CN112381277B - Outgoing line distribution method for connecting multiple lines and connecting high-speed railway junction station - Google Patents

Abstract

The invention provides a departure line distribution method for connecting multiple routes and connecting different-direction high-speed railway junction stations. Comprising the following steps: determining an approach conflict pair with occupied space conflict in line resources in a throat area according to a station topological graph; calculating the occupation time of all trains to station line resources according to the basic information of the trains; according to the occupation time of the route conflict pairs and the train to the station line resources, determining a train-to-departure line conflict pair set in which any two trains cannot occupy any two departure lines at the same time; and constructing and solving a departure line distribution optimization model of the junction station of the high-speed railway based on the set of the train-departure line conflict pairs and the set constraint conditions, and obtaining a station departure line distribution scheme and a throat area resource utilization scheme. The method considers the line resources and the arrival/departure line resources in the throat area of the station, determines the compatibility of the arrival/departure line occupied between trains in advance by a preprocessing technology of resource occupation conflict detection, and ensures the solving quality and the solving efficiency.

Description

Method for allocating arrival and departure lines at high-speed railway hubs connecting multiple lines

Technical Field

The present invention relates to the technical field of railway transportation control, and in particular to a method for allocating arrival and departure lines of a directional high-speed railway hub station connecting multiple lines.

Background Art

A turnout is a railway line connection device. At a railway station, in order to ensure that locomotives and vehicles can enter or cross another line from one line, it is necessary to lay line connection equipment, and the most widely used one is the turnout.

Throat area: Railway stations can be generally divided into two areas: the throat area and the arrival and departure area. The throat area refers to the place where the turnouts at both ends of the station are concentrated and gathered. It is the only way for various operations. Its length is the distance from the beginning of the basic track of the outermost turnout (or warning mark) to the innermost exit signal (or warning mark).

Arrival and departure line: refers to the line on the platform side.

Train route: refers to the path that trains run from one location to another within the station, including the receiving route, departure route, and passing route.

The high-speed railway transportation system itself is a huge and complex network system, consisting of two parts: stations and interval lines. In recent years, with the rapid construction of high-speed railways, the operating mileage of my country's high-speed railways has continued to increase. Since the Beijing-Tianjin Intercity Railway was opened for operation in 2008, by the end of 2019, the operating mileage of my country's high-speed railways had reached 35,000 kilometers, ranking first in the world. Compared with the construction of high-speed railway networks, the number of high-speed railway stations and the level of station work organization are also increasing, but to a certain extent, the "point-line" capacity still cannot reach a coordinated matching state, and the station throughput capacity still largely determines the completion level of high-speed railway transportation work. Therefore, in order to complete high-speed railway transportation tasks with high quality and efficiency, ensure the safety and punctuality of trains, and improve the throughput capacity of the entire high-speed railway transportation network, it is necessary to coordinate and match the "point-line" capacity. Optimizing the operation organization of stations and optimizing the station to departure line allocation plan, especially the high-speed railway hub stations connecting multiple lines, are of great significance to improving the throughput capacity of stations.

Arrival and departure line utilization is a large-scale combinatorial optimization problem, which specifically determines the time and space order of trains that need to operate at the station to occupy the arrival and departure lines. When a train enters or leaves the designated arrival and departure line of the station, it must pass through the switch group in the throat area of the station. Therefore, the study of the arrival and departure line utilization problem is inseparable from the route selection problem. A reasonable arrival and departure line allocation plan contains two parts: one is the unoccupied train receiving (or departure) route; the other is the idle arrival and departure line.

A method for automatic allocation of turnouts and track joint control at a railway passenger station in the prior art includes: studying the train arrival rules through historical data, and using the joint control relationship between the arrival and departure tracks and the throat area turnouts to give an arrival and departure track allocation plan. The plan takes into account the balance of the departure track allocation to achieve automatic allocation of the train arrival and departure tracks and throat turnout groups. However, the plan lacks a specific calculation method for the throat area resource occupancy.

The research on the railway station arrival and departure line allocation scheme is divided into two perspectives: macro and micro. In the macro perspective, trains running in different directions are usually studied separately, without considering the mutual interference of trains in different directions at the station. At the same time, the station line resources only consider the departure line resources, without considering the line resources in the throat area. This macro perspective research method is not applicable to high-speed railway hubs in the direction of connecting multiple lines. The solved arrival and departure line allocation scheme is not feasible due to the conflict of line resource occupation in the throat area. In the micro perspective, the station line resources are usually divided according to the track section. This perspective will lead to an increase in decision variables and an increase in the difficulty of solving. At the same time, existing studies have shown that this method will lead to the infeasibility of optimization results under certain circumstances.

