Full-Day Train Operation Diagram Generation via Time Division
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Solution Overview
Problem
Current methods for generating full-day train operation diagrams in urban rail transit face challenges such as multiple routing configurations, connection and transition issues between peak and off-peak periods, and turn-back and warehousing conflicts, particularly when adjusting for changing passenger flow and transport capacity.
Innovation Solution
A method that standardizes routing ratios, adjusts turn-back and warehousing activities based on time division schemes, and automatically generates train operation diagrams by correlating arrival and departure events with operation activities, ensuring rational connection and transition between peak and off-peak periods.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Adaptability or versatility
If multiple routing configurations are used to accommodate different passenger flow patterns, then the adaptability of the operation scheme is improved, but the complexity of the operation diagram compilation increases
Solution Approach 1:
The operation diagram is segmented into multiple time periods (peak hours, off-peak hours, holiday periods) with different routing configurations. Each time period has its own optimized routing ratio, allowing the system to adapt to varying passenger flow patterns while managing complexity through temporal division.
Solution Approach 2:
The routing ratio is made dynamic by allowing different proportions of trains to take different routes (e.g., large routing vs. small routing) depending on the time period. This dynamic adjustment enables the operation scheme to adapt to changing passenger demands without requiring complete redesign of the entire operation diagram.
2Productivity
If driving intervals are adjusted for different time periods to match passenger demand, then the efficiency of passenger transport is improved, but the difficulty of arranging underbody turn-back and warehousing increases
Solution Approach 1:
The system performs preliminary arrangement of underbody turn-back and warehousing activities before the actual operation. By pre-planning the turn-back tracks and warehousing locations for different time periods, the system avoids conflicts that would arise from ad-hoc adjustments, thus maintaining high transport efficiency while managing operational complexity.
Solution Approach 2:
The patent introduces intermediary elements such as turn-back tracks and warehousing areas that mediate between different driving intervals. These intermediaries provide buffer zones that allow smooth transitions between peak and off-peak operations without causing conflicts in the main operational flow.
3Productivity
If turn-back and warehousing activities are optimized for peak hours, then the response to high passenger demand is improved, but the conflict with off-peak operations increases
Solution Approach 1:
The operational timeline is segmented into distinct time periods (peak hours, off-peak hours, holiday periods) with optimized routing ratios for each. During peak hours, more trains are allocated to high-demand routes, while during off-peak hours, the routing ratio is adjusted to match reduced demand, preventing conflicts between different operational requirements.
Solution Approach 2:
The routing ratio parameter is changed according to different time periods. By adjusting the proportion of trains on different routes based on temporal variations in passenger flow, the system optimizes response to high demand while maintaining reliable operation during low-demand periods through parameter adaptation.
Data Source
AI summary
The present invention relates to a full-day in each train operation diagram generation method based on a time division scheme and an activity-event relationship, the method including: S1: configuring operation scheme basic parameters; S2: constructing a quantitative relationship between a travel time and a driving interval for different routing ratios and calculating, within a given turn-back time range, an actual turn-back time of each turn-back station that can achieve a routing ratio requirement; S3: generating an arrival event time and a departure event time of a train in each time period at a station platform in accordance with routing division, direction division, and proportion division, correcting a start time and a stop time of each routing in accordance with time period division, and performing transition between the time periods; and S4: connecting a train section operation activity and a stop activity according to the full-time train arrival and departure event times obtained by executing step S3 for a plurality of times, matching an underbody turn-back activity with ex-warehousing and warehousing activities, and correcting arrival and departure times related to a track occupation conflict, thus obtaining a full-day train operation diagram. Compared with the prior art, the present invention has the advantages of a standardized routing ratio, automatic high-low peak connection transition, and the like.