WO2023035496A1 - Train all-day operation method and apparatus, and electronic device and storage medium - Google Patents

Abstract

A train all-day operation method. The method comprises: dividing an all-day operation time into a plurality of operation stages (110, 210); acquiring the number of trains expected to depart in each operation stage, and a travel path set used by each train (120, 220); solving an objective function according to the number of trains in each operation stage, and the travel path set, so as to obtain a target operation diagram of each running stage, wherein the objective function represents that the total operation time of the train is the minimum, and in the target operation diagram, the operation time of the train in a maintenance section does not conflict with the maintenance time in the maintenance section (130); and performing operation in each operation stage according to the target operation diagram of each operation stage (140, 270). In a target operation diagram, the operation time and the maintenance time of a train in a maintenance section do not conflict with each other, such that it can be ensured that the train is not interrupted due to maintenance; an objective function represents that the total operation time of the train is the minimum; and the transportation capacity of a line can be improved, thereby realizing the all-day operation of the train.

Description

All-weather train operation method, device, electronic equipment and storage medium technical field

The present application relates to the technical field of train operation control, and in particular, relates to a method, device, electronic equipment and storage medium for all-weather train operation.

Background technique

All-weather operation refers to the adaptability of work in any time and climate. In the field of rail transit, all-weather operation means that the train can keep running 24 hours a day. If there is no special reason, the train will run normally during the day, and the frequency of the train will be reduced at night to ensure the basic needs of passengers. Therefore, overnight operation is an important feature of the round-the-clock operation of the train.

Since the track line needs a certain amount of time to be repaired, it is difficult to realize the round-the-clock operation of the train at present.

Contents of the invention

The embodiment of the present application provides a method, device, electronic equipment and storage medium for running a train around the clock, which can effectively solve the problem that it is difficult to realize the round-the-clock running of the train.

According to the first aspect of the embodiment of the present application, a method for running a train around the clock is provided, which divides the running time of the whole day into multiple running stages; obtains the number of trains expected to depart in each running stage, and the progress used by each train road set; according to the number of trains in each operation stage and the route set, solve the objective function to obtain the target operation diagram of each operation stage, the objective function represents the minimum total running time of the train, and in the target operation diagram, There is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section; in each operation stage, the operation is carried out according to the target operation diagram of each operation stage.

According to the second aspect of the embodiment of the present application, there is provided an all-weather running device for trains, which includes: a dividing module, used to divide the running time of the whole day into multiple running stages; an obtaining module, used to obtain The number of trains expected to depart in the stage, and the set of routes used by each train; the calculation module is used to solve the objective function according to the number of trains in each operation stage and the set of routes to obtain the target operation diagram of each operation stage, The objective function represents the minimum total running time of the train, and in the target running diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section; The target run graph of the run phase is run.

According to a third aspect of the embodiments of the present application, an electronic device is provided, and the electronic device includes one or more processors; memory; one or more application programs, wherein the one or more application programs are stored in In the memory and configured to be executed by the one or more processors, the one or more programs are configured to execute the above-mentioned method applied to an electronic device.

According to a fourth aspect of the embodiments of the present application, the embodiments of the present application provide a computer-readable storage medium, where program codes are stored in the computer-readable storage medium, wherein the above method is executed when the program codes run.

Using the all-weather train operation method provided in the embodiment of the present application, the all-day running time is divided into multiple operation stages, and the target operation diagram corresponding to each operation stage is solved according to the objective function, and the operation is performed according to the target operation diagram corresponding to each operation stage . In the target operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance. The objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.

Description of drawings

The drawings described here are used to provide a further understanding of the application and constitute a part of the application. The schematic embodiments and descriptions of the application are used to explain the application and do not constitute an improper limitation to the application. In the attached picture:

Fig. 1 is the flowchart of the all-weather operation method of the train that one embodiment of the present application provides;

Fig. 2 is the schematic diagram of the railway road network structure that an embodiment of the present application provides;

Fig. 3 is a schematic diagram of the route in different operation stages provided by an embodiment of the present application;

Fig. 4 is the flowchart of the all-weather operation method of the train provided by another embodiment of the present application;

Fig. 5 is a functional block diagram of a train all-weather running device provided by an embodiment of the present application;

Fig. 6 is a structural block diagram of an electronic device for implementing the method for running a train around the clock according to the embodiment of the present application proposed by the embodiment of the present application.

Detailed ways

In order to make the technical solutions and advantages in the embodiments of the present application clearer, the exemplary embodiments of the present application will be further described in detail below in conjunction with the accompanying drawings. Apparently, the described embodiments are only part of the embodiments of the present application, and Not an exhaustive list of all embodiments. It should be noted that, in the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

All-weather operation is a term developed from the aviation industry. It refers to the work adaptability of unlimited time and climate. It mainly uses scientific and technological means to install various electronic equipment on the aircraft so that it can directly face various It not only greatly facilitates people's travel, but also effectively improves the safety of civil aviation.

For urban rail transit, its all-weather operation means that the vehicles can keep running 24 hours a day, and because there is no special reason, the rail vehicles will operate normally during the day, and the frequency of trains will be reduced at night to ensure the basic travel needs of passengers. Therefore, overnight operation is an important feature of 24/7 operation. At present, 15 cities in the global subway industry have implemented round-the-clock operation. my country’s Hong Kong and Taipei implement overnight operation on some major holidays. Domestic urban rail transit has not yet had a precedent for round-the-clock uninterrupted operation, and only some cities have extended operating hours at night.

At present, the delay operation of the train can be realized through the delay operation mode. The delayed operation mode is to extend the daily operating time of some rail transit lines on the premise of ensuring safe and normal operation. Now there are mainly two ways to extend the running time. One is to extend the night running time of subway lines by 1 to 2 hours on the night before the weekend, or on large public holidays such as New Year’s Day and National Day; the other is to take 1 to 2 hours in advance. The first train of the subway is issued in 2 hours to start daytime operation, thereby extending the running time throughout the day. It can meet the travel needs of passengers in some special time periods, and the mode organization method is relatively simple, with fewer requirements for the number of line facilities, equipment and vehicles, and less increase in operating costs for operating companies. This method of extending the running time to meet the travel needs of passengers is one of the most widely used organizational methods at present.

The use of delayed operation mode requires strict calculation of skylight time for night construction operations. According to the analysis of existing conditions, it is possible to extend the operating time to 19 to 20 hours a day, but the requirements for maintenance efficiency, related equipment systems and personnel are relatively high.