Constructing a 0-1 integer programming model is a common modeling method for studying the station-to-departure line assignment optimization problem. At the same time, graph coloring algorithms, node packing algorithms, heuristic algorithms, and commercial solvers are mainly used to solve the problem. Commonly used heuristic algorithms include simulated annealing algorithms, genetic algorithms, and local neighborhood search algorithms, which have a fast solution speed but low solution quality. On the contrary, commercial solver algorithms usually have high solution quality in solving such problems, but due to the complexity of the construction of existing constraints, the solution speed is slow, and even a feasible solution cannot be obtained within a reasonable time range.

Summary of the invention

An embodiment of the present invention provides a method for allocating arrival and departure lines of a direction-specific high-speed railway hub station connecting multiple lines, so as to realize the allocation of arrival and departure line resources for trains passing through the direction-specific high-speed railway hub station.

In order to achieve the above object, the present invention adopts the following technical scheme.

A method for allocating arrival and departure lines of a high-speed railway hub station connecting multiple lines in different directions, comprising:

Get the basic information of the train in the train operation diagram and the basic information of the station;

Determine the route conflict pairs with conflicting space occupation of throat area line resources according to the station topology map; calculate the occupation time of station line resources by all trains according to the basic information of the trains; determine the train-arrival and departure line conflict pair set in which any two trains cannot occupy any two arrival and departure lines at the same time according to the route conflict pairs and the occupation time of station line resources by all trains;

Based on the train-arrival and departure line conflict pair set and the set constraints, an arrival and departure line allocation optimization model for the direction-specific high-speed railway hub station connecting multiple lines is constructed;

The arrival and departure line allocation optimization model is solved to obtain the station arrival and departure line allocation plan and the throat area resource utilization plan.

Preferably, the basic information of the train in the train operation diagram includes: the scheduled arrival time of the train, the scheduled departure time of the train and the direction of the train; the basic information of the station includes the station topology map, line running time, safety interval time standard and route opening time standard.

Preferably, the step of determining the route conflicting pairs with conflicting line resource occupation space in the throat area according to the station topology diagram includes:

According to the station topology map of the high-speed railway hub station connecting multiple lines, the places where the lines may cross or merge are marked as points, and the throat area of all the station's receiving routes and departure routes is represented as an ordered point set composed of points. When the point sets of the throat area of any two routes have the same points, the two routes are determined to be a route conflict pair in which there is a conflict in the space occupied by the throat area line resources.

Preferably, the step of calculating the occupation time of station line resources by all trains according to the basic information of the trains includes:

The route for trains passing through the station without stopping refers to the route for trains from the station entry signal to the station exit signal on the arrival and departure line; the route for trains leaving the station refers to the route for trains from the parking point to the reverse station entry signal at the throat of the departure end; the route for trains passing through the station without stopping refers to the route for trains from the station entry signal to the reverse station entry signal at the throat of the departure end;

For trains that pass through without stopping, a virtual train stop is introduced on the main line, and the passing route is divided into a receiving route and a departure route. Both the receiving route and the departure route of the train that passes through without stopping need to be occupied in advance.

The calculation formula for the time when the train i that stops at the station starts to occupy the receiving train route is:

The calculation formula for the time that the train i that stops at the station starts to occupy the departure route is:

From the direction The calculation formula for the release time of the receiving train route occupied by the stop train i to the arrival and departure line j is:

The calculation formula for the time from the stop train i to the departure track is:

The calculation formula for the time it takes for a train i to stop at a station to finish occupying the departure track is:

From to departure line j to direction The calculation formula for the release time of the departure route occupied by the stop train i is:

The calculation formula for the time that train i that does not stop starts to occupy the connecting route is:

The calculation formula for the time that train i that does not stop starts to occupy the departure route is:

From to departure line j to direction The calculation formula for the release time of the departure route occupied by non-stop train i is:

From the direction The calculation formula for the release time of the receiving route occupied by the non-stop train i to the arrival and departure line j is:

The calculation formula for the time it takes for a non-stop train i to start occupying the departure line is:

The calculation formula for the time it takes for a non-stop train i to finish occupying the departure track is:

The station line resources include throat area resources and arrival and departure line resources. According to the occupation time of each train on the station line resources, the occupation time of the corresponding throat area line resources is determined for each arrival and departure line that may be occupied by each train.

