CN113743644B - General calculation method for passing capacity of high-speed railway - Google Patents

General calculation method for passing capacity of high-speed railway Download PDF

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CN113743644B
CN113743644B CN202110801856.9A CN202110801856A CN113743644B CN 113743644 B CN113743644 B CN 113743644B CN 202110801856 A CN202110801856 A CN 202110801856A CN 113743644 B CN113743644 B CN 113743644B
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CN113743644A (en
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刘敏
李博
郑平标
林枫
安迪
魏然
刘晓溪
杨晓
孙鹏举
花伟
鲍晶晶
李桥
戎亚萍
周进
张新
范家鸣
郭一唯
王睿
邱莹辉
向思彤
贺俊源
徐永斌
袁午阳
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China Academy of Railway Sciences Corp Ltd CARS
China State Railway Group Co Ltd
Transportation and Economics Research Institute of CARS
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China State Railway Group Co Ltd
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Abstract

A general calculation method for the passing capacity of a high-speed railway comprises the following steps: A. preparing basic data; wherein the basic data includes: road network data, train operation diagram parameters, a current train operation diagram, a train structure scheme and processing flow parameters; B. generating a train operation diagram; generating a train operation diagram comprises three processes of compiling, adjusting and encrypting; C. evaluating a train operation diagram; and calculating the matching degree of each train operation diagram generated by compiling and the train structure scheme, so as to be convenient for accurately determining the passing capacity. The invention is suitable for stations and lines (sections), can describe various complex transport organization conditions under the high-speed railway network forming condition based on a train structure scheme, and has close association with the passing capacity; the actual or residual passing capacity can be calculated by recompiling or encrypting the current train running diagram; the full day or peak hour throughput capability can be calculated by compiling a regular or periodic train operating map.

Description

General calculation method for passing capacity of high-speed railway
Technical Field
The invention relates to the technical field of railway operation management, in particular to a general calculation method for the passing capacity of a high-speed railway.
Background
The traditional railway throughput capacity calculation method is originated from a common speed railway, and different methods are adopted aiming at stations and lines (sections). The station trafficability calculation method mainly comprises a utilization rate method and a graphical method. The value of the key parameter in the utilization rate method has subjectivity, and the practicability of the calculation result is general. The graphical method needs to manually lay a station-to-departure line application scheme, the calculation result is accurate, and a great amount of time and energy are consumed for the hub station. The method for calculating the passing capacity of the line (section) mainly comprises a deduction coefficient method, an average minimum train interval time method, a direct calculation method and a graphical method. The subtraction coefficient method is based on a parallel operation diagram of a reference train, and needs to consider various possible situations including different speed levels, stop schemes, overrun schemes and the like, so that it is difficult to accurately calculate the subtraction coefficient. The determination of part of indexes in the average minimum train interval time method is subjective, and part of indexes need to be determined through statistical analysis after a period of actual operation, so that the method is difficult to be applied to newly-built lines. The direct calculation method is mainly applied to intervals, needs to consider the proportion of different types of train combinations, and is difficult to consider the situations of overtaking and the like. The graphical method needs to manually lay and draw the train running chart and requires expert knowledge and rich experience.
The method is oriented to the high-speed railway station and line (section) passing capacity calculation, the existing research is mainly developed around the traditional method, and the reasonable value taking of key parameters (such as air cost coefficient in a utilization rate method and deduction coefficient in a deduction coefficient method) and the like are focused. Generally speaking, the applicability of the traditional method to the high-speed railway is not known in common, particularly, under the condition of high-speed railway network formation, a line often runs a local line and an over-line train with various speed levels, a marshalling mode, a running frequency and a station-stopping frequency, the complex transportation organization condition can be processed by the trafficability calculation method, and the calculation result can reflect and match the train structure information, which is not possessed by the traditional method.
Patent CN201810071583.5 proposes a high-speed railway passing capacity calculation method considering multiple resource constraints, and may consider factors such as a station stop scheme, an operation diagram structure, redundancy and buffer time layout conditions. Patent CN201911284084.5 proposes a method and a system for calculating passing capacity of a high-speed railway, which can calculate the extra occupied time of train stop under the condition of passing or not, and reflect the influence of train stop on the passing capacity. Patent cn201711325182.X proposes a high-speed railway passing capacity calculation and analysis method, which processes data by utilizing a passing capacity calculation and analysis system and a manual adjustment means in consideration of the application of a departure line and a motor train unit.
Disclosure of Invention
In order to solve the problems in the prior art, the invention provides a general calculation method for the passing capacity of a high-speed railway. The invention is not only suitable for stations and lines (sections), but also can describe various complex transport organization conditions under the high-speed railway network forming condition based on a train structure scheme, and the passing capacity is closely related to the complex transport organization conditions; the actual or residual passing capacity can be calculated by recompiling or encrypting the current train running diagram; the passing capacity of the whole day or peak hour can be calculated by compiling a conventional or periodic train operation diagram; the train operation diagram generated by compiling can simultaneously comprise a train bottom traffic route scheme and a station arrival and departure line application scheme, and coordinated utilization of the point-line passing capacity is realized.
In order to achieve the purpose, the invention provides a general calculation method for the passing capacity of a high-speed railway, which comprises the following steps:
A. preparing basic data; wherein the basic data includes: road network data, train operation diagram parameters, a current train operation diagram, a train structure scheme and processing flow parameters; the road network data mainly comprises topological structure data of stations and lines; the train operation diagram parameters are basic parameters for compiling the train operation diagram and comprise interval operation time division, additional time division for starting and stopping of the train, interval time division for tracking the section, interval time division for first arrival and later communication and first communication and later transmission of the train and the like of trains with different speed levels; the train structure scheme is train structure information closely related to a train operation diagram and passing capacity, and can be used for describing complex transportation organization conditions of stations and lines (sections) at the same time; the processing flow parameters mainly specify the type, content and quantity of the generated train operation diagram;
B. generating a train operation diagram; the method comprises the steps of generating a train operation diagram, wherein the three steps of compiling, adjusting and encrypting are included, and when the actual passing capacity is calculated, the three steps of compiling, adjusting and encrypting are executed in sequence; when calculating the remaining throughput, only performing an encryption process; the encryption process is completely the same as the compiling process;
C. evaluating a train operation diagram; calculating the matching degree of each train operation diagram generated by compiling and the train structure scheme, so as to conveniently and accurately determine the passing capacity; respectively calculating the matching degree of the running scheme and the station stopping scheme aiming at two core indexes of the running quantity proportion and the station stopping proportion, wherein the average value of the running scheme and the station stopping scheme is the matching degree of a train running chart; when the passing capacity of the station is calculated, the starting scheme and the stopping scheme of the train structure scheme are relatively simple and fixed; and when the remaining passing capacity is calculated, the calculation is carried out based on the current train operation diagram.
Preferably, in the step a, when the road network data is prepared, if the departure line is taken into consideration when the train operation diagram is prepared, the station route (interlocking table) data should be included; when train operation diagram parameters are prepared, if the train bottom intersection is considered at the same time, the train operation diagram further comprises train bottom connection interval time division range parameters, and if the train departure is considered at the same time, the train operation diagram parameters further comprise route occupation time division and/or cross route interval time division parameters; when calculating the remaining passing capacity, the current train operation diagram should be encrypted.