The periodical maintenance operation mode refers to a fixed period of time as the period, usually seven days a week, according to the changing rules of passenger flow and maintenance demand within a period, opening maintenance skylights corresponding to it every day, and implementing all-weather maintenance on weekends or special periods run.

Usually on weekends or holiday nights, the passenger flow of rail transit is relatively large, and the demand for all-weather operation is greater. Therefore, the periodic all-weather operation of the rail transit system can be realized through good wiring conditions and transportation organization, and the important and time-consuming maintenance work can be transferred from weekends to Monday to Thursday night time to ensure the rail transit system. Driving safety.

The implementation of the periodic maintenance operation mode requires more accurate statistics on the daily passenger travel volume and maintenance workload within a period, and further adjustments may be required in actual operation, which has higher requirements for transportation scheduling. In addition, realizing all-weather operation on weekends and holidays means that there are higher requirements for maintenance efficiency during non-weekends and non-holiday nights. Maintenance cannot be performed normally on weekends and holidays, and related equipment systems will have a certain risk of failure.

In order to realize the all-weather operation of the train, an all-weather operation method of the train is provided in the embodiment of the present application, which divides the all-day running time into multiple operation stages, and solves the target operation graph corresponding to each operation stage according to the objective function, and according to each The target running graph corresponding to the running phase runs. In the target running diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, that is, the running time of the train in the maintenance section and the maintenance time of the maintenance section are completely staggered, avoiding the running time and maintenance time Overlapping or crossing can ensure that the train will not be interrupted due to maintenance. The objective function is to minimize the total running time of the train, which can improve the transportation capacity of the line and realize the round-the-clock operation of the train.

The solution in the embodiment of the present application can be realized by using various computer languages, for example, the object-oriented programming language Java, the literal translation scripting language JavaScript, and Python.

In order to make the technical solutions and advantages in the embodiments of the present application clearer, the exemplary embodiments of the present application will be further described in detail below in conjunction with the accompanying drawings. Apparently, the described embodiments are only part of the embodiments of the present application, and Not an exhaustive list of all embodiments. It should be noted that, in the case of no conflict, the embodiments in the present application and the features in the embodiments can be combined with each other.

Please refer to FIG. 1 , the embodiment of the present application provides a method for running a train around the clock. Specifically, the method may include the following steps.

Step 110, divide the running time of the whole day into multiple running phases.

In order to realize the all-weather operation of the train, the segmented single-track bidirectional operation mode is adopted, that is, the segmented single-track bidirectional operation mode based on the first-line traffic and first-line maintenance mode is used for train operation. The all-weather operation is to realize that the train can run during the day and night. In order to obtain the operation diagram of the all-weather operation, the all-day operation time can be divided into multiple operation stages. Specifically, it can be divided according to the maintenance period. For example, it can be It is divided into pre-maintenance stage, uplink maintenance stage, downlink maintenance stage, and post-maintenance stage. It should be noted that the all-day running time here may refer to 24 hours a day, or may refer to nighttime running time.

Of course, the running time can also be divided according to other methods. For example, the running time of the whole day can be divided into 2 stages, 4 stages, etc. according to 24 hours a day. It can be set according to actual needs, which will not be done here. Specific limits. The embodiment of the present application only takes the pre-maintenance stage, the uplink maintenance stage, the downlink maintenance stage and the post-maintenance stage as examples to describe in detail.

Step 120, obtaining the number of trains expected to depart in each operation phase, and the set of routes used by each train.

After obtaining the divided multiple operating stages, obtain the number of trains expected to depart in each operating stage, and the set of routes used by each train. Routes can generally be divided into arrival routes, departure routes and passing routes. For details, refer to FIG. 2 , which shows the railway network structure adopted in the embodiment of the present application.

The road network is composed of tracks, nodes, and signals, which can clearly reflect the occupancy of trains on each track. The tracks in Figure 2 are arranged into routes in sequence, the arrival route is the train path from the incoming signal to the exit signal in the same station, and the departure route is the train path from the exit signal to the boundary point of the station in the same station , the passing route is the train path from the station boundary point to the adjacent passing signal machine or between two adjacent signal machines. In the embodiment of the present application, a train route is taken as the smallest unit occupied by a train, that is, a route can only be occupied by one train at most.

When the mode of first-line maintenance is adopted, and the end point and starting point are the same, the biggest difference between the trains that have passed the maintenance task and the trains that have not passed the maintenance task is that the set of routes that the train passes through is different, that is, the train that has not passed the maintenance task The road set only includes possible routes in the original direction, and the train route set that has passed the maintenance task only includes possible routes in the opposite direction in the interval where the maintenance task is located. Specifically, reference can be made to Fig. 3, which shows a schematic diagram of routes in different operation stages, where (a) is the pre-maintenance stage, (b) is the uplink maintenance stage, (c) is the downlink maintenance stage, and (d) is the post-maintenance stage. The solid line in the figure indicates that the route has not been repaired and can pass through normally, and the dotted line indicates that the route is under maintenance and cannot pass through. Without considering the maintenance, that is, in the pre-maintenance stage, downlink maintenance stage, and post-maintenance stage, the uplink train r normally runs along the uplink line, and the route set Br={Bs2, Bs4, Bs6} it passes through. In the uplink maintenance phase, ie (b), train r needs to change its route due to maintenance, and its route set Br={Bs1, Bs3, Bs5}. Similarly, for the downlink train r, in the pre-maintenance stage, post-maintenance stage, and uplink maintenance stage, its route set Br={Bs1, Bs3, Bs5}, and in the downlink maintenance stage, its route set Br={ Bs2, Bs4, Bs6}.

Therefore, the number of trains that are expected to depart and the set of routes that the trains pass can be set for each operation stage.

Step 130, according to the number of trains in each operation stage and the set of routes, solve the objective function to obtain the target operation graph of each operation stage, the objective function indicates that the total running time of the train is the smallest, and in the target operation graph, The running time of the train in the maintenance section does not conflict with the maintenance time of the maintenance section.

After obtaining the number of trains and the set of routes in each operation stage, the objective function can be solved according to the number of trains and the set of routes to obtain the target operation diagram of each operation stage.

The objective function is pre-established and represents the minimum value of the total running time of the train. Solving the objective function according to the number of trains and route set in each operation stage, we can obtain the minimum value of the total running time of the train under the number of trains and route set, and obtain the operation diagram of the operation stage, that is, Get the arrival and departure times of each train at each station.