Preferably, the step of determining a set of train-arrival and departure line conflict pairs in which any two trains cannot occupy any two arrival and departure lines at the same time based on the route conflict pairs and the occupation time of the station line resources by all trains comprises:

The station line resources include throat area resources and arrival and departure line resources. According to the occupation time of each train on the station line resources, any two trains occupy any two arrival and departure lines. When there is a conflict in the space occupation of the arrival and departure lines, if there is also an overlap in the time occupation, it is determined that the two trains cannot occupy the corresponding arrival and departure line resources at the same time, and the train-arrival and departure line conflict pair sets _Raa , _Rdd and _Rad are generated. _Raa represents the conflict pair set between trains and train receiving routes, and the set element index is: Indicates that train i is from the direction The route to the departure track j is the same as that of train k from the direction The routes to the departure line s conflict in time and space; R _dd represents the set of conflicting pairs between trains and departure routes, and the set element index is: Indicates the direction that train i departs from arrival and departure line j The route is the same as train k departing from the departure line s to the direction The routes conflict in time and space. _Rad represents the set of conflicting pairs between train-connection and departure routes. The set element index is: Indicates that train i is from the direction The route to the arrival and departure track j is the same as the direction that train k departs from the arrival and departure track s. The approaches conflict in both time and space.

Preferably, the said constructing of an arrival and departure line allocation optimization model for a direction-specific high-speed railway hub connecting multiple lines based on the train-arrival and departure line conflict pair set and set constraints comprises:

Based on the train conflict pair set, the route conflict pair and the set constraints, conflict detection is performed on the pick-up route and pick-up route, the departure route and the departure route, and the pick-up route and the departure route of any two trains, and an optimization model for the allocation of arrival and departure lines of the direction-specific high-speed railway hub station connecting multiple lines is constructed;

The objective function of the arrival and departure line allocation optimization model includes balanced use of arrival and departure lines and the shortest travel time of all train stations. The safety constraints of the arrival and departure line allocation optimization model include:

(1) Two trains occupying the same arrival and departure line resources meet certain safety interval standards:

(2) There is no simultaneous occupation of throat resources by two trains in terms of time and space, including between the connecting routes:

Between departure routes:

Between the pick-up route and the departure route:

(3) Technical operation constraints:

Technical operation constraints refer to static line operation constraints. Constraint (6) indicates that trains that need to perform technical operations at the station should be assigned to the arrival and departure lines that can provide the technical operations. Constraints (7) and (8) indicate that trains that do not stop can only be received and dispatched through the main line and trains that stop and pass can only be assigned to the side line. Constraint (9) emphasizes the impact of the station layout on the train's occupation of the arrival and departure lines.

The decision variable logical constraints of the arrival and departure line allocation optimization model are:

The parameter symbols of the arrival and departure line allocation optimization model are explained as follows:

Preferably, the method of solving the arrival and departure line allocation optimization model to obtain the station arrival and departure line allocation plan and the throat area resource utilization plan includes:

The arrival and departure line allocation optimization model is solved by using integer programming commercial solution software to obtain the station arrival and departure line allocation plan of the train, and the throat area resource utilization plan of the train is generated according to the train arrival and departure line allocation plan and the occupation time of the throat area line resources of each train;

The arrival and departure track allocation plan is the time and space occupied by the train on the station arrival and departure track. The horizontal axis represents time, and the vertical axis represents the space representing each track. The model solution results show which track each train occupies, that is, space occupancy-vertical axis, combined with the time occupancy of the train on the arrival and departure track calculated in the preprocessing —The horizontal axis draws the distribution plan of the departure line;

The throat area resource utilization plan reflects the time and space occupation of the station throat area resources by the train. The horizontal axis represents time, and the vertical axis represents the space representing the key resources of the throat area. The train uses the basic route from the approach direction to the designated track and from the designated track to the departure direction. The throat area resources occupied by the train are determined according to the results of the arrival and departure line allocation plan and the direction of train operation. Combined with the occupation time of all trains on the station line resources, the throat area resource utilization plan is generated and drawn.

It can be seen from the technical solutions provided by the above-mentioned embodiments of the present invention that the present invention comprehensively considers the line resources in the throat area of the station and the arrival and departure line resources, determines in advance the compatibility of the arrival and departure lines occupied by trains through the preprocessing technology of resource occupancy conflict detection from a micro perspective, and establishes a simultaneous optimization model for the allocation of uplink and downlink trains to the departure lines from a macro perspective. The model can be directly solved by a commercial solver, which not only ensures the quality but also the efficiency of the solution.

Additional aspects and advantages of the present invention will be given in part in the following description, which will become obvious from the following description, or may be learned through practice of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings required for use in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other accompanying drawings can be obtained based on these accompanying drawings without paying creative work.

FIG1 is a processing flow chart of a method for allocating arrival and departure lines of a high-speed railway hub station connecting multiple lines in different directions provided by an embodiment of the present invention;

FIG2 is a schematic diagram of the layout of a high-speed railway hub station connecting multiple lines in different directions provided by an embodiment of the present invention;

FIG3 is a schematic diagram of a case where a receiving route and a departure route have a spatial conflict, provided by an embodiment of the present invention;

FIG4 is a schematic diagram of a station-to-departure line allocation scheme provided by an embodiment of the present invention;

FIG5 is a schematic diagram of a throat area resource utilization solution provided by an embodiment of the present invention.