In any of the above schemes, preferably, in step a, the process flow parameters specifically include:
(1) And (3) period: 0-4 hours; when the current time is 0, compiling a conventional train operation diagram, and calculating the all-day passing capacity; when the peak hour passing capacity is 1-4 hours, compiling a periodic train operation diagram, and calculating the peak hour passing capacity; when the remaining passing capacity is calculated, the current train operation diagram is encrypted, and the parameter is invalid;
(2) Whether the intersection of the train bottom is considered: whether the generated train operation diagram contains a train bottom traffic route scheme or not is compiled; when the passing capacity of the station is calculated, the intersection of the train bottom is not considered;
(3) Whether to consider a hair line: whether the generated train operation diagram contains a station arrival and departure line application scheme or not is compiled; when the passing capacity of a station is calculated, a departure line must be considered;
(4) Considering the departure station set: when the departure line is considered, designating a station set considering the departure line; when the passing capacity of a station is calculated, the station must be included;
(5) The repetition times are as follows: and a plurality of train operation diagrams are compiled and generated, so that the passing capacity can be accurately determined.
In any of the above aspects, preferably, in step B, the main steps include:
(1) Updating the train structure unit alternative set; if the current train is the first train at the bottom of the first train, the alternative set comprises all train structure units; if the intersection at the bottom of the train is considered, after 1 new train is added each time, updating the alternative set of the next train to be connected; if the train structural unit specifies the maximum running number, deleting the train structural unit by the alternative set after the maximum running number is reached;
(2) Randomly selecting a train structure unit; normalizing the selection probability of the alternative concentrated train structure units according to the operation quantity proportion parameters, randomly selecting the train structure units, and determining information of the speed level and the operation path of a new train;
(3) Randomly generating a station stopping scheme; randomly generating a station stopping scheme of each intermediate station on the new train running path according to the station stopping proportion parameters of the station stopping class information of the selected train structure unit; when setting the parameters of the expected station number, in timeAdjusting the station stopping probability; assume that the number of trains already driven of the selected train configuration i is x i Column, number of stops at intermediate station j is y j The station-stopping ratio parameter is a j The expected number of stops parameter is b j The stop probability of the middle stop j is as follows:
Figure BDA0003164993140000041
(4) Determining an order of opening
Keeping the running sequence of the existing train, adopting an encryption model to optimize and solve the running sequence of the new train without considering the departure line, and adding the new train into the train running chart;
(5) Determining a arrival line; if the sending line is not considered, skipping the step; if the departure line is considered, keeping the operation sequence of all trains and the application scheme of the station to the departure line, and optimizing and solving the application scheme of the station to the departure line of the new train by adopting an encryption model;
(6) Adjusting the opening sequence and the arrival line; keeping the operation sequence and the application scheme of the station to the departure line of other trains, keeping the stop scheme of all the trains, and optimally solving the operation sequence and the operation scheme of the station to the departure line of the selected train by adopting an encryption model and taking the current train operation diagram as an initial feasible solution.
In any of the above aspects, it is preferable that in step C, the main steps include:
(1) Designing a matching degree calculation method based on relative deviation; the relative deviation is the ratio of the absolute deviation to a set proportion parameter;
(2) Calculating the matching degree of the running scheme; the train structure units with relatively fixed train running number do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the proportional parameter of the running number of the train structure unit I in the set I is y i The actual ratio of the number of lines is x i And the matching degree of the starting scheme of the train structure unit i is as follows:
S i ＝max{0,1-|x i -y i |/y i } (2)
train with wheelsThe matching degree of the operation scheme of the operation diagram is S i Average value of (d):
Figure BDA0003164993140000051
(3) Calculating the matching degree of the station stopping scheme; the train structure units fixed in the train stop scheme do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the actual running number of the train structure unit i is x i The intermediate station set of the station stopping scheme generated in a random mode is J, and the station stopping proportion parameter of the intermediate station J is y j The actual stop ratio is z j And the matching degree of the stop scheme of the middle station j is as follows:
s j ＝max{0,1-|y j -z j |/z j } (4)
the matching degree of the stop scheme of the train structure unit i is s j Average value of (d):
Figure BDA0003164993140000061
the matching degree of the stop scheme of the train operation diagram is S i The weight is the actual running number of the train structure unit:
Figure BDA0003164993140000062
in any of the above schemes, preferably, the encryption model is a mixed integer linear programming model, and is used for adding 1 train of new trains into the train operation diagram or adjusting the running sequence of 1 train; the method meets various requirements of a train structure scheme, aims at maximizing the utilization of the passing capacity, keeps a stop scheme, a running sequence, a continuing scheme and a station arrival and departure line application scheme of the existing train, and optimizes and solves the station arrival and departure time, the running sequence, the station arrival and departure line application scheme and the stop scheme of a new train.
In any of the above schemes, preferably, the method further comprises optimizing the encryption model, with the optimization goals being:
(1) The time division of all trains in the whole running process is minimum; the number of train stops is reduced as much as possible, and the train stop time is shortened:
Figure BDA0003164993140000063
(2) The latest operation time of all stations is as early as possible; and the new train is started by fully utilizing the running clearance between the existing trains:
Figure BDA0003164993140000064
(3) All the access paths have the largest weight; setting this target in view of the hairline; the access weight is based on the number of parallel accesses, the new train preferentially adopts the access with higher weight, and more parallel accesses are reserved for the following trains:
Figure BDA0003164993140000071
in any of the above solutions, preferably, the method further includes performing basic constraints on the encryption model, including:
(1) Time division constraint of train interval operation: train t i Passing through directed interval e i,j When it is satisfied with
Figure BDA0003164993140000072
(2) Train stop time restriction: train t i Via an intermediate station s i,j When 1<j<|S i L satisfy
Figure BDA0003164993140000073
(3) Time division constraint of train interval operation interval: different vehicle bottomsTwo trains t i And t u Through the same directed interval e u ＝e i,j ＝e a，b When it is satisfied
Figure BDA0003164993140000074
Figure BDA0003164993140000075
(4) And (3) vehicle bottom connection interval time division constraint: when considering the cross road of the train bottom, the trains t on the same train bottom i And continuing the train t j Satisfy the requirement of
Figure BDA0003164993140000076
In any of the above solutions, preferably, the method further includes performing routing constraint on the cryptographic model, including:
(1) And (3) route occupation constraint: two trains t with different bottoms i And t a At the same station s u ＝s i，j ＝s a,b Two routes r i,j,k And r a，b,c When there is a physical conflict, the occupation sequence is
Figure BDA0003164993140000077
1 represents a route r i,j,k At r is a,b,c Before, satisfy->
Figure BDA0003164993140000081
Figure BDA0003164993140000082
(2) Arrival and departure line occupation constraint: two trains t at different bottoms i And t a Occupying the same station s u ＝s i,j ＝s a,b Is identical toHair line p i,j ＝p a,b When, make the occupation sequence as
Figure BDA0003164993140000083
1 represents a train t i At t a Before, satisfy
Figure BDA0003164993140000084
Figure BDA0003164993140000085
(3) Time division constraint from sending to sending line to interval: two trains t at different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Stopping station, occupying the same arrival line p i,j ＝p a,b When there is no physical conflict between the receiving and departure routes, the occupation sequence is set as
Figure BDA0003164993140000086
1 denotes a train t i At t a Before, satisfy
Figure BDA0003164993140000087
Figure BDA0003164993140000088