The running time of the train in the maintenance section in the target operation diagram does not conflict with the maintenance time of the maintenance section. It can be understood that the train is not allowed to run during the maintenance time of the maintenance section. Therefore, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure the safe operation of the train. In order to ensure that there is no conflict between the running time of mine vehicles in the maintenance section and the maintenance time of the maintenance section in the target operation diagram, the operation diagram obtained by solving the objective function can be used as the initial operation diagram, and then the feasibility verification of the initial operation diagram can be carried out , when the initial operation graph passes the feasibility verification, it is used as the target operation graph of this operation stage.

When solving the objective function, multiple constraints are usually set, and these constraints can be divided into train operation constraints, running route constraints, and train route sequence constraints.

Specifically, the target operation stage can be determined from the multiple operation stages, and according to the number of trains and the route set in the target operation stage, the target is solved under the train operation constraint, the train route constraint and the train route order constraint. function to obtain the initial operation diagram of the target operation stage; according to the number of trains and the route set in the target operation stage, the objective function is solved under the train operation constraint, the train route constraint and the train route sequence constraint, and the obtained The initial operation diagram of the target operation stage; the feasibility verification of the initial operation diagram is carried out to obtain the verification result, and the target operation diagram of the target operation stage is determined according to the verification result; after obtaining the target of the target operation stage After the graph is run, return to the step of determining the target running phase from the multiple running phases, so as to obtain the target running graph corresponding to each running phase.

Step 140, run the train in each operation stage according to the target operation diagram of each operation stage.

After obtaining the target operation diagram of each operation stage, since there is no conflict between the operation time of the maintenance section and the maintenance time in the target operation diagram, the target operation diagram of each operation stage is correct and feasible, thus, in each In the operation stage, the operation can be carried out according to the corresponding target operation diagram, so that the train can run around the clock.

The operation diagram is a technical document indicating the train's operation in the railway section and the arrival, departure or passing time at the station. Time and other information control the operation of the train to realize the all-weather operation of the train.

The all-weather operation method of the train provided in the embodiment of the present application divides the running time of the whole day into multiple operation stages, solves the target operation diagram corresponding to each operation stage according to the objective function, and runs according to the target operation diagram corresponding to each operation stage. In the target operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance. The objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.

Please refer to Fig. 4, another embodiment of the present application provides a kind of train all-weather running method, on the basis of foregoing embodiment, emphatically describes the process of solving the objective function, obtains the operation diagram of each operation phase, and concrete this method can be Include the following steps.

Step 210, divide the running time of the whole day into multiple running phases.

In step 220, the number of trains expected to depart in each operation phase and the set of routes used by each train are obtained.

For step 210 and step 220, reference may be made to corresponding parts of the foregoing embodiments, and details are not repeated here.

Step 230 , determining a target operating phase from the plurality of operating phases, where the target operating phase has no corresponding target operating graph and has the earliest time sequence.

After the aforementioned steps divide the whole day's running time into multiple running phases, the target running phase can be determined from the multiple running phases. Wherein, the target stage is an operation stage that has no corresponding target operation diagram and has the earliest time sequence. There is no corresponding phase of the target operation diagram, therefore, phase 1 can be confirmed as the target operation phase from the four phases. If the target operation diagram of stage 1 is obtained through calculation, stage 2 is determined as the target stage from stage 2, stage 3, and stage 4.

Step 240, according to the number of trains in the target operation stage and the set of routes, solve the objective function under the constraints of train operation, train passing routes and sequence of train routes to obtain the initial operation graph of the target operation stage.

After the target operation stage is determined, according to the number of trains and route sets in the target operation stage, the objective function can be solved to obtain the initial operation diagram of the target operation stage under multiple constraint conditions.

The objective function is:

Among them, Z represents the total running time of the train;

Indicates the end time of train r using route b;

Indicates the start time of train r using route b. When solving the objective function, the start time and end time of each train in each route can be obtained, so that the initial operation diagram of the target operation stage can be obtained.

When solving the objective function, multiple constraint conditions need to be satisfied, and the multiple constraint conditions include train operation constraints, train route constraints, and train sequence constraints. Each constraint is detailed below.

Train operation constraints are mainly constraints on the start time of the train on the route, the end time on the route, and the stop time of the train at the station. Including the relationship constraints between the start time of the train on the route and whether the train uses the route; the relationship constraints between the end time of the train on the route and whether the train uses the route; The relationship constraint of the start time of the route; the stop time constraint of the train at the station.

The relationship constraint between the start time of the train on the route and whether the train uses the route is:

in,

Indicates the start time of train r using route b; x _r,b represent 0-1 variables, 1 means train r uses route b, 0 means train r does not use route b; M is a very large constant; R means train set; B _r represents the route set used by train r.

The relationship constraint between the end time of the train on the route and whether the train uses the route is:

in,

Indicates the end time of train r using route b; x _r,b is expressed as a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; M is a very large constant;; B _r represents the set of routes used by train r.

The relationship constraints between the end time of the train on the route and the start time of the train on the route include constraints (3) to (10).

in,

Indicates the end time of train r using route b;

Indicates the start time of train r using route b; x _r,b represent 0-1 variables, 1 means train r uses route b, 0 means train r does not use route b; l represents the track; L _b represents the route The set of tracks contained in b; t _{r, l} represent the running time obtained by train r at the maximum running speed on track l, and the running time is an integer; R represents the set of trains; B _r represents the set of routes used by train r; Bar ^arrival means the collection of trains arriving at the station,

Indicates the set of outgoing routes at node n; B ^m represents the set of routes affected by maintenance task m,

Indicates the starting point of the train r; N ^boundary indicates the set of boundary points,

Constraint (3) indicates that the traveling time of train r on route b should be the traveling time t _r,l of track l included in the route. It should be noted that when the train r leaves the station at the starting station, it needs to have a certain stop time, so the situation is excluded. At the same time, the line where the maintenance task is set may run at reduced speed, which needs to be considered separately.

in,

Indicates the end time of train r using route b;

Indicates the start time of train r using route b; x _r,b represent 0-1 variables, 1 means train r uses route b, 0 means train r does not use route b; l represents the track; L _b represents the route The set of tracks contained in b; t _{r, l} represents the running time of train r at the maximum running speed on track l, and the running time is an integer; γ is a 0-1 relational parameter, and 1 means that the current stage is in the maintenance stage , which is 0 means that there is no maintenance task in the current stage; θ means the operating speed coefficient of adjacent line maintenance, θ>1; R means the set of trains; B _r means the set of routes used by train r; B ^arrival means the set of train arrival routes ,

Indicates the set of outgoing routes at node n; B ^m represents the set of routes affected by maintenance task m,

Indicates the starting point of the train r; N ^boundary indicates the set of boundary points,

Constraint (4) is similar to constraint (3), it is the relationship constraint between the end time and start time of route b affected by the set maintenance task of train r, if it is in the maintenance phase (including up maintenance phase or downlink maintenance stage), the running time needs to be multiplied by a given coefficient to reduce the running speed to ensure the safety of adjacent line maintenance.