DETAILED DESCRIPTION

The embodiments of the present invention are described in detail below, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and cannot be interpreted as limiting the present invention.

It will be understood by those skilled in the art that, unless expressly stated, the singular forms "one", "said", and "the" used herein may also include plural forms. It should be further understood that the term "comprising" used in the specification of the present invention refers to the presence of the features, integers, steps, operations, elements and/or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, elements, components and/or groups thereof. It should be understood that when we refer to an element as being "connected" or "coupled" to another element, it may be directly connected or coupled to the other element, or there may be intermediate elements. In addition, the "connection" or "coupling" used herein may include wireless connection or coupling. The term "and/or" used herein includes any unit and all combinations of one or more associated listed items.

It will be understood by those skilled in the art that, unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as those generally understood by those skilled in the art in the field to which the present invention belongs. It should also be understood that terms such as those defined in common dictionaries should be understood to have meanings consistent with the meanings in the context of the prior art, and will not be interpreted with idealized or overly formal meanings unless defined as herein.

To facilitate understanding of the embodiments of the present invention, several specific embodiments will be further explained below with reference to the accompanying drawings, and each embodiment does not constitute a limitation on the embodiments of the present invention.

The embodiment of the present invention provides a method for optimizing the allocation of arrival and departure lines for a high-speed railway hub station that connects multiple lines by direction, taking into account the utilization of throat area resources and station arrival and departure line resources. From a microscopic perspective, the present invention solves the throat area resource occupation time of each train by providing a calculation method for the occupation time of throat area resources of all trains in different directions when a given train operation diagram is given, and through the preprocessing technology of resource occupation conflict detection considering the throat area line resources of the station given in the present invention, the conflict situation of each train occupying different arrival and departure line resources from a macroscopic perspective is determined, and the arrival and departure line occupation safety constraint conditions (i.e., capacity constraints) are used to avoid the occurrence of conflicts, thereby solving the problem of optimizing the arrival and departure line allocation plan for the high-speed railway hub station that connects multiple lines by direction, and generating a conflict-free throat area occupation plan and arrival and departure line allocation plan.

The preprocessing technology for detecting resource occupancy conflicts by considering the line resources in the throat area of a station of the present invention not only takes into account the occupancy of train resources in the throat area under microscopic conditions, but also provides the convenience of modeling capacity constraints (i.e., safety constraints on the occupancy of arrival and departure line resources) from a macroscopic perspective, thereby enabling the model constructed by the present invention to be directly solved by a commercial solver with high solution quality and fast solution speed.

FIG1 is a processing flow chart of a method for allocating arrival and departure lines of a high-speed railway hub station connecting multiple lines in different directions provided by an embodiment of the present invention, including the following processing steps;

Step S10, obtaining basic information of the train in the train operation diagram, including the scheduled arrival time of the train, the scheduled departure time of the train, and the running direction of the train. The train operation diagram is a diagram of the train operation schedule, which stipulates that each train runs within the section and arrives, departs and passes through the station at a certain time.

Obtain basic information about the station, including station topology, line travel time, safety interval time standards, and route opening time standards.

Step S20: Determine the space conflict of line resources in the throat area of the station.

Figure 2 is a schematic diagram of the layout of a directional high-speed railway hub station connecting multiple lines provided by an embodiment of the present invention. The embodiment of the present invention is for the directional high-speed railway hub station connecting multiple lines shown in Figure 2, and safely and reasonably allocates trains passing through the station as specified in the train operation diagram to the departure lines.

The preprocessing technology is mainly processed from a micro perspective and is divided into three steps. First, based on the station topology map, determine the conflicting pairs of any two routes in the throat area where the line resources occupy space conflicts; second, based on the train information, calculate the occupation time of all trains on the station line resources (including throat area resources and arrival and departure line resources); finally, based on the occupation of time and space in the first two steps, determine the situation where any two trains cannot occupy two arrival and departure lines at the same time due to the conflict of occupying throat area resources or the conflict of occupying arrival and departure line resources, and preprocess to generate a set of train-arrival and departure line conflict pairs, which is convenient for the establishment of the arrival and departure line allocation optimization model from a macro perspective in the later stage. The preprocessing technology involves three core methods:

According to the station topology of the high-speed railway hub station connecting multiple lines, the places where the lines may cross or merge are marked as points. The throat area of all the train receiving routes and departure routes of the station is represented as an ordered point set composed of points. When the point sets representing the throat area of any two routes have the same points, the line resources of the throat area of these two routes conflict in space occupation and cannot be occupied by different trains at the same time.