(4) Cross route interval time-division constraint: two trains t with different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Stopping and receiving vehicle approach r i,j,k And departure route r a,b,c When there is a physical conflict, make the occupied sequence be
Figure BDA0003164993140000089
1 represents a route r i,j,k At r is a，b，c Before, satisfy
Figure BDA00031649931400000810
In any of the above schemes, preferably, the station and directed interval sets of the road network are S and E, S i ∈S，e i E belongs to E; station s i The same line to the hair is divided into
Figure BDA00031649931400000811
Early-to-late and early-to-late minimum interval time of crossing route is divided into->
Figure BDA00031649931400000812
And &>
Figure BDA00031649931400000813
The constant d is 1 day long; the train structure scheme is V, V i e.V, train structural unit V i Is divided according to the minimum departure interval of the train>
Figure BDA00031649931400000814
The train set is T, T i E.g. T, n = | T | column, new train is last column T n (ii) a Train t i The station and the directed section are collected as S i And E i ，s i,j ∈S i ，e i,j ∈E i (ii) a At station s i,j The stop scheme is
Figure BDA0003164993140000091
1 denotes a stop and an arrival and departure time of->
Figure BDA0003164993140000092
And &>
Figure BDA0003164993140000093
If the station is stopped, the time division range of the station stopping is
Figure BDA0003164993140000094
In the directed interval e i,j Pure operation and maximum of on slow lines is divided into>
Figure BDA0003164993140000095
And &>
Figure BDA0003164993140000096
The additional time of starting and stopping the vehicle is divided into
Figure BDA0003164993140000097
And &>
Figure BDA0003164993140000098
Train t i And t a Through the same directed interval e u ＝e i,j ＝e a,b When the operation sequence is->
Figure BDA0003164993140000099
1 represents a train t i Based on the preceding operation, the division into ^ based on departure and arrival at a minimum interval>
Figure BDA00031649931400000910
And &>
Figure BDA00031649931400000911
0 represents a train t a Based on the preceding operation, the division into ^ based on departure and arrival at a minimum interval>
Figure BDA00031649931400000912
And &>
Figure BDA00031649931400000913
According to train time, station s i Is &>
Figure BDA00031649931400000914
When considering the cross-road at the bottom of the train, the train t i And continuing train t j Is divided into->
Figure BDA00031649931400000915
Taking into account the departure time, the train t i At station s i,j Is R i,j ，r i,j,k ∈R i,j Occupation of arrival-departure line is p i,j Go on way r i,j,k Has a weight of w i,j,k Occupancy start and end times are->
Figure BDA00031649931400000916
And &>
Figure BDA00031649931400000917
The start and end of the occupancy into the outgoing line are pickand place>
Figure BDA00031649931400000918
And &>
Figure BDA00031649931400000919
The beneficial effects of the invention are as follows:
1. the invention is suitable for stations and lines (sections), can describe various complex transport organization conditions under the high-speed railway network forming condition based on a train structure scheme, and has close association with the passing capacity; the actual or residual passing capacity can be calculated by recompiling or encrypting the current train running diagram; the passing capacity of the whole day or peak hour can be calculated by compiling a conventional or periodic train operation diagram; the train operation diagram generated by compiling can simultaneously comprise a train bottom traffic route scheme and a station arrival and departure line application scheme, and coordinated utilization of the point-line passing capacity is realized.
2. The method can provide reasonable suggestions for the optimization of the train operation diagram structure, and has the advantages of high calculation efficiency, reality, reliability, comprehensive consideration factors, and good operability and universality.
3. The invention overcomes the limitation of the past passing capacity calculation in the calculation and analysis process, improves the reliability of the high-speed railway passing capacity calculation result, and has obvious popularization and application values.
Drawings
FIG. 1 is a process flow framework diagram for generating a train running chart in a general calculation method for high speed railway passing capacity according to the present invention;
fig. 2 is a graph of a train operation diagram matching degree calculation method based on relative deviation in the high speed railway trafficability general calculation method according to the present invention.
Detailed Description
The technical solutions of the present application will be described in detail below with reference to the detailed description of the present application and the accompanying drawings, but the following examples are only for the understanding of the present invention, the examples and features of the examples in the present application can be combined with each other, and the present application can be implemented in many different ways as defined and covered by the claims.
Example 1
A general calculation method for the passing capacity of a high-speed railway comprises the following steps:
A. preparing basic data; wherein the basic data includes: road network data, train operation diagram parameters, a current train operation diagram, a train structure scheme and processing flow parameters; the road network data mainly comprises topological structure data of stations and lines; the train operation diagram parameters are basic parameters for compiling the train operation diagram and comprise interval operation time division, additional time division for starting and stopping of the train, interval time division for tracking the section, interval time division for first arrival and later communication and first communication and later transmission of the train and the like of trains with different speed levels; the train structure scheme is train structure information closely related to a train operation diagram and passing capacity, and can be used for describing complex transportation organization conditions of stations and lines (sections) at the same time; the processing flow parameters mainly specify the type, content and quantity of the generated train operation diagram;
B. generating a train operation diagram; the generation of the train operation diagram comprises three processes of compiling, adjusting and encrypting, and is shown in figure 1. When the actual passing capacity is calculated, three processes of compiling, adjusting and encrypting are executed in sequence; when calculating the remaining throughput, only performing an encryption process; the encryption process is completely the same as the compiling process;
C. evaluating a train operation diagram; calculating the matching degree of each train operation diagram generated by compiling and the train structure scheme, so as to conveniently and accurately determine the passing capacity; respectively calculating the matching degree of the starting scheme and the stopping scheme aiming at two core indexes of the starting number proportion and the stopping proportion, wherein the average value of the starting scheme and the stopping scheme is the matching degree of a train operation diagram; when the passing capacity of the station is calculated, the starting scheme and the stopping scheme of the train structure scheme are relatively simple and fixed; and when the remaining passing capacity is calculated, the calculation is carried out based on the current train operation diagram.
In step a, when preparing road network data, if a train running chart is prepared, a departure line is considered, and station route (interlocking table) data is included; when train operation diagram parameters are prepared, if the train bottom intersection is considered at the same time, the train operation diagram further comprises train bottom connection interval time division range parameters, and if the train departure is considered at the same time, the train operation diagram parameters further comprise route occupation time division and/or cross route interval time division parameters; when calculating the remaining passing capacity, the current train operation diagram should be encrypted.
In step a, the process flow parameters specifically include:
(1) Cycle: 0-4 hours; when the current time is 0, compiling a conventional train operation diagram, and calculating the all-day passing capacity; when the peak hour passing capacity is 1-4 hours, a periodic train operation diagram is compiled, and the peak hour passing capacity is calculated; when the remaining passing capacity is calculated, the current train operation diagram is encrypted, and the parameter is invalid;
(2) Whether consider the vehicle bottom traffic road: whether the generated train operation diagram contains a train bottom intersection scheme or not is compiled; when the passing capacity of the station is calculated, the intersection of the train bottom is not considered;
(3) Whether hair line is considered: whether the generated train operation diagram contains a station arrival and departure line application scheme or not is compiled; when the passing capacity of a station is calculated, a departure line must be considered;
(4) Considering the departure station set: when the departure line is considered, a station set considering the departure line is specified; when the passing capacity of a station is calculated, the station must be included;
(5) The number of repetitions: and a plurality of train operation diagrams are compiled and generated, so that the passing capacity can be accurately determined.