Among them, represents the running time of train r at the maximum running speed on track l; B _r represents the route set used by train r;

Indicates the end time of train r using route b;

Indicates the start time of train r using route b; x _{r, b} is expressed as a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b; t _{r, l} means train r is on track The running time obtained with the maximum running speed on l, the running time is an integer; stop _{r, s} represents the actual stop time of train r at station s;

Indicates the starting point of train r; N ^boundary indicates the set of dividing points.

Constraint (5) is the travel time constraint of train r leaving the station, and the actual stop time of train r at the station where station n is located, and the calculation of the running time of the train starting at the demarcation point is excluded.

in,

Indicates the end time of train r using route b;

Indicates the start time of train r using route b; x _r,b represent 0-1 variables, 1 means train r uses route b, 0 means train r does not use route b; l represents the track; L _b represents the route The set of tracks contained in b; c _b represents the set of track groups contained in route b; t _r,l represents the running time of train r on track l at the maximum running speed, and the running time is an integer; R represents train set; B _r represents the set of routes used by train r; B ^arrival represents the set of train arrival routes,

Constraint (6) means that the travel time of train r route b is the travel time of the track included in the route, excluding the last track

(on the arrival and departure line) travel time. This case also includes the case where the starting node of the train is the demarcation point and enters the station.

in,

Indicates the set of outgoing routes at node n; B _r represents the set of routes used by train r;

Indicates the start time of train r using route b;

Indicates that the train r is at the starting point

The latest possible departure time.

Constraint (7) means that train r is at the starting node

Earliest possible departure time.

in,

Indicates the set of outgoing routes at node n; B _r represents the set of routes used by train r;

Indicates the start time of train r using route b;

Indicates that the train r is at the starting point

earliest possible departure time.

Constraint (8) means that train r is at the starting node

Latest possible departure time.

in,

Indicates the set of incoming routes at node n; B _r represents the set of routes used by train r;

Indicates the end time of train r using route b`;

Indicates the outbound access combination at node n;

Indicates the start time of train r using route b; N _r indicates the set of nodes that train r may pass through, except the starting point and end point of the train,

N ^siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

Indicates the set of special nodes that train r may pass through,

Indicates the starting point of train r;

Indicates the end point of train r.

Since the entry route needs to be unlocked in advance, the end time of the route will be advanced. Constraint (9) only analyzes the time continuation relationship between the route that does not need to be unlocked in advance and the next route. That is to say, between the adjacent routes of train r on its possible path node n, the start time of the next route b` is equal to the end time of the previous route b.

where N _s represents the node combination of station s,

N ^siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

Indicates the set of special nodes that train r may pass through,

Indicates the set of incoming routes at node n; B _r represents the set of routes used by train r;

Indicates the end time of train r using route b`; stop _{r, s} indicates the actual stop time of train r at station s; x _{r, b'} is expressed as a 0-1 variable, 1 indicates that train r uses route b', 0 means train r does not use route b′;

Indicates the running time of train r at the maximum running speed on route b'; c _b' represents the set of track groups contained in route b';

Indicates the set of outgoing routes at node n;

Indicates the start time of train r using route b.

Since the entry route needs to be unlocked in advance, the end time of the route will be advanced. In constraint (10), the route will be unlocked in advance, so the running time of the last track of the route and the stop time at the station where the connection point is located need to be added to the time continuation relationship between the route and its next route.

The stop time constraints of the train at the station include constraint (11) and constraint (12).

Among them, stop _{r, s} represents the actual stop time of train r at station s; dwell _{r, s} represents the planned stop time of train r at station s; S ^r represents the set of stations that train r may pass through, except the start and end stations ;

represents the starting station of train r,

Represents the terminal station of train r; S represents the set of stations, indexed by s, that is, s∈S.

Constraint (11) is the basic stop time requirement of train r at station s.

Among them, stop _{r, s} represents the actual stop time of train r at station s; x _{r, b} represents a 0-1 variable, 1 represents that train r uses route b, 0 represents that train r does not use route b; M represents A very large constant; N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes; B _r represents the set of routes used by train r;

Indicates the set of incoming routes at node n; s ⁿ indicates the station s where node n is located; S ^r indicates the set of stations that train r may pass through, except for the start and end stations;

represents the starting station of train r,

Indicates the terminal station of train r.

In constraint (11), when the train r passes the station on the main line, the stop time is 0; when the train r passes the station on the side line, there is a stop time.

The train-passing route constraints include constraints on the number of train-traveling routes, so as to ensure that the train selects a unique route. Specifically, constraints (13)-(16) are included.

in,

Indicates the route combination of the outflow at node n; B _r represents the route set used by train r; x _{r, b} is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b;

Indicates the starting point of train r; R indicates the set of trains.

in,

Indicates the set of incoming routes at node n; B _r represents the set of routes used by train r;

Indicates the end point of train r; x _{r, b} is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b;

Indicates the end point of train r; R indicates the set of trains.

in,

Indicates the route combination of the outflow at node n; B _r represents the route set used by train r; x _{r, b} is expressed as a 0-1 variable, 1 means that train r uses route b, and 0 means that train r does not use route b;

Indicates the set of incoming routes at node n;

Indicates the starting point of the train r;

Indicates the end point of train r; R indicates the set of trains.

where N _s represents the node combination of station s,

N ^siding represents the set of side line nodes with signals in the station, that is, the nodes connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

Indicates the set of incoming routes at node n; B _r represents the route set used by train r; x _{r, b'} is expressed as a 0-1 variable, 1 means that train r uses route b`, and 0 means that train r does not use Route b`; S ^r represents the set of stations that train r may pass through, except the start and end stations; R represents the set of trains.

Among them, constraint (13) means that the train r is at the initial node

There is and only one route is selected; constraint (14) means that train r arrives at node

There is and only one route is selected; constraint (15) means that when train r passes through node n, the number of inflow routes is equal to the number of outflow routes; constraint (16) means that when train r passes through station s, the total number of inbound routes is only Can be 1.