FIG2 is a schematic diagram of a space conflict between a receiving route and a departure route provided by an embodiment of the present invention. As shown in FIG2, assuming that points 1 and 2 represent the direction A side, the receiving route is from direction A to the departure line 3, and its throat area route resources can be expressed as (A, 3) = {A, B, C, D}, and the departure route is from the departure line 4 to direction A, and its throat area route resources can be expressed as (4, A) = {E, C, B, F, G}. It can be seen that the point sets of the receiving and departure routes (A, 3) and (4, A) in the figure indicate that there are the same points {B, C}, so these two routes are in space conflict and cannot be occupied by two trains at the same time.

Step S30: Determine the station line resource occupancy time.

The station line resources mainly occupied by trains include throat area line resources and station departure line resources, which can be divided into main line and side line. The train route for a stop-through train (or a return train) refers to the route from the station entry signal to the departure line exit signal, the departure route refers to the route from the stop point to the departure throat reverse entry signal, and the passing route of a non-stop train refers to the route from the station entry signal to the departure throat reverse entry signal. In order to reflect the continuity of the route and the needs of later modeling, it is assumed that the stop point is the end point of the train route and the starting point of the departure route for the stop-through train. The passing route of a non-stop train refers to the route from the outermost station entry signal to the outermost reverse entry signal of the departure throat.

According to the station details, all routes have the latest time standard for early opening. For trains that stop at the station, the receiving route should be occupied by the current train in advance for a certain period of time before the arrival time given in the train operation diagram. When the rear of the train passes the reverse exit signal (the exit signal of the opposite train on the same arrival and departure line), the throat area line resources occupied by the train receiving route are unlocked after the buffer time. Similarly, the departure route is also occupied a certain time in advance. When the rear of the train passes the exit signal buffer time, other trains can occupy the corresponding siding resources. When the departure route is completed, the throat area line resources occupied by the train departure route are unlocked after the buffer time. For trains that pass through without stopping, a virtual train stop is introduced on the main line, and the passing route is divided into two parts: the receiving route and the departure route. The receiving route and the departure route of the train that passes through without stopping need to be occupied in advance at the same time. According to the method for determining the station line resource occupation time, the occupation time of each train for the station arrival and departure line resources and the throat area line resources can be determined separately. The specific time calculation includes:

The calculation formula for the time when the train i that stops at the station starts to occupy the receiving train route is:

The calculation formula for the time that the train i that stops at the station starts to occupy the departure route is:

From the direction The calculation formula for the release time of the receiving train route occupied by the stop train i to the arrival and departure line j is:

The calculation formula for the time from the stop train i to the departure track is:

The calculation formula for the time it takes for a train i to stop at a station to finish occupying the departure track is:

From to departure line j to direction The calculation formula for the release time of the departure route occupied by the stop train i is:

The calculation formula for the time that train i that does not stop starts to occupy the connecting route is:

The calculation formula for the time that train i that does not stop starts to occupy the departure route is:

From to departure line j to direction The calculation formula for the release time of the departure route occupied by non-stop train i is:

From the direction The calculation formula for the release time of the receiving route occupied by the non-stop train i to the arrival and departure line j is:

The calculation formula for the time it takes for a non-stop train i to start occupying the departure line is:

The calculation formula for the time it takes for a non-stop train i to finish occupying the departure track is:

The meanings of the various parameters in the above formulas (1)-(12) are given in the following model symbol description.

Step S40: Preprocessing technology for resource occupation conflict detection.

For each train, according to the first two steps, that is, according to the method for determining the station line resource occupation time, the occupation time of the corresponding throat area line resources for each arrival and departure line that it may occupy is determined; according to the method for determining the spatial conflict of the station throat area resource occupation, the corresponding throat area resource space occupation is determined for each arrival and departure line that it may occupy. For any two trains occupying any two arrival and departure lines (which can be the same), when there is a conflict in space occupation, if there is also an intersection in time occupation, then the two trains cannot occupy the corresponding arrival and departure line resources at the same time, thereby pre-processing and generating the train-arrival and departure line conflict pair sets _Raa , _Rdd and _Rad from the macro level. _Raa represents the conflict pair set between trains and receiving train routes, and the set element index is: Indicates that train i is from the direction The route to the departure track j is the same as that of train k from the direction The routes to the departure line s conflict in time and space; R _dd represents the set of conflicting pairs between trains and departure routes, and the set element index is: Indicates the direction that train i departs from arrival and departure line j The route is the same as train k departing from the departure line s to the direction The routes conflict in time and space. _Rad represents the set of conflicting pairs between train-connection and departure routes. The set element index is: Indicates that train i is from the direction The route to the arrival and departure track j is the same as the direction that train k departs from the arrival and departure track s. The approaches conflict in both time and space.