In step B, the main steps include:
(1) Updating the train structure unit alternative set; if the current train is the first train at the bottom of the first train, the alternative set comprises all train structure units; if the train bottom intersection is considered, after 1 new train is added each time, updating the alternative set of the next continuous train; if the train structure unit specifies the maximum running number, deleting the train structure unit by the alternative set after the maximum running number is reached;
(2) Randomly selecting a train structure unit; normalizing the selection probability of the alternative concentrated train structure units according to the operation quantity proportion parameters, randomly selecting the train structure units, and determining information of the speed level and the operation path of a new train;
(3) Randomly generating a station stopping scheme; randomly generating a stop scheme of each intermediate station on the driving path of the new train according to the stop proportion parameters of the stop class information of the selected train structure unit; when the number parameter of the expected station stopping is set, the station stopping probability is adjusted timely; assume that the number of trains already in operation of the selected train configuration i is x i The number of stops at the intermediate station j is y j The station-stopping ratio parameter is a j The expected number of stops parameter is b j The stop probability of the middle stop j is as follows:
Figure BDA0003164993140000121
(4) Determining an order of opening
Keeping the running sequence of the existing train, optimizing and solving the running sequence of the new train by adopting an encryption model without considering the departure line, and adding the new train into a train operation diagram;
(5) Determining a hair arrival line; if the line is not considered, skipping the step; if the departure line is considered, keeping the operation sequence of all trains and the application scheme of the station to the departure line, and optimizing and solving the application scheme of the station to the departure line of the new train by adopting an encryption model;
(6) Adjusting the opening sequence and the arrival line; keeping the operation sequence and the application scheme of the station to the departure line of other trains, keeping the stop scheme of all the trains, and optimally solving the operation sequence and the operation scheme of the station to the departure line of the selected train by adopting an encryption model and taking the current train operation diagram as an initial feasible solution.
In step C, the main steps include:
(1) A matching degree calculation method based on the relative deviation is designed as shown in fig. 2. The relative deviation is the ratio of the absolute deviation to a set proportion parameter;
(2) Calculating the matching degree of the running scheme; the train structure units with relatively fixed train running number do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the proportional parameter of the running number of the train structure unit I in the set I is y i The actual ratio of the number of lines is x i And the matching degree of the starting scheme of the train structure unit i is as follows:
S i ＝max{0,1-|x i -y i |/y i } (2)
the matching degree of the operation scheme of the train operation diagram is S i Average value of (a):
Figure BDA0003164993140000131
(3) Calculating the matching degree of the station stopping scheme; the train structure units fixed in the train stop scheme do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the actual number of the train structure units i is x i The intermediate station set of the station stopping scheme (station stopping or passing) generated in a random mode is J, and the station stopping proportion parameter of the intermediate station J is y j The actual stop ratio is z j The matching degree of the stop scheme of the middle station j is as follows:
s j ＝max{0，1-|y j -z j |/z j } (4)
the matching degree of the stop scheme of the train structure unit i is s j Average value of (d):
Figure BDA0003164993140000132
the matching degree of the stop scheme of the train operation diagram is S i The weight is the actual running number of the train structure unit:
Figure BDA0003164993140000133
the encryption model is a mixed integer linear programming model and is used for adding 1 train of new trains into the train operation diagram or adjusting the starting sequence of 1 train; the method meets various requirements of a train structure scheme, aims at maximizing the utilization of the passing capacity, keeps a stop scheme, a running sequence, a continuing scheme and a station to departure line application scheme of the existing train, and optimizes and solves the station to departure time, the running sequence, the station to departure line application scheme and the stop scheme of the new train.
Further comprises the step of optimizing the encryption model, wherein the optimization target is as follows:
(1) The time division of all trains in the whole running process is minimum; the number of train stops is reduced as much as possible, and the train stop time is shortened:
Figure BDA0003164993140000141
(2) The latest operation time of all stations is as early as possible; and the new train is started by fully utilizing the running clearance between the existing trains:
Figure BDA0003164993140000142
(3) All the entry weights are maximum; setting this target in view of the hairline; the access weight is based on the number of parallel accesses, the new train preferentially adopts the access with higher weight, and more parallel accesses are reserved for the following trains:
Figure BDA0003164993140000143
in any of the above solutions, preferably, the method further includes performing basic constraints on the encryption model, including:
(1) Time division constraint for train interval operation: train t i Through a directed interval e i，j When it is satisfied
Figure BDA0003164993140000144
(2) Train stop time restriction: train t i Via an intermediate station s i，j When 1<j<|S i L satisfy
Figure BDA0003164993140000151
(3) Time division constraint of train interval operation interval: two trains t at different bottoms i And t u Passing through the same directed interval e u ＝e i,j ＝e a，b When it is satisfied
Figure BDA0003164993140000152
Figure BDA0003164993140000153
(4) And (3) vehicle bottom connection interval time division constraint: when considering the intersection of the train bottom and the train t at the same train bottom i And continuing the train t j Satisfy the requirement of
Figure BDA0003164993140000154
Further comprising issuing a line constraint on the cryptographic model, comprising:
(1) And (3) route occupation constraint: two trains t with different bottoms i And t a At the same station s u ＝s i，j ＝s a，b Two routes r i，j，k And r a，b，c When there is a physical conflict, make the occupied sequence be
Figure BDA0003164993140000155
1 denotes a route r i，j，k At r a,b，c Before, satisfy
Figure BDA0003164993140000156
Figure BDA0003164993140000157
(2) Arrival line occupancy constraints: two trains t with different bottoms i And t a Occupying the same station s u ＝s i，j ＝s a，b Is the same as the arrival line p i，j ＝p a，b When, make the occupation sequence as
Figure BDA0003164993140000158
1 denotes a train t i At t a Before, satisfy
Figure BDA0003164993140000159
Figure BDA00031649931400001510
/>
(3) Time division constraint of sending the arrival line first and then the interval: two trains t with different bottoms i And t a At the same station s u ＝s i，j ＝s a,b Stopping station, occupying the same arrival line p i,j ＝p a,b When there is no physical conflict between the receiving and departure routes, the occupation sequence is set as
Figure BDA0003164993140000161
1 represents a train t i At t a Before, satisfy
Figure BDA0003164993140000162
Figure BDA0003164993140000163
(4) Cross route interval time-division constraint: two trains t with different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Stopping and receiving vehicle approach r i,j,k And departure route r a，b，c When there is a physical conflict, the occupation sequence is
Figure BDA0003164993140000164
1 denotes a route r i，j，k At r a，b，c Before, satisfy
Figure BDA0003164993140000165
The station and directed interval sets of the road network are S, E and S i ∈S，e i E belongs to E; station s i The same line to the hair is divided into
Figure BDA0003164993140000166
The crossing route is divided into based on the minimum interval between the first-time-arrival and the last-time-arrival>
Figure BDA0003164993140000167
And &>
Figure BDA0003164993140000168
The constant d is 1 day long; the train structure scheme is V, V i e.V, train structural unit V i Train minimum departure interval time division
Figure BDA0003164993140000169
The set of trains is T, T i E.g. T, n = | T | column, new train is last column T n (ii) a Train t i The set of passing stations and directed intervals is S i And E i ，s i，j ∈S i ，e i，j ∈E i (ii) a At station s i，j Is->
Figure BDA00031649931400001610
1 denotes a stop and an arrival and departure time of->
Figure BDA00031649931400001611
And &>
Figure BDA00031649931400001612
If the station is stopped, the station stopping time division range is->
Figure BDA00031649931400001613
In the directed interval e i，j Pure operation and maximum of on slow lines is divided into>
Figure BDA00031649931400001614
And &>
Figure BDA00031649931400001615
On-off and on-off>
Figure BDA00031649931400001616
And &>
Figure BDA00031649931400001617
Train t i And t a Through the same directed interval e u ＝e i,j ＝e a,b When the operation sequence is>
Figure BDA00031649931400001618
1 represents a train t i Based on the preceding operation, the division into ^ based on departure and arrival at a minimum interval>
Figure BDA00031649931400001619
And &>
Figure BDA00031649931400001620
0 represents a train t a Before operation, at departure and arrival at minimum intervalsDivide into>