The sequence constraints of the route include the sequence constraints of the trains passing through and out of the station, the sequence constraints of the trains entering the station, and the sequence constraints of the different initial positions of the trains at the station. Among them, the sequence constraints of trains passing through and out of the station include constraints (17)-(21); the sequence constraints of trains entering the station include (22)-(23); the trains at different initial positions at the station Order constraints include constraints (24)-(27).

Among them, x _{r', b'} is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; M is a very large constant; x _{r, b} means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r' using route b';

Indicates the end time of train r using route b; μ _{r, b, r', b'} represent 0-1 variables, and 1 means that the time when train r uses route b is before the time when train r' uses route b' , that is, it indicates the order of the trains on the conflicting route, otherwise it is 0; N ^siding indicates the set of side line nodes with signals in the station, that is, the nodes connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

B _r represents the route set used by train r;

Indicates the set of incoming routes at node n ₁ ;

Indicates the set of outgoing routes at node n ₁ ;

Indicates the set of incoming routes at node n ₂ ;

Indicates the set of outgoing routes at node n ₂ ; ε _{b, b'} is a 0-1 relationship parameter, and 1 indicates that there is a conflict relationship between route b and route b'.

Constraint (17) means that when train r and r' use conflicting routes b and b', the start time of train r' route is later than the end time of train r route. The relationship between routes b and b′ is as follows: (1) they are both inbound routes, but their final nodes are different; (2) they are both outbound routes, but their starting nodes are different; (3) ) One route is an outbound route, and the other route is an inbound route. The start node of the outbound route is different from the end node of the inbound route.

Among them, x _{r', b'} is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; M is a very large constant; x _{r, b} means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r using route b;

Indicates the end time of train r' using route b'; μ _{r, b, r', b'} represent 0-1 variables, and 1 means that the time when train r uses route b is the time when train r' uses route b' Before the time, that is to say, it indicates the order of the trains on the conflicting route, and it is 0, otherwise; N ^siding indicates the set of side line nodes with signal machines in the station, which is the node connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

B _r represents the route set used by train r;

Indicates the set of incoming routes at node n ₁ ;

Indicates the set of outgoing routes at node n ₁ ;

Indicates the set of incoming routes at node n ₂ ;

Indicates the set of outgoing routes at node n ₂ ; ε _{b, b'} is a 0-1 relationship parameter, and 1 indicates that there is a conflict relationship between route b and route b'.

Constraint (18) means that when trains r and r' use conflicting outbound routes b and b', the start time of train r's route is later than the end time of train r' route. The relationship between routes b and b′ is as follows: (1) they are both inbound routes, but their final nodes are different; (2) they are both outbound routes, but their starting nodes are different; (3) ) One route is an outbound route, and the other route is an inbound route. The start node of the outbound route is different from the end node of the inbound route.

Among them, x _{r', b} is expressed as a 0-1 variable, 1 means that train r' uses route b, 0 means that train r' does not use route b; x _{r, b} is expressed as a 0-1 variable, 1 means that train r Use route b, 0 means train r does not use route b;

Indicates the start time of train r′ using route b;

Indicates the end time of train r using route b; M represents a very large constant; μ _{r, b, r', b'} represent 0-1 variables, and 1 means that the time when train r uses route b is used in train r' Before the time of route b′, that is to say, it indicates the order of the trains on the conflicting route, if it is 0, otherwise; B _r represents the route set used by train r; B _r′ represents the route set used by train r’.

Constraint (19) means that when train r and r' use the same route, the start time of train r' route is later than the end time of train r route.

Among them, x _{r', b} is expressed as a 0-1 variable, 1 means that train r' uses route b, and 0 means that train r' does not use route b; x _{r, b} is expressed as a 0-1 variable, 1 means that train r Use route b, 0 means train r does not use route b;

Indicates the start time of train r using route b;

Indicates the end time of train r' using route b; M represents a very large constant; μ _{r, b, r', b'} represent 0-1 variables, and 1 means that the time when train r uses route b is within train r' Before the time when route b' is used, that is, it indicates the sequence of the trains on the conflicting route, and it is 0, otherwise; B _r represents the route set used by train r; B _r' represents the route set used by train r'.

Constraint (20) means that when train r and r' use the same route, the start time of train r' route is later than the end time of train r' route.

Among them, μ _{r, b, r′, b′} represent 0-1 variables, and 1 means that the time when train r uses route b is before the time when train r uses route b′, which means that the train is on the conflicting route If it is 0, otherwise; μ _r,b',r',b' represent 0-1 variables, and if it is 1, it means that the time when train r uses route b' is before the time when train r' uses route b', That is to say, it indicates the sequence of the trains on the conflicting route, if it is 0, otherwise.

Constraint (21) means that when trains r and r' use conflicting outbound routes b and b', the route will be changed to an interval route, and the sequence of trains will not change.

Among them, M is a very large constant; x _{r', b'} is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x _{r, b} means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r' using route b';

Indicates the end time of train r using route b; stop _{r, s} indicates the actual stop time of train r at station s;

Indicates the running time of train r at the maximum running speed on route b; c _b represents the set of track groups contained in route b; μ _{r, b, r', b'} represent 0-1 variables, and 1 means The time when train r uses route b is before the time when train r' uses route b', that is to say, it indicates the sequence of trains on the conflicting route, and vice versa; N ^siding indicates the set of side line nodes with signal machines in the station, is the node connected between the routes,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

B _r represents the set of routes used by train r; B _r' represents the set of routes used by train r';

Indicates the set of incoming routes at node n; s ⁿ indicates the station s where node n is located; S ^r indicates the set of stations that train r may pass through, except for the start and end stations;

Indicates the starting station of train r;

Indicates the terminal station of train r.

Constraint (22) means that when trains r and r' use conflicting routes b and b', and the end nodes of routes b and b' are the same, the start time of train r' route is later than the end time of train r route Add the train stop time and the last track running time.

Among them, M is a very large constant; x _{r', b'} is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x _{r, b} means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r using route b;

Indicates the end time of train r' using route b'; stop _{r', s} indicates the actual stop time of train r' at station s;

Indicates the running time of train r' at the maximum running speed on route b'; c _b' represents the set of track groups contained in route b'; μ _{r, b, r', b'} represent 0-1 variables , is 1, which means that the time when train r uses route b is before the time when train r' uses route b', that is, it indicates the sequence of trains on the conflicting route, and is 0 otherwise; N ^siding means that there is a signal machine in the station The set of sideline nodes is the nodes connected between approaches,

N ^main represents the set of main line nodes with signal machines in the station, that is, the nodes connected between routes,

B _r represents the route set used by train r;

Indicates the set of incoming routes at node n; s ⁿ indicates the station s where node n is located; S ^r indicates the set of stations that train r may pass through, except for the start and end stations;

Indicates the starting station of train r;

Indicates the terminal station of train r.