Step S50: construct an optimization model for the allocation of arrival and departure lines for a high-speed railway hub station in different directions connecting multiple lines.

The present invention adopts the flexible use rule of arrival and departure lines, that is, under the condition that technical conditions permit, up and down trains can use any arrival and departure line in the station, so it is necessary to perform conflict detection on the pick-up route and pick-up route, departure route and departure route, and pick-up route and departure route of any two trains. The preprocessing technology takes into account the occupation of throat area resources and determines in advance that trains cannot occupy the corresponding arrival and departure line resources at the same time due to resource occupation conflicts, which greatly facilitates the establishment of the model.

1. Model symbol description

2. Objective Function

The objective function of the arrival and departure line allocation can be diverse, including but not limited to balanced use of arrival and departure lines, shortest travel time for all trains at stations, etc.

3. Constraints

3.1 Security Constraints

Safety constraints are mainly used to constrain resource usage between trains, eliminate conflicts, and ensure that the generated arrival and departure line allocation optimization plan is feasible.

(1) Two trains occupying the same arrival and departure line resources meet certain safety interval standards:

(2) There is no simultaneous occupation of throat resources by two trains in terms of time and space, including between the connecting routes:

Between departure routes:

Between the pick-up route and the departure route

3.2 Technical Operation Constraints

Technical operation constraints refer to static line operation constraints. Constraint (6) indicates that trains that need to perform technical operations at the station should be assigned to the arrival and departure lines that can provide such technical operations. Constraints (7) and (8) indicate that trains that do not stop can only be received and dispatched through the main line and trains that stop and pass can only be assigned to the side line. Constraint (9) emphasizes the impact of the station layout on the train's occupation of the arrival and departure lines.

3.3 Logical Constraints on Decision Variables

Step S50: Using CPLEX or other commercial integer programming software to solve the arrival and departure line allocation optimization model of the high-speed railway hub station connecting multiple lines, and generate the arrival and departure line allocation plan and throat area resource utilization plan

The above-mentioned arrival and departure line allocation optimization model was solved using commercial solving software such as CPLEX, and the arrival and departure line allocation plan was obtained. The throat area resource utilization plan was further generated based on the train's arrival and departure line allocation plan and the occupancy time of the throat area line resources of each train to verify the correctness of the results.

The arrival and departure track allocation plan is the time and space occupied by the train on the station's arrival and departure track. The horizontal axis represents time and the vertical axis represents space (i.e. each track). The model solution results show which track each train occupies (space occupancy-vertical axis), combined with the time occupancy of the train on the arrival and departure track calculated in the preprocessing. —The horizontal axis can be used to draw the distribution plan for the departure line.

The throat area resource utilization plan reflects the time and space occupation of the throat area resources of the station by the train. The horizontal axis represents time and the vertical axis represents space (i.e. each throat area key resource, each throat area switch group is used here to represent each key resource). The train uses the basic route to arrive at the designated track from the incoming direction and depart from the designated track to the departure direction. Therefore, according to the results of the arrival and departure line allocation plan and the train running direction, the throat area resources (space occupation) occupied by the train can be determined. Similarly, the occupation time of all trains on the station line resources determined by the preprocessing technology is generated to draw the throat area resource utilization plan.

Taking the station shown in Figure 2 as an example, the given train information is shown in the following table:

Table 1 Station Train Schedule

The time standards for given stations are shown in the following table:

Table 2 Station time standards

The travel time of the given receiving and dispatching vehicles is shown in the following table

Table 3 Station pick-up and departure route travel time

Finally, the arrival and departure line allocation plan and the throat area resource utilization plan solved by the CPLEX commercial solver are shown in Figures 4 and 5. Figure 4 is the station arrival and departure line allocation plan, Track represents the arrival and departure line number; SG represents the throat area switch group number, the numbers on the line represent the train number, the horizontal axis represents time, and the vertical axis represents the arrival and departure line number. Figure 5 is the throat area resource utilization plan, the numbers on the line represent the train number, the horizontal axis represents time, and the vertical axis represents the arrival and departure line number.

In summary, the embodiments of the present invention comprehensively consider the occupation of line resources in the throat area and the occupation of arrival and departure line resources for the distribution of arrival and departure lines at high-speed railway hubs in different directions connecting multiple lines, and provide detailed calculation formulas for the occupation time of station resources by trains that stop and trains that do not stop. A preprocessing technology for resource occupation conflict detection is proposed. From a microscopic perspective, the compatibility of the occupation of arrival and departure lines between trains is determined in advance through the preprocessing technology for resource occupation conflict detection, providing the convenience of macroscopic modeling, and constructing a simultaneous optimization model for the distribution of arrival and departure lines for uplink and downlink trains from a macroscopic perspective, ensuring the feasibility of the results. With the help of preprocessing technology, the model can be quickly solved in a commercial solver, which improves both the quality and efficiency of the solution.