Figure BDA00031649931400001621
And
Figure BDA00031649931400001622
according to train time, station s i Is &>
Figure BDA00031649931400001623
When considering the cross-road at the bottom of the train, the train t i And continuing train t j Is divided into->
Figure BDA00031649931400001624
Taking into account the departure time, the train t i At station s i,j Is R i,j ，r i,j,k ∈R i，j Occupation of arrival-departure line is p i，j Go on way r i，j，k Is weighted by w i,j，k Occupancy start and end times are->
Figure BDA00031649931400001625
And &>
Figure BDA00031649931400001626
Occupancy start and end times to issue line are +>
Figure BDA00031649931400001627
And &>
Figure BDA00031649931400001628
Example 2
A general calculation method for the passing capacity of a high-speed railway comprises the following steps:
A. preparing basic data; wherein the basic data includes: road network data, train operation diagram parameters, a current train operation diagram, a train structure scheme and processing flow parameters; the road network data mainly comprises topological structure data of stations and lines; the train operation diagram parameters are basic parameters for compiling the train operation diagram and comprise interval operation time division, additional time division for starting and stopping of the train, interval time division for tracking the section, interval time division for first arrival and later communication and first communication and later transmission of the train and the like of trains with different speed levels; the train structure scheme is train structure information closely related to a train operation diagram and the passing capacity, and can be used for describing complex transportation organization conditions of stations and lines (sections) at the same time; the processing flow parameters mainly specify the type, content and quantity of the train operation diagram generated by editing;
B. generating a train operation diagram; the generation of the train operation diagram comprises three processes of compiling, adjusting and encrypting, and is shown in figure 1. When the actual passing capacity is calculated, three processes of compiling, adjusting and encrypting are executed in sequence; when the remaining throughput capacity is calculated, only the encryption process is performed; the encryption process is completely the same as the compiling process;
C. evaluating a train operation diagram; calculating the matching degree of each train operation diagram generated by compiling and the train structure scheme, so as to conveniently and accurately determine the passing capacity; respectively calculating the matching degree of the starting scheme and the stopping scheme aiming at two core indexes of the starting number proportion and the stopping proportion, wherein the average value of the starting scheme and the stopping scheme is the matching degree of a train operation diagram; when the passing capacity of the station is calculated, the starting scheme and the stopping scheme of the train structure scheme are relatively simple and fixed; and when the remaining passing capacity is calculated, the calculation is carried out based on the current train operation diagram. Therefore, the train diagram evaluation is mainly used for calculating the actual passing capacity of the line (section).
In step a, when preparing road network data, if a train running chart is prepared, a departure line is considered, and station route (interlocking table) data is included; when train operation diagram parameters are prepared, if the train bottom intersection is considered at the same time, the train operation diagram further comprises train bottom connection interval time division range parameters, and if the train departure is considered at the same time, the train operation diagram parameters further comprise route occupation time division and/or cross route interval time division parameters; when calculating the remaining passing capacity, the current train operation diagram should be encrypted. The train structure scheme is composed of train structure units, and each train structure unit comprises the following information:
vehicle bottom information: speed grade, motor train unit model, grouping mode (short grouping, long grouping and reconnection), and number of grouped vehicles (8, 16, 17 and the like).
Open section class information: the starting station, the ending station, the starting path, the starting quantity proportion and the maximum starting quantity.
The opening class information: the system comprises a starting time interval, a departure time interval, an arrival time interval, whether the vehicle is dispatched at the whole time, a minimum dispatching interval time division, whether the vehicle can be overtaken, a station stopping number range, a station stopping interval number range and a whole-course operation time division range.
Stop class information (for each intermediate stop on the driving route): stop pattern (stop, pass, random generation), stop proportion, expected number of stops, stop operation (water, sewage, etc.), stop time range, available to departure line set (pick-up, departure, pass, etc. operation).
The speed level, the starting station, the ending station, the starting path, the starting quantity proportion, the starting time period, and the stop mode and stop proportion of each intermediate station are basic information of a train structure unit and have decisive influence on the composition structure of the passing capacity and the calculation result; other information is used for comprehensively reflecting various operation requirements, such as the balance requirement of train operation is reflected by the minimum departure interval time, and certain influence is exerted on the passing capacity.
In step a, the process flow parameters specifically include:
(1) And (3) period: 0-4 hours; when the current time is 0, compiling a conventional train operation diagram, and calculating the all-day passing capacity; when the peak hour passing capacity is 1-4 hours, a periodic train operation diagram is compiled, and the peak hour passing capacity is calculated; when the remaining passing capacity is calculated, the current train operation diagram is encrypted, and the parameter is invalid;
(2) Whether the intersection of the train bottom is considered: whether the generated train operation diagram contains a train bottom traffic route scheme or not is compiled; when the passing capacity of the station is calculated, the vehicle bottom traffic road is not considered;
(3) Whether hair line is considered: whether the generated train operation diagram contains a station arrival and departure line application scheme is compiled; when the passing capacity of a station is calculated, a departure line must be considered;
(4) Considering the origin station set: when the departure line is considered, designating a station set considering the departure line; when the passing capacity of a station is calculated, the station must be included;
(5) The number of repetitions: and a plurality of train operation diagrams are compiled and generated, so that the passing capacity can be accurately determined.
In step B, the main steps include:
(1) Updating the train structure unit alternative set; if the current train is the first train at the bottom of the first train, the alternative set comprises all train structure units; if the train bottom intersection is considered, after 1 new train is added each time, updating the alternative set of the next continuous train; if the train structure unit specifies the maximum running number, deleting the train structure unit by the alternative set after the maximum running number is reached; the compilation (or encryption) process is ended in the following cases: when the vehicle bottom intersection is not considered, the alternative collection is empty; when the train crossing at the bottom of the train is considered, any train can not be arranged on the current train crossing at the bottom of the train.
(2) Randomly selecting a train structure unit; normalizing the selection probability of the train structure units in the alternative set according to the operation quantity proportion parameters, randomly selecting the train structure units, and determining information such as the speed level and the operation path of a new train; when the driving quantity proportional parameters of different train structure units have difference in order of magnitude (matching with other parameters, such as the whole departure, the maximum driving quantity and the like), the train structure unit is expressed as the compiling priority.
(3) Randomly generating a station stopping scheme; randomly generating a station stopping scheme of each intermediate station on the new train running path according to the station stopping proportion parameters of the station stopping class information of the selected train structure unit; when the parameter of the number of the expected station stops is set, the probability of the station stops is adjusted timely; assume that the number of trains already in operation of the selected train configuration i is x i The number of stops at the intermediate station j is y j The station-stopping ratio parameter is a j The expected number of stops parameter is b j The stop probability of the middle station j is as follows:
Figure BDA0003164993140000191
(4) Determining an order of opening
Keeping the running sequence of the existing train, adopting an encryption model to optimize and solve the running sequence of the new train without considering the departure line, and adding the new train into the train running chart; the method comprises the following two steps: firstly, maintaining the stop scheme of the new train, and if the stop scheme is feasible, ending the step; and if no feasible solution exists, the stop scheme of the new train is allowed to be adjusted, and the encryption model simultaneously optimizes and solves the stop scheme of the new train.