Constraint (23) means that when trains r and r' use conflicting routes b and b', and the end nodes of routes b and b' are the same, the start time of train r's route is later than the end time of train r' route Add the train stop time and the last track running time.

Among them, M is a very large constant; x _{r', b'} are expressed as 0-1 variables, 1 means that train r' uses route b', and 0 means that train r' does not use route b';

Indicates the start time of train r' using route b';

Indicates the end time of train r using route b;

Indicates the outflow route set at node n; B _r represents the route set used by train r; stop _{r, s} represents the actual stop time of train r at station s;

Indicates the starting station of train r; B _r'indicates the set of routes used by train r';

Indicates the set of incoming routes at node n;

Indicates the starting point of the train r;

Indicates the set of special nodes that train r may pass through,

Indicates the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary.

Constraint (24) means that when the train r is at the initial node

And this node departs from the place where the exit signal is located, train r uses the exit route b, and train r′ uses the inbound route b’ that conflicts with b, the start time of the train r’ route is later than that of the train r route Start time plus train stop time.

Among them, M is a very large constant; x _{r', b'} are expressed as 0-1 variables, 1 means that train r' uses route b', and 0 means that train r' does not use route b';

Indicates the start time of train r' using route b';

Indicates the set of outgoing routes at node n; B _r represents the set of routes used by train r;

Indicates the end time of train r using route b;

Indicates the starting station of train r; B _r'indicates the set of routes used by train r';

Indicates the set of incoming routes at node n;

Indicates the starting point of the train r;

Indicates the set of special nodes that train r may pass through,

Indicates the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary.

Constraint (25) means that when the train r is at the initial node

And this node is not where the outbound signal is located, but the node behind the outbound signal departs, train r uses the outbound route b, and train r' uses the inbound route b' that conflicts with b, train r' The route start time is later than the train r route end time.

Among them, M is a very large constant; x _{r', b'} is expressed as a 0-1 variable, 1 means that train r' uses route b', 0 means that train r' does not use route b'; x _{r, b} means is a 0-1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r' using route b';

Indicates the end time of train r using route b; s ⁿ indicates the station s where node n is located;

Represents the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary; B _r represents the route set used by train r ;

Indicates the set of outgoing routes at node n; B _r' represents the set of routes used by train r';

Indicates the starting point of the train r.

Constraint (26) means that when the train r is at the initial node

And when the node is the boundary point between the station and the section, train r uses the approach b, and train r' uses the approach b that conflicts with b, the start time of the train r' is later than the end of the train r time.

Among them, M is a very large constant; x _{r', b} is expressed as a 0-1 variable, 1 means that train r' uses route b, and 0 means that train r' does not use route b; x _{r, b} is expressed as 0- 1 variable, 1 means train r uses route b, 0 means train r does not use route b;

Indicates the start time of train r′ using route b;

Indicates the end time of train r using route b; stop _{r, s} indicates the actual stop time of train r at station s; s ⁿ indicates the station s where node n is located;

Represents the special starting station of train r, indicating that at this station, the starting node of the train is at the boundary between the station and the section, that is, the train enters the station from the boundary; B _r represents the route set used by train r ; B _r' represents the route set used by train r';

Indicates the set of outgoing routes at node n;

Indicates the starting point of the train r.

Constraint (27) means that when the train r is at the initial node, and the node is the boundary point between the station and the section, the train r uses the inbound route b, and when the train r' also uses the inbound route b', the train r' route The start time is later than the end time of the train r route plus the stop time.

Step 250: Perform feasibility verification on the initial operation diagram, obtain a verification result, and determine a target operation diagram for the target operation phase according to the verification result.

After solving the objective function through the above constraints, an initial operation diagram of the target operation phase can be obtained. After obtaining the initial operation diagram, the feasibility verification of the initial operation diagram can be performed to obtain a verification result.

Specifically, it may be checked whether there is a conflict between the maintenance time of the train in the maintenance section and the running time of the maintenance section in the initial operation diagram. Specifically, reference may be made to FIG. 5 , which shows a schematic diagram of possible situations in the initial operation diagram. Since the objective function does not limit the arrival time of the train, there will be a situation where the train operation line spans two stages, resulting in the possibility of errors in the operation diagram. As shown in Figure 5, the operation diagram is divided into the pre-maintenance stage and the uplink maintenance stage by dotted lines. An uplink train starts at the pre-maintenance stage. If there is no conflict, the operation diagram is correct and feasible; but in 5(b), the operation time of the train in the maintenance section conflicts with the maintenance time, and the operation diagram is infeasible.

After the feasibility verification is performed on the initial operation diagram, the verification result includes conflict or non-conflict. If the verification result is a conflict, it indicates that there is an error in the initial operation diagram, then re-solve the objective function to obtain the initial operation diagram of the target operation phase, until the verification result of the initial operation diagram is no conflict, the described The target operation graph of the target operation phase; if the verification result is no conflict, it can be determined that the initial operation graph is the target operation graph of the target operation phase.

Step 260, after obtaining the target operation graph of the target operation stage, return to the step of determining the target operation stage from the plurality of operation stages, so as to obtain the target operation graph corresponding to each operation stage.

After the target operation graph of the target operation stage is determined, the execution may return to step 230, that is, continue to determine the target operation stage from multiple operation stages, and solve the target operation graph for the determined target operation stage. As in the previous example, the four operating stages are sequenced according to the time sequence: stage 1, stage 2, stage 3, and stage 4. The first determined target operating stage is stage 1. After obtaining the target operation diagram of stage 1, it is determined that there is no The corresponding target operation diagram, and the earliest operation stage of the time sequence is the target operation stage, that is, stage 2 is the new target operation stage. After solving the target operation diagram of stage 2, determine that stage 3 is the target operation stage. By analogy, the target operation diagram of each operation stage can be obtained.

Step 270, run the train in each operation stage according to the target operation diagram of each operation stage.

For step 270, reference may be made to corresponding parts of the foregoing embodiments, and details are not repeated here.

