, wherein adjusting the overlapping time of adjacent trains includes: The overlapping time of the operation of the adjacent trains is adjusted using the following energy-saving optimization model. In the formula, T es To optimize the target, the total time length of effective overlap between train traction and braking conditions in the aforementioned operation plan; a1 and a2 are train number sequences; A is the set of train numbers; i is the station number; I is the set of stations; Let t be the decision variable, representing train a1 in traction mode and a2 in braking mode, with station i representing the energy-saving combination; es (a1, a2, i) represents the overlap time when train a1 is in traction mode and train a2 is in braking mode at station i; maxT es This indicates the length of overlap between the traction and braking conditions.

7. The scheduling and control method according to claim 1, wherein the basic transportation demand includes at least one of passenger flow demand, first and last bus demand, and transfer connection demand.

8. The scheduling and control method according to claim 1 or 7, wherein determining the train operation plan based on basic transportation demand includes: Train schedules are compiled based on basic transportation needs.

9. The scheduling and control method according to claim 8 further includes performing a validity check on the train timetable.

10. The scheduling and control method according to claim 9, wherein the validity check includes at least one of the following conflict checks: train turnaround time conflict check, platform occupancy conflict check, cross-line operation connection conflict check, and train entry and exit conflict check.

11. The scheduling and control method according to claim 8, wherein determining the train operation plan based on basic transportation demand further includes generating a train operation curve, wherein generating the train operation curve includes: Obtain daily train schedules and establish the spatiotemporal relationships between stations, train numbers, and stations and train numbers; Based on the aforementioned spatiotemporal relationship, a train operation curve is generated.

12. The scheduling and control method according to claim 11, wherein generating the train running curve further includes: Based on the aforementioned daily train schedule, determine the scheduled running time of the train; Based on the determined scheduled running time, obtain a set of running curves, and select the running curve that is less than and has the smallest deviation from the scheduled running time as the train running curve; Based on the selected operating curve, calculate the buffer time for train operation between any departure station and the stop station.

13. The scheduling and control method according to claim 12, wherein the train's running curve in the section is selected as: λ(a,i)=argmax λ∈Λ(a,i) t(λ)≤t operation (a,i); In the formula, λ(a,i) represents the running curve; Λ(a,i) represents the set of running curves; t operation (a,i) indicates that train number a travels between stations i and i. next The specified running time of the graph (a,i), i next Indicates a parking station; argmax λ∈Λ(a,i) t(λ) represents the value of train a from station i to station i. next The maximum interval running time of (a,i); and where... The buffer time for the train's operation in the specified section is calculated as follows: t buffer (a,i)=t operation (a,i)-argmin λ∈ʌ(a，i) t(λ); In the formula, t buffer (a, i) represents the distance between station i and station i. next The interval running buffer time for (a,i); argmin λ∈Λ(a,i) t(λ) represents the value of train a from station i to station i. next The shortest interval running time for (a,i).

14. An integrated scheduling and control operation system, comprising: The scheduling subsystem is configured as follows: Train operation plans are determined based on basic transportation needs; Obtain the operating condition information of adjacent trains, and determine whether the adjacent trains meet the condition complementarity based on the operating condition information; When the adjacent trains meet the conditions of complementary operating conditions, the train operation plan is adjusted; A control subsystem that interacts with the scheduling subsystem, and the control subsystem is configured to control the operation of adjacent trains based on the adjusted train operation plan from the scheduling subsystem.

15. The integrated dispatching and control system according to claim 14, wherein the adjacent train operating conditions satisfy complementary conditions, including: The first of the adjacent trains is in traction operation, and The second train in the adjacent trains is in braking condition.

16. The integrated scheduling and control system according to claim 14, wherein the scenarios in which adjacent train operating conditions satisfy complementary conditions include: The first train in the adjacent trains is in an uphill condition and the second train in the adjacent trains is in a downhill condition; or The first of the adjacent trains is in the process of entering the station and the second of the adjacent trains is in the process of leaving the station.

17. The integrated dispatching and control system according to any one of claims 14-16, wherein adjusting the train operation plan includes: When the adjacent trains meet the condition of complementary operating conditions, the overlap time of their operation is adjusted.

18. The integrated scheduling and control system according to claim 17, wherein adjusting the overlapping time of the operation of adjacent trains includes increasing the overlapping time of the operation of adjacent trains.

19. The integrated scheduling and control system according to claim 14, wherein the basic transportation demand includes at least one of passenger flow demand, first and last bus demand, and transfer connection demand.

20. The integrated scheduling and control system according to claim 14, wherein determining the train operation plan based on basic transportation demand includes: Train timetables are compiled and train operation curves are generated based on basic transportation needs.

21. An electronic device comprising a memory and a processor; Memory, used to store computer programs; as well as A processor is configured to execute a computer program stored in the memory to implement the scheduling and control method according to any one of claims 1-13.

22. A computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed by a processor, implements the scheduling and control method according to any one of claims 1-13.

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