(5) Determining a arrival line; if the line is not considered, skipping the step; if the departure line is considered, keeping the operation sequence of all trains and the application scheme of the station to the departure line, and optimizing and solving the application scheme of the station to the departure line of the new train by adopting an encryption model; the method comprises the following two steps: firstly, maintaining the stop scheme of the new train, and if the stop scheme is feasible, ending the step; and if no feasible solution exists, the stop scheme of the new train is allowed to be adjusted, and the encryption model simultaneously optimizes and solves the stop scheme of the new train.
(6) Adjusting the opening sequence and the arrival line; keeping the operation sequence of other trains and the application scheme of the train from the station to the departure line, keeping the stop scheme of all the trains, and optimally solving the operation sequence of the selected train and the operation scheme of the train from the station to the departure line (if the departure line is considered) by adopting an encryption model and taking the current train operation diagram as an initial feasible solution.
In step C, the main steps include:
(1) A matching degree calculation method based on the relative deviation is designed as shown in fig. 2. The relative deviation is the ratio of the absolute deviation to a set proportion parameter; the method has high sensitivity to setting proportion parameters with different sizes.
(2) Calculating the matching degree of the running scheme; the train structure units with relatively fixed train running number (such as the whole departure) do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the proportional parameter of the running number of the train structure unit I in the set I is y i The actual ratio of the number of lines is x i And the matching degree of the starting scheme of the train structure unit i is as follows:
S i ＝max{0,1-|x i -y i |/y i } (2)
the matching degree of the operation scheme of the train operation diagram is S i Average value of (d):
Figure BDA0003164993140000211
(3) Calculating the matching degree of the station stopping scheme; the train structure units with fixed train stop schemes (namely the stop modes of the middle stations on the running path are fixed) do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the actual running number of the train structure unit i is x i The intermediate station set of the stop scheme (stop or pass) generated in a random mode is J, and the stop proportion parameter of the intermediate station J is y j The actual stop ratio is z j And the matching degree of the stop scheme of the middle station j is as follows:
s j ＝max{0，1-|y j -z j |/z j } (4)
the matching degree of the stop scheme of the train structure unit i is s j Average value of (d):
Figure BDA0003164993140000212
the matching degree of the stop scheme of the train working diagram is S i The weight is the actual running number of the train structure unit:
Figure BDA0003164993140000213
the encryption model is a mixed integer linear programming model and is used for adding 1 train of new trains (compiling or encryption process) or adjusting 1 train running sequence (adjustment process) into the train operation diagram; the method meets various requirements of a train structure scheme, aims at maximizing the utilization of the passing capacity, maintains a stop scheme, an operation sequence, a connection scheme (if vehicle bottom cross roads are considered), a station to departure line application scheme (if departure lines are considered) of the existing train, and optimally solves the station to departure time, the operation sequence, the station to departure line application scheme (if departure lines are considered) and the stop scheme (if the stop scheme is adjusted) of the new train.
Taking a conventional train operation diagram as an example, the optimization target, the basic constraint and the departure line constraint (if the departure line is considered) of the encryption model are explained. Various requirements for train structural elements are embodied in the encryption model with additional constraints. And for the periodic train operation diagram, PESP processing is carried out on the constraint.
Further comprises the step of optimizing the encryption model, wherein the optimization target is as follows:
(1) The time division of all trains in the whole running process is minimum; the number of train stops is reduced as much as possible (if the stop scheme is adjusted), and the train stop time is shortened:
Figure BDA0003164993140000221
(2) The latest operation time of all stations is as early as possible; and the new train is started by fully utilizing the running clearance between the existing trains:
Figure BDA0003164993140000222
(3) All the access paths have the largest weight; setting this target in view of the hairline; the access weight is based on the number of parallel accesses, and the new train preferentially adopts the access with higher weight to reserve more parallel accesses for the subsequent trains:
Figure BDA0003164993140000223
in any of the above solutions, it is preferable that the method further includes performing basic constraints on the encryption model, including:
(1) Time division constraint of train interval operation: train t i Through a directed interval e i,j When it is satisfied
Figure BDA0003164993140000224
(2) Train stop time constraint: train t i Via an intermediate station s i,j When 1 is<j<|S i L satisfy
Figure BDA0003164993140000225
(3) Time division constraint of train interval operation interval: two trains t with different bottoms i And t u Passing through the same directed interval e u ＝e i,j ＝e a,b When it is satisfied
Figure BDA0003164993140000231
Figure BDA0003164993140000232
(4) And (3) vehicle bottom connection interval time division constraint: when considering the cross road of the train bottom, the trains t on the same train bottom i And continuing train t j Satisfy the requirements of
Figure BDA0003164993140000233
Further comprising issuing a line constraint on the cryptographic model, comprising:
(1) And (3) route occupation constraint: two trains t at different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Two routes r i，j,k And r a,b,c When there is a physical conflict, the occupation sequence is
Figure BDA0003164993140000234
1 denotes a route r i，j，k At r is a，b，c Before, satisfy
Figure BDA0003164993140000235
Figure BDA0003164993140000236
(2) Arrival line occupancy constraints: two trains t with different bottoms i And t a Occupying the same station s u ＝s i，j ＝s a，b Is the same as the arrival line p i，j ＝p a，b When, make the occupation sequence as
Figure BDA0003164993140000237
1 denotes a train t i At t a Before, satisfy
Figure BDA0003164993140000238
Figure BDA0003164993140000239
(3) Time division constraint from sending to sending line to interval: two trains t at different bottoms i And t a At the same station s u ＝s i,j ＝s a，b Stopping station, occupying the same arrival line p i，j ＝p a，b When there is no physical conflict between the receiving and departure routes, the occupation sequence is set as
Figure BDA00031649931400002310
1 denotes a train t i At t a Before, satisfy->
Figure BDA00031649931400002311
Figure BDA00031649931400002312
(4) Cross route interval time-division constraint: two trains t with different bottoms i And t a At the same station s u ＝s i,j ＝s a，b Stop at a station, andvehicle receiving access road r i，j，k And departure route r a，b，c When there is a physical conflict, the occupation sequence is
Figure BDA0003164993140000241
1 denotes a route r i，j，k At r a，b，c Before, satisfy
Figure BDA0003164993140000242
The station and directed interval set of the road network is S and E, S i ∈S，e i E belongs to E; station s i The same line to the hair is divided into
Figure BDA0003164993140000243
Early-to-late and early-to-late minimum interval time of crossing route is divided into->
Figure BDA0003164993140000244
And &>
Figure BDA0003164993140000245
The constant d is 1 day long; the train structure scheme is V, V i E.g. V, train structural unit V i Train minimum departure interval time division
Figure BDA0003164993140000246
The set of trains is T, T i E.g. T, n = | T | column, new train is last column T n (ii) a Train t i The station and the directed section are collected as S i And E i ，s i,j ∈S i ，e i,j ∈E i (ii) a At station s i,j Is->
Figure BDA0003164993140000247
The number 1 indicates the number of stops of the station, arrival and departure times are>
Figure BDA0003164993140000248
And &>
Figure BDA0003164993140000249
If the station is stopped, the station stopping time division range is->
Figure BDA00031649931400002410
In a directed interval e i,j Pure operation and maximum of on slow lines is divided into>
Figure BDA00031649931400002411
And &>
Figure BDA00031649931400002412
On-off and on-off>
Figure BDA00031649931400002413
And &>
Figure BDA00031649931400002414
Train t i And t a Through the same directed interval e u ＝e i,j ＝e a,b When the operation sequence is->
Figure BDA00031649931400002415
1 represents a train t i Operating in advance, upon departure and upon arrival of a minimum interval>
Figure BDA00031649931400002416
And &>
Figure BDA00031649931400002417
0 represents a train t a Operating in advance, upon departure and upon arrival of a minimum interval>
Figure BDA00031649931400002418
And &>
Figure BDA00031649931400002419
According to train time, station s i Is at the latest operating time->
Figure BDA00031649931400002420
When considering the cross-road at the bottom of the train, the train t i And continuing train t j Is divided into &>
Figure BDA00031649931400002421
Taking into account the departure time, the train t i At station s i,j Is R i,j ，r i,j,k ∈R i,j Occupying arrival and departure line as p i,j Go on way r i,j,k Is weighted by w i,j,k Occupancy start and end times are->
Figure BDA00031649931400002422
And &>
Figure BDA00031649931400002423
Occupancy start and end times to issue line are +>
Figure BDA00031649931400002424
And &>
Figure BDA00031649931400002425
In addition, in order to ensure the technical effect of the invention, the technical schemes of the above embodiments can be reasonably combined.