The all-weather train operation method provided by the embodiment of the present application solves the objective function under the constraints of train operation constraints, train route constraints and train route sequence constraints, and can obtain the initial operation diagram of the target operation stage, ensuring that the obtained initial operation diagram does not There will be train operation and sequence conflicts, and the feasibility verification of the initial operation diagram is carried out to ensure that in the target operation diagram of each operation stage, there will be no conflict between the operation time and maintenance time in the maintenance section, and it can be guaranteed that each operation The target operation chart of the stage can realize the all-weather operation of the train.

The all-weather operation method of the train will be described below with a specific example. Assume that the subway line is R1, and there are 7 stations on the whole line. You can refer to Figure 6. Among the 7 stations, there are 4 stations with double-crossing lines and cross-crossing lines, which are respectively station 1, station 2, and station 3. and station 7. According to the characteristics of the transportation organization of the segmented single-track two-way operation mode, the train goes from the maintenance section to the non-maintenance section, and enters the maintenance section from the maintenance section. If the original line belongs to the planned maintenance line, then it needs to be transferred via a crossover. , so the division of the maintenance section requires that the stations at both ends must be stations equipped with crossovers. Therefore, the whole line can be divided into three maintenance sections, which are station 1-station 7, station 1-station 2, and station 2-station 3.

It is understandable that trains can be guaranteed to run normally during the day. In order to realize the all-weather operation of the train, it is mainly arranged to run at night, and the maintenance of skylights usually takes place at night. The nighttime running time is used as the all-day running time, and the all-day running time is divided into two running periods, which are the early stage and the late stage. There are 10 night trains in the early stage and 20 night trains in the late stage.

Firstly, the early stage is taken as the target operation stage, and the route set passed by the 10 trains in the early stage is obtained. According to the number of trains and the route set, under the constraints of train operation, train passing route, and train route sequence constraints, solve the above The objective function is to obtain an initial operation diagram in the early stage, and obtain a target operation diagram when it is determined that the operation time of the maintenance section in the initial operation diagram does not conflict with the maintenance time. Continue to solve the target operation diagram of the next operation stage. After obtaining the target operation diagram of the early stage and the later stage, the train operation can be performed according to the target operation diagram. Since the all-day running time here is nighttime running time, normal running at night can be realized, and the driving plan during the day remains unchanged, that is, round-the-clock running of the train can be realized.

Please refer to FIG. 5 , the embodiment of the present application provides an all-weather train operation device 300 , the train all-weather operation device 300 includes a division module 310 , an acquisition module 320 , a calculation module 330 and an operation module 340 .

The division module 310 is used to divide the running time of the whole day into multiple operation stages; the acquisition module 320 is used to obtain the number of trains expected to depart in each operation stage, and the set of routes used by each train; The calculation module 330 is used to solve the objective function according to the number of trains in each operation stage and the set of routes to obtain the target operation diagram of each operation stage. The objective function indicates that the total running time of the train is the minimum, and the In the operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section; the operation module 340 is used to operate in each operation stage according to the target operation diagram of each operation stage.

Further, the calculation module 320 is also used to determine the target operation stage from the plurality of operation stages, the target operation stage is the operation stage that has no corresponding target operation diagram and has the earliest time sequence; Quantity and route set, solving the objective function under the constraints of train operation constraints, train route constraints and train route sequence constraints, to obtain the initial operation diagram of the target operation stage; and verify the feasibility of the initial operation diagram , obtain the verification result, and determine the target operation diagram of the target operation phase according to the verification result; after obtaining the target operation diagram of the target operation phase, return to the execution of determining the target operation phase from the multiple operation phases Steps to obtain the target operation diagram corresponding to each operation stage.

Further, the calculation module 320 is also used to determine whether there is a conflict between the running time of the maintenance section and the maintenance time in the initial operation diagram; if the verification result is a conflict, re-solve the objective function to obtain the initial operation diagram , until the verification result is no conflict, the target operation graph of the target operation phase is obtained; when the verification result is no conflict, the initial operation graph is determined to be the target operation graph of the target operation phase.

Further, the objective function is:

Among them, Z represents the total running time of the train;

Indicates the end time of train r using route b;

Indicates the start time of train r using route b.

Further, the train operation constraints include: the relationship constraint between the start time of the train on the route and whether the train uses the route; the relationship constraint between the end time of the train on the route and whether the train uses the route; The relationship constraint between the end time of the route and the start time of the train on the route; the stop time constraint of the train at the station.

Further, the train route constraint includes: a constraint on the number of train route routes.

Further, the route sequence constraints include: sequence constraints of trains passing through routes and outbound routes; sequence constraints of trains on incoming routes; sequence constraints of trains at different initial positions at the station.

The all-weather train operation device provided by the embodiment of the present application divides the all-day running time into multiple operation stages, solves the target operation diagram corresponding to each operation stage according to the objective function, and operates according to the target operation diagram corresponding to each operation stage. In the target operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance. The objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.

It should be noted that those skilled in the art can clearly understand that for the convenience and brevity of the description, the specific working process of the device described above can refer to the corresponding process in the foregoing method embodiment, which will not be repeated here.

Please refer to FIG. 6 , the embodiment of the present application provides a structural block diagram of an electronic device, the electronic device 400 includes a processor 410, a memory 420 and one or more application programs, wherein the one or more application programs are stored in The memory 420 is configured to be executed by the one or more processors 410, and the one or more programs are configured to execute the above-mentioned all-weather train operation method.

The electronic device 400 may be a terminal device capable of running application programs, such as a smart phone and a tablet computer, or may be a server. The electronic device 400 in this application may include one or more of the following components: a processor 410, a memory 420, and one or more application programs, wherein one or more application programs may be stored in the memory 420 and configured to be used by One or more processors 410 are executed, and one or more programs are configured to execute the methods described in the foregoing method embodiments.

Processor 410 may include one or more processing cores. The processor 410 uses various interfaces and lines to connect various parts in the entire electronic device 400, and executes or executes by running or executing instructions, programs, code sets or instruction sets stored in the memory 420, and calling data stored in the memory 420. Various functions of the electronic device 400 and processing data. Optionally, the processor 410 may adopt at least one of Digital Signal Processing (Digital Signal Processing, DSP), Field-Programmable Gate Array (Field-Programmable Gate Array, FPGA), and Programmable Logic Array (Programmable Logic Array, PLA). implemented in the form of hardware. The processor 410 may integrate one or a combination of a central processing unit (Central Processing Unit, CPU), an image processor (Graphics Processing Unit, GPU), a modem, and the like. Among them, the CPU mainly handles the operating system, user interface and application programs, etc.; the GPU is used to render and draw the displayed content; the modem is used to handle wireless communication. It can be understood that, the above-mentioned modem may not be integrated into the processor 410, but may be realized by a communication chip alone.