The present invention takes into account the utilization of line resources in the throat area and arrival and departure lines of the station, determines the compatibility of trains occupying the arrival and departure lines in advance from a micro perspective, analyzes in detail the occupation of station resources by trains that stop at the station and trains that pass through without stopping, and gives a calculation formula to ensure the rationality and reliability of resource utilization. A preprocessing technology is proposed to achieve modeling from a macro perspective, but it can ensure the effectiveness of line resource occupation from a micro perspective. Through the research object, for the high-speed railway hub stations in different directions connecting multiple lines, from the planning level, the trains with arrival and departure times are reasonably and safely allocated to the arrival and departure lines for a given train operation diagram.

Those skilled in the art can understand that the accompanying drawings are only schematic diagrams of one embodiment, and the modules or processes in the accompanying drawings are not necessarily required to implement the present invention.

It can be known from the description of the above implementation mode that those skilled in the art can clearly understand that the present invention can be implemented by means of software plus a necessary general hardware platform. Based on such an understanding, the technical solution of the present invention can be essentially or partly contributed to the prior art in the form of a software product, which can be stored in a storage medium such as ROM/RAM, a magnetic disk, an optical disk, etc., and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in the various embodiments of the present invention or some parts of the embodiments.

Each embodiment in this specification is described in a progressive manner, and the same or similar parts between the embodiments can refer to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device or system embodiment, since it is basically similar to the method embodiment, the description is relatively simple, and the relevant parts can refer to the partial description of the method embodiment. The device and system embodiments described above are merely schematic, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

The above is only a preferred specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any changes or substitutions that can be easily thought of by a person skilled in the art within the technical scope disclosed by the present invention should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims (2)