The embodiment shows that the invention is suitable for stations and lines (sections), and can describe various complex transportation organization conditions under the condition of high-speed railway network formation based on a train structure scheme, and the passing capacity is closely related to the conditions; the actual or residual passing capacity can be calculated by recompiling or encrypting the current train running diagram; the passing capacity of the whole day or peak hour can be calculated by compiling a conventional or periodic train operation diagram; the train operation diagram generated by compiling can simultaneously comprise a train bottom traffic route scheme and a station arrival and departure line application scheme, and coordinated utilization of the point line passing capacity is achieved.
The method can provide reasonable suggestions for the optimization of the train operation diagram structure, and has the advantages of high calculation efficiency, reality, reliability, comprehensive consideration factors, and good operability and universality.
The invention overcomes the limitation of the past passing ability calculation in the calculation and analysis process, improves the reliability of the high-speed railway passing ability calculation result, and has obvious popularization and application values.
The foregoing is directed to preferred embodiments of the present invention, other and further embodiments of the invention may be devised without departing from the basic scope thereof, and the scope thereof is determined by the claims that follow. However, any simple modification, equivalent change and modification of the above embodiments according to the technical essence of the present invention will still fall within the protection scope of the technical solution of the present invention.

Claims (10)

1. A general calculation method for the passing capacity of a high-speed railway is characterized by comprising the following steps:
A. preparing basic data; wherein the basic data includes: road network data, train operation diagram parameters, a current train operation diagram, a train structure scheme and processing flow parameters; the road network data mainly comprises topological structure data of stations and lines; the train operation diagram parameters are basic parameters for compiling the train operation diagram and comprise interval operation time division, additional time division for starting and stopping of the train, interval time division for tracking the section, interval time division for first arrival and later communication and first communication and later transmission of the train and the like of trains with different speed levels; the train structure scheme is train structure information closely related to a train operation diagram and passing capacity, and can be used for describing complex transportation organization conditions of stations and lines; the processing flow parameters mainly specify the type, content and quantity of the train operation diagram generated by editing;
B. generating a train operation diagram; the method comprises the steps of generating a train operation diagram, wherein the three steps of compiling, adjusting and encrypting are included, and when the actual passing capacity is calculated, the three steps of compiling, adjusting and encrypting are executed in sequence; when the remaining throughput capacity is calculated, only the encryption process is performed; the encryption process is completely the same as the compiling process;
C. evaluating a train operation diagram; calculating the matching degree of each train operation diagram generated by compiling and the train structure scheme, so as to conveniently and accurately determine the passing capacity; respectively calculating the matching degree of the starting scheme and the stopping scheme aiming at two core indexes of the starting number proportion and the stopping proportion, wherein the average value of the starting scheme and the stopping scheme is the matching degree of a train operation diagram; when the passing capacity of the station is calculated, the starting scheme and the stopping scheme of the train structure scheme are relatively simple and fixed; and when the remaining passing capacity is calculated, the calculation is carried out based on the current train operation diagram.
2. The general calculation method for the passing ability of the high-speed railway according to claim 1, wherein in the step a, when the road network data is prepared, if the train running diagram is prepared, the departure line is considered, and the station route data is included; when train operation diagram parameters are prepared, if the train bottom intersection is considered at the same time, the train operation diagram further comprises train bottom connection interval time division range parameters, and if the train departure is considered at the same time, the train operation diagram parameters further comprise route occupation time division and/or cross route interval time division parameters; when calculating the remaining passing capacity, the current train operation diagram should be encrypted.
3. The method for calculating the general passing capacity of the high-speed railway according to any one of claims 1 to 2, wherein in the step A, the processing flow parameters specifically comprise:
(1) Cycle: 0-4 hours; when the current time is 0, compiling a conventional train operation diagram, and calculating the all-day passing capacity; when the peak hour passing capacity is 1-4 hours, a periodic train operation diagram is compiled, and the peak hour passing capacity is calculated; when the remaining passing capacity is calculated, the current train operation diagram is encrypted, and the parameter is invalid;
(2) Whether consider the vehicle bottom traffic road: whether the generated train operation diagram contains a train bottom traffic route scheme or not is compiled; when the passing capacity of the station is calculated, the vehicle bottom traffic road is not considered;
(3) Whether hair line is considered: whether the generated train operation diagram contains a station arrival and departure line application scheme or not is compiled; when the passing capacity of a station is calculated, a departure line must be considered;
(4) Considering the departure station set: when the departure line is considered, a station set considering the departure line is specified; when the passing capacity of a station is calculated, the station must be included;
(5) The number of repetitions: and a plurality of train operation diagrams are compiled and generated, so that the passing capacity can be accurately determined.
4. The general calculation method for the passing capacity of the high-speed railway according to claim 3, wherein in the step B, the main steps comprise:
(1) Updating the train structure unit alternative set; if the current train is the first train at the bottom of the first train, the alternative set comprises all train structure units; if the train bottom intersection is considered, after 1 new train is added each time, updating the alternative set of the next continuous train; if the train structure unit specifies the maximum running number, deleting the train structure unit by the alternative set after the maximum running number is reached;
(2) Randomly selecting a train structure unit; normalizing the selection probability of the alternative concentrated train structure units according to the operation quantity proportion parameters, randomly selecting the train structure units, and determining information of the speed level and the operation path of a new train;
(3) Randomly generating a station stopping scheme; randomly generating a station stopping scheme of each intermediate station on the new train running path according to the station stopping proportion parameters of the station stopping class information of the selected train structure unit; when the number parameter of the expected station stopping is set, the station stopping probability is adjusted timely; assume that the number of trains already in operation of the selected train configuration i is x i Column, number of stops at intermediate station j is y j The station-stopping ratio parameter is a j The expected number of stops parameter is b j The stop probability of the middle stop j is as follows:
Figure FDA0003164993130000031
(4) Determining an order of opening
Keeping the running sequence of the existing train, optimizing and solving the running sequence of the new train by adopting an encryption model without considering the departure line, and adding the new train into a train operation diagram;
(5) Determining a hair arrival line; if the line is not considered, skipping the step; if the departure line is considered, keeping the operation sequence of all trains and the application scheme of the station to the departure line, and optimizing and solving the application scheme of the station to the departure line of the new train by adopting an encryption model;
(6) Adjusting the opening sequence and the arrival line; keeping the operation sequence and the application scheme of the station to the departure line of other trains, keeping the stop scheme of all the trains, and optimally solving the operation sequence and the operation scheme of the station to the departure line of the selected train by adopting an encryption model and taking the current train operation diagram as an initial feasible solution.