The memory 420 may include random access memory (Random Access Memory, RAM), and may also include read-only memory (Read-Only Memory). Memory 420 may be used to store instructions, programs, codes, sets of codes, or sets of instructions. The memory 420 may include a program storage area and a data storage area, wherein the program storage area may store instructions for implementing an operating system and instructions for implementing at least one function (such as a touch function, a sound playback function, an image playback function, etc.) , instructions for implementing the following method embodiments, and the like. The storage data area can also store data created by the electronic device 400 during use (such as phonebook, audio and video data, chat record data) and the like.

The electronic device provided in the embodiment of the present application divides the operating time of the whole day into multiple operating stages, solves the target operating graph corresponding to each operating stage according to the objective function, and operates according to the target operating graph corresponding to each operating stage. In the target operation diagram, there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section, which can ensure that the train will not be interrupted due to maintenance. The objective function is that the total running time of the train is the minimum, which can improve the transportation of the line Ability to realize round-the-clock operation of trains.

Those skilled in the art should understand that the embodiments of the present application may be provided as methods, systems, or computer program products. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) having computer-usable program code embodied therein.

The present application is described with reference to flowcharts and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the present application. It should be understood that each procedure and/or block in the flowchart and/or block diagram, and a combination of procedures and/or blocks in the flowchart and/or block diagram can be realized by computer program instructions. These computer program instructions may be provided to a general purpose computer, special purpose computer, embedded processor, or processor of other programmable data processing equipment to produce a machine such that the instructions executed by the processor of the computer or other programmable data processing equipment produce a An apparatus for realizing the functions specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions may also be stored in a computer-readable memory capable of directing a computer or other programmable data processing apparatus to operate in a specific manner, such that the instructions stored in the computer-readable memory produce an article of manufacture comprising instruction means, the instructions The device realizes the function specified in one or more procedures of the flowchart and/or one or more blocks of the block diagram.

These computer program instructions can also be loaded onto a computer or other programmable data processing device, causing a series of operational steps to be performed on the computer or other programmable device to produce a computer-implemented process, thereby The instructions provide steps for implementing the functions specified in the flow chart or blocks of the flowchart and/or the block or blocks of the block diagrams.

While preferred embodiments of the present application have been described, additional changes and modifications to these embodiments can be made by those skilled in the art once the basic inventive concept is appreciated. Therefore, the appended claims are intended to be construed to cover the preferred embodiment and all changes and modifications which fall within the scope of the application.

Obviously, those skilled in the art can make various changes and modifications to the application without departing from the spirit and scope of the application. In this way, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalent technologies, the present application is also intended to include these modifications and variations.

Claims (10)

1. A kind of all-weather operation method of train, it is characterized in that, described method comprises:

   Divide the whole day's running time into multiple running stages;

   Obtain the number of trains expected to depart in each operation phase, and the set of routes used by each train;

   According to the number of trains in each operation stage and the set of routes, the objective function is solved to obtain the target operation diagram of each operation stage. The objective function indicates that the total running time of the train is the minimum. The running time of the section does not conflict with the maintenance time of the maintenance section;

   Run the train in each operation stage according to the target operation diagram of each operation stage.
2. The method according to claim 1, characterized in that, according to the number of trains in each operation stage and the set of routes, solving the objective function to obtain the target operation diagram of each operation stage includes:

   Determining a target operating phase from the plurality of operating phases, the target operating phase is an operating phase that has no corresponding target operating graph and has the earliest time sequence;

   According to the number of trains in the target operation stage and the set of routes, the objective function is solved under the train operation constraint, the train route constraint and the train route sequence constraint, and the initial operation diagram of the target operation stage is obtained;

   Carrying out feasibility verification on the initial operation diagram, obtaining a verification result, and determining the target operation diagram of the target operation phase according to the verification result;

   After obtaining the target operation graph of the target operation stage, return to the step of determining the target operation stage from the plurality of operation stages, so as to obtain the target operation graph corresponding to each operation stage.
3. The method according to claim 2, wherein the feasibility verification of the initial operation diagram is performed to obtain a verification result, and determining the target operation diagram of the target operation phase according to the verification result includes:

   Determining whether there is a conflict between the running time and the maintenance time in the maintenance section in the initial operation diagram;

   If the verification result is that there is a conflict, re-solve the objective function to obtain the initial operation diagram, until the verification result is no conflict, obtain the target operation diagram of the target operation stage;

   When the verification result is no conflict, determine the initial operation diagram as the target operation diagram of the target operation phase.
4. The method according to claim 2, wherein the objective function is:

   

   Among them, Z represents the total running time of the train;

   

   Indicates the end time of train r using route b;

   

   Indicates the start time of train r using route b.
5. The method according to claim 2, wherein the train operation constraints include:

   A relational constraint on the start time of a train on a route and whether the train uses said route; and,

   A relational constraint on the end time of a train on a route and whether the train uses said route; and,

   a relationship constraint between the end time of the train on the route and the start time of the train on said route; and,

   Stop time constraints for trains at stations.
6. The method according to claim 2, wherein the train route constraints include:

   Constraints on the number of routes the train will travel through.
7. The method according to claim 2, wherein the train route order constraints include:

   sequence constraints for trains on passing and outbound routes; and,

   sequence constraints for trains on incoming routes; and,

   Sequence constraints for different initial positions of trains at stations.
8. A kind of train all-weather operation device, it is characterized in that, described device comprises:

   The division module is used to divide the running time of the whole day into multiple running stages;

   The obtaining module is used to obtain the number of trains expected to depart in each operation stage, and the set of routes used by each train;

   The calculation module is used to solve the objective function to obtain the target operation diagram of each operation stage according to the number of trains in each operation stage and the route set, the objective function indicates that the total running time of the train is the minimum, and the target operation diagram In , there is no conflict between the running time of the train in the maintenance section and the maintenance time of the maintenance section;

   The running module is used for running in each running phase according to the target running graph of each running phase.
9. An electronic device, characterized in that the electronic device comprises:

   one or more processors;

   a memory electrically coupled to the one or more processors;

   one or more application programs, wherein the one or more application programs are stored in the memory and configured to be executed by the one or more processors, the one or more application programs are configured to perform The method according to any one of claims 1 to 7.
10. A computer-readable storage medium, characterized in that the computer-readable storage medium stores program codes, and the program codes can be invoked by a processor to execute the method according to any one of claims 1 to 7 .

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