1. A method for allocating arrival and departure lines of a high-speed railway hub station connecting multiple lines in different directions, characterized by comprising: Get the basic information of the train in the train operation diagram and the basic information of the station; Determine the route conflict pairs with conflicting space occupation of throat area line resources according to the station topology map; calculate the occupation time of station line resources by all trains according to the basic information of the trains; determine the train-arrival and departure line conflict pair set in which any two trains cannot occupy any two arrival and departure lines at the same time according to the route conflict pairs and the occupation time of station line resources by all trains; Based on the train-arrival and departure line conflict pair set and the set constraints, an arrival and departure line allocation optimization model for the direction-specific high-speed railway hub station connecting multiple lines is constructed; Solving the arrival and departure line allocation optimization model to obtain the station arrival and departure line allocation plan and the throat area resource utilization plan; The route conflict pairs that have conflicting line resource occupation spaces in the throat area are determined according to the station topology diagram, including: According to the station topology diagram of the high-speed railway hub station connecting multiple lines, the places where the lines may cross or merge are marked as points, and the throat area of all the train receiving routes and departure routes of the station are represented as an ordered point set composed of points. When the point sets of the throat area of any two routes have the same points, the two routes are determined to be a route conflict pair with a conflict in the occupation space of the throat area line resources; The above-mentioned calculation of the occupation time of station line resources by all trains based on the basic information of the trains includes: The route for trains passing through the station without stopping refers to the route for trains from the station entry signal to the station exit signal on the arrival and departure line; the route for trains leaving the station refers to the route for trains from the parking point to the reverse station entry signal at the throat of the departure end; the route for trains passing through the station without stopping refers to the route for trains from the station entry signal to the reverse station entry signal at the throat of the departure end; For trains that pass through without stopping, a virtual train stop is introduced on the main line, and the passing route is divided into a receiving route and a departure route. Both the receiving route and the departure route of the train that passes through without stopping need to be occupied in advance. The calculation formula for the time when the train i that stops at the station starts to occupy the receiving train route is: The calculation formula for the time that the train i that stops at the station starts to occupy the departure route is: From the direction The calculation formula for the release time of the receiving train route occupied by the stop train i to the arrival and departure line j is: The calculation formula for the time from the stop train i to the departure track is: The calculation formula for the time it takes for a train i to stop at a station to finish occupying the departure track is: From to departure line j to direction The calculation formula for the release time of the departure route occupied by the stop train i is: The calculation formula for the time that train i that does not stop starts to occupy the connecting route is: The calculation formula for the time that train i that does not stop starts to occupy the departure route is: From to departure line j to direction The calculation formula for the release time of the departure route occupied by non-stop train i is: From the direction The calculation formula for the release time of the receiving route occupied by the non-stop train i to the arrival and departure line j is: The calculation formula for the time it takes for a non-stop train i to start occupying the departure line is: The calculation formula for the time it takes for a non-stop train i to finish occupying the departure track is: The station line resources include throat area resources and arrival and departure line resources. According to the occupation time of each train on the station line resources, the occupation time of the corresponding throat area line resources is determined for each arrival and departure line that each train may occupy; The train-arrival and departure line conflict pair set in which any two trains cannot occupy any two arrival and departure lines at the same time is determined according to the route conflict pairs and the occupation time of the station line resources by all trains, including: The station line resources include throat area resources and arrival and departure line resources. According to the occupation time of each train on the station line resources, any two trains occupy any two arrival and departure lines. When there is a conflict in the space occupation of the arrival and departure lines, if there is also an overlap in the time occupation, it is determined that the two trains cannot occupy the corresponding arrival and departure line resources at the same time, and the train-arrival and departure line conflict pair sets R _aa , R _dd and R _ad are generated. R _aa represents the set of conflict pairs between train and connecting routes, and the set element index is: Indicates that train i is from the direction The route to the departure track j is the same as that of train k from the direction The routes to the departure line s conflict in time and space; R _dd represents the set of conflicting pairs between trains and departure routes, and the set element index is: Indicates the direction that train i departs from arrival and departure line j The route is the same as train k departing from the departure line s to the direction The routes conflict in time and space. _Rad represents the set of conflicting pairs between train-connection and departure routes. The set element index is: Indicates that train i is from the direction The route to the arrival and departure track j is the same as the direction that train k departs from the arrival and departure track s. The routes conflict in both time and space; The said constructing of an arrival and departure line allocation optimization model for a directional high-speed railway hub connecting multiple lines based on the train-arrival and departure line conflict pair set and the set constraints includes: Based on the train conflict pair set, the route conflict pair and the set constraints, conflict detection is performed on the pick-up route and pick-up route, the departure route and the departure route, and the pick-up route and the departure route of any two trains, and an optimization model for the allocation of arrival and departure lines of the direction-specific high-speed railway hub station connecting multiple lines is constructed; The objective function of the arrival and departure line allocation optimization model includes balanced use of arrival and departure lines and the shortest travel time of all train stations. The safety constraints of the arrival and departure line allocation optimization model include: (1) Two trains occupying the same arrival and departure line resources meet certain safety interval standards: (2) There is no simultaneous occupation of throat resources by two trains in terms of time and space, including between the connecting routes: Between departure routes: Between the pick-up route and the departure route: (3) Technical operation constraints: Technical operation constraints refer to static line operation constraints. Constraint (6) indicates that trains that need to perform technical operations at the station should be assigned to the arrival and departure lines that can provide the technical operations. Constraints (7) and (8) indicate that trains that do not stop can only be received and dispatched through the main line and trains that stop and pass can only be assigned to the side line. Constraint (9) emphasizes the impact of the station layout on the train's occupation of the arrival and departure lines. The decision variable logical constraints of the arrival and departure line allocation optimization model are: The parameter symbols of the arrival and departure line allocation optimization model are explained as follows: The method of solving the arrival and departure line allocation optimization model to obtain the station arrival and departure line allocation plan and the throat area resource utilization plan includes: The arrival and departure line allocation optimization model is solved by using integer programming commercial solution software to obtain the station arrival and departure line allocation plan of the train, and the throat area resource utilization plan of the train is generated according to the train arrival and departure line allocation plan and the occupation time of the throat area line resources of each train; The arrival and departure track allocation plan is the time and space occupied by the train on the station arrival and departure track. The horizontal axis represents time, and the vertical axis represents the space representing each track. The model solution results show which track each train occupies, that is, space occupancy-vertical axis, combined with the time occupancy of the train on the arrival and departure track calculated in the preprocessing —The horizontal axis draws the distribution plan of the departure line; The throat area resource utilization plan reflects the time and space occupation of the station throat area resources by the train. The horizontal axis represents time, and the vertical axis represents the space representing the key resources of the throat area. The train uses the basic route to arrive at the designated track from the approach direction and depart from the designated track to the departure direction. The throat area resources occupied by the train are determined according to the results of the arrival and departure line allocation plan and the direction of train operation. Combined with the occupation time of all trains on the station line resources, the throat area resource utilization plan is generated and drawn. 2. The method according to claim 1 is characterized in that the basic information of the train in the train operation diagram includes: the scheduled arrival time of the train, the scheduled departure time of the train and the direction of the train; the basic information of the station includes the station topology map, line running time, safety interval time standard and route opening time standard.