5. The general calculation method for high-speed railway throughput capacity according to any one of claims 1 to 4, wherein in the step C, the main steps comprise:
(1) Designing a matching degree calculation method based on relative deviation; the relative deviation is the ratio of the absolute deviation to a set proportion parameter;
(2) Calculating the matching degree of the running scheme; the train structure units with relatively fixed train running number do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the proportion parameter of the number of the trains in the set I is y i The actual ratio of the number of lines is x i And the matching degree of the starting scheme of the train structure unit i is as follows:
S i ＝max{0,1-|x i -y i |/y i } (2)
the matching degree of the operation scheme of the train operation diagram is S i Average value of (d):
Figure FDA0003164993130000041
(3) Calculating the matching degree of the stop scheme; the train structure units fixed in the train stop scheme do not participate in the calculation, and the set of the train structure units participating in the calculation is assumed to be I; the actual running number of the train structure unit i is x i The intermediate station set of the station stopping scheme generated in a random mode is J, and the station stopping proportion parameter of the intermediate station J is y j The actual stop ratio is z j And the matching degree of the stop scheme of the middle station j is as follows:
s j ＝max{0,1-|y j -z j |/z j } (4)
the matching degree of the stop scheme of the train structural unit i is s j Average value of (a):
Figure FDA0003164993130000042
the matching degree of the stop scheme of the train operation diagram is S i The weight is the actual running number of the train structure unit:
Figure FDA0003164993130000043
6. the general calculation method for the passing capacity of the high-speed railway according to claim 5, wherein the encryption model is a mixed integer linear programming model and is used for adding 1 new train to the train operation diagram or adjusting the running sequence of 1 train; the method meets various requirements of a train structure scheme, aims at maximizing the utilization of the passing capacity, keeps a stop scheme, a running sequence, a continuing scheme and a station to departure line application scheme of the existing train, and optimizes and solves the station to departure time, the running sequence, the station to departure line application scheme and the stop scheme of the new train.
7. The general calculation method for the passing capacity of the high-speed railway according to the claims 5 to 6, characterized by further comprising the step of optimizing the encryption model, wherein the optimization targets are as follows:
(1) The time division of all trains in the whole running process is minimum; the number of train stops is reduced as much as possible, and the train stop time is shortened:
Figure FDA0003164993130000051
(2) The latest operation time of all stations is as early as possible; and the new train is started by fully utilizing the running clearance between the existing trains:
Figure FDA0003164993130000052
(3) All the access paths have the largest weight; setting this target in view of the hairline; the access weight is based on the number of parallel accesses, the new train preferentially adopts the access with higher weight, and more parallel accesses are reserved for the following trains:
Figure FDA0003164993130000053
8. the general calculation method for high-speed railway throughput capacity according to claim 7, further comprising performing basic constraint on an encryption model, comprising:
(1) Time division constraint of train interval operation: train t i Passing through directed interval e i,j When it is satisfied
Figure FDA0003164993130000054
(2) Train stop time restriction: train t i Via an intermediate station s i,j When 1 is<j<|S i L satisfy
Figure FDA0003164993130000055
(3) Time division constraint of train interval operation interval: two trains t with different bottoms i And t u Through the same directed interval e u ＝e i,j ＝e a,b When it is satisfied
Figure FDA0003164993130000061
Figure FDA0003164993130000062
(4) And (3) vehicle bottom connection interval time division constraint: when considering the cross road of the train bottom, the trains t on the same train bottom i And continuing train t j Satisfy the requirement of
Figure FDA0003164993130000063
9. The method for calculating the general passing capacity of the high-speed railway according to any one of claims 1 to 7, further comprising performing routing constraint on the encryption model, comprising:
(1) And (3) route occupation constraint: two trains t with different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Two routes r i,j,k And r a,b,c When there is a physical conflict, the occupation sequence is
Figure FDA0003164993130000064
1 represents a route r i,j,k At r a,b,c Before, satisfy
Figure FDA0003164993130000065
Figure FDA0003164993130000066
(2) Arrival line occupancy constraints: two trains t at different bottoms i And t a Occupying the same station s u ＝s i,j ＝s a,b Is the same arrival line p i,j ＝p a,b When, make the occupation sequence as
Figure FDA0003164993130000067
1 denotes a train t i At t a Before, satisfy
Figure FDA0003164993130000068
Figure FDA0003164993130000069
(3) Time division constraint of sending the arrival line first and then the interval: two trains t at different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Stop station, take the same arrival line p i,j ＝p a,b When there is no physical conflict between the receiving and departure routes, the occupation sequence is set as
Figure FDA00031649931300000610
1 denotes a train t i At t a Before, satisfy
Figure FDA00031649931300000611
Figure FDA0003164993130000071
(4) Cross route interval time-division constraint: two trains t at different bottoms i And t a At the same station s u ＝s i,j ＝s a,b Stopping and receiving vehicle approach r i,j,k And departure route r a,b,c When there is a physical conflict, the occupation sequence is
Figure FDA0003164993130000072
1 denotes a route r i,j,k At r a,b,c Before, satisfy
Figure FDA0003164993130000073
10. The general calculation method for the passing capacity of the high-speed railway according to any one of claims 1 to 9, wherein the stations and the directed sections of the road network are set to be S and E, S i ∈S，e i E belongs to E; station s i The same line to the hair is divided into
Figure FDA0003164993130000074
The crossing route is divided into based on the minimum interval between the first-time-arrival and the last-time-arrival>
Figure FDA0003164993130000075
And &>
Figure FDA0003164993130000076
The constant d is 1 day long; the train structure scheme is V, V i E.g. V, train structural unit V i Is divided according to the minimum departure interval of the train>
Figure FDA0003164993130000077
The set of trains is T, T i E.g. T, n = | T | column, new train is last column T n (ii) a Train t i The set of passing stations and directed intervals is S i And E i ，s i,j ∈S i ，e i,j ∈E i (ii) a At station s i,j In a stop-and-hold scheme of>
Figure FDA0003164993130000078
1 denotes stop, arrival and departure times of
Figure FDA0003164993130000079
And &>
Figure FDA00031649931300000710
If the station is stopped, the time division range of the station stopping is>
Figure FDA00031649931300000711
In the directed interval e i,j Pure operation and maximum of on slow lines is divided into>
Figure FDA00031649931300000712
And &>
Figure FDA00031649931300000713
On-off and on-off>
Figure FDA00031649931300000714
And &>
Figure FDA00031649931300000715
Train t i And t a Through the same directed interval e u ＝e i,j ＝e a,b When the operation sequence is->
Figure FDA00031649931300000716
1 represents a train t i Operating in advance, upon departure and upon arrival of a minimum interval>
Figure FDA00031649931300000717
And &>
Figure FDA00031649931300000718
0 represents a train t a Based on the preceding operation, the division into ^ based on departure and arrival at a minimum interval>
Figure FDA00031649931300000719
And &>
Figure FDA00031649931300000720
According to train time, station s i Is at the latest operating time->
Figure FDA00031649931300000721
When considering the cross-road at the bottom of the train, the train t i And continuing train t j Is divided into->
Figure FDA00031649931300000722
Taking into account the departure time, the train t i At station s i,j Is R i,j ，r i,j,k ∈R i,j Occupying arrival and departure line as p i,j Go on way r i,j,k Has a weight of w i,j,k Occupancy start and end times are->
Figure FDA00031649931300000723
And &>
Figure FDA00031649931300000724
The start and end of the occupancy into the outgoing line are pickand place>
Figure FDA00031649931300000725
And &>
Figure FDA00031649931300000726
/>
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