CN114852136B

CN114852136B - Multi-professional collaborative adjustment method, system, equipment and medium for high-speed rail operation

Info

Publication number: CN114852136B
Application number: CN202210269398.3A
Authority: CN
Inventors: 董海荣; 顾灏璇; 周敏; 刘阳学; 宋海锋
Original assignee: Beijing Jiaotong University
Current assignee: Beijing Jiaotong University
Priority date: 2022-03-18
Filing date: 2022-03-18
Publication date: 2023-02-21
Anticipated expiration: 2042-03-18
Also published as: CN114852136A

Abstract

The invention relates to the field of high-speed railway train operation, and aims to solve the technical problem that multi-professional collaborative scheduling is difficult in a scheduling link under a complex operation scene of a high-speed railway at present. To this end, the invention provides a high-speed rail running multi-professional collaborative adjustment method and system, computer equipment and a computer readable storage medium, wherein the high-speed rail running multi-professional collaborative adjustment method and system consider the application of motor train units and passenger services. The method comprises the following steps: s1, acquiring a pre-established cooperative scheduling model among a high-speed railway train operation diagram, a motor train unit application plan and a passenger traffic road connection plan; s2, solving the cooperative scheduling model, and determining a current train operation diagram, a current motor train unit operation plan and a current riding traffic road connection plan; s3, determining a driving scheduling scheme according to the current train operation diagram, the current motor train unit operation plan and the current riding traffic road connection plan; wherein the collaborative scheduling model is built according to a pre-constructed event-activity network.

Description

Multi-professional collaborative adjustment method, system, equipment and medium for high-speed rail operation

Technical Field

The invention relates to the field of high-speed railway train operation, and particularly provides a high-speed railway operation multi-professional cooperative adjustment method and system considering the application of a motor train unit and a passenger service, computer equipment and a computer readable storage medium.

Background

Along with the development of the transportation industry, the development of vehicles and road surface systems for bearing the vehicles is fast and deeply developed. Among them, the high-speed railway is one of the railway systems, because it has obvious advantages of high efficiency, convenience, safety, reliability, fast access, wide coverage, etc., it has become one of the important transportation modes in the world at present, so it plays an irreplaceable role in the comprehensive transportation system of all countries in the world. By 2020, the business mileage of railways in the whole country is increased to 14.63 kilometers and is increased by 20.9 percent in the thirteen-five period, the high-speed rail is increased to 3.79 kilometers from 1.98 kilometers, the input amount of a motor train unit reaches 3795 standard groups, a four-vertical-four-horizontal high-speed rail network is built in advance, and an eight-vertical-eight-horizontal high-speed rail network is formed in an encrypted mode.

Because the high-speed railway operation scene is complicated, changeable, in case the high-speed railway system breaks down owing to receiving natural or unnatural interference, will inevitably cause large tracts of land train to delay, produce great influence to high-speed railway operation. In the case of severe interference, the scheduling difficulty of high-speed rail often shows an exponential increase. For example, when an emergency such as a contact network failure, an inter-regional line interruption, etc. occurs, it is inevitable to cause a part of trains to be late. If the influence range of the event is large, the train operation diagram, the motor train unit and the train-service-road connection plan deviate from the original plan seriously, which causes the situations of delay/stop of a plurality of trains, large amount of passengers and the like. At this time, the dispatcher needs to perform real-time and collaborative adjustment on the application of various driving resources including a train operation diagram, a motor train unit and a train service and road junction plan. At present, the current situation that a dispatcher adjusts train operation is that various sub-plans are adjusted independently and step by step, and due to the fact that the number of the coordination factors among various sub-plans in a formulated dispatching mechanism is small, the adjusting result obtained based on the dispatching mechanism is low in feasibility, and the adjusting efficiency is low.

The invention provides a method for realizing multi-professional collaborative scheduling of a high-speed railway, which aims at solving the technical problem that multi-professional collaborative scheduling is difficult in a scheduling link under a complex operation scene of the high-speed railway at present.

Disclosure of Invention

Technical problem

The present invention has been made to solve at least some of the above problems, or to at least some extent.

Technical scheme

In view of the above, the first aspect of the present invention provides a method for cooperatively adjusting the operation of a high-speed train in consideration of the operation of a motor train unit and a train-service-road-junction plan, which is characterized by comprising the following steps:

s1, acquiring a pre-established cooperative scheduling model among a high-speed railway train operation diagram, a motor train unit application plan and a passenger traffic road connection plan;

s2, solving the cooperative scheduling model, and determining a current train operation diagram, a current motor train unit operation plan and a current riding traffic road connection plan;

s3, determining a driving scheduling scheme according to the current train operation diagram, the current motor train unit operation plan and the current riding traffic road connection plan;

the cooperative scheduling model is established according to a pre-established event-activity network capable of describing the running state of the train.

With this configuration, it is possible to obtain a traffic scheduling plan by the cooperative scheduling model.

For the above high-speed train operation cooperative adjustment method considering the train unit application and the service traffic connection plan, in a possible embodiment, the objective function of the cooperative adjustment model is as follows:

wherein, y _t，s For decision variables, when y _t，s The time of =1 represents that the train t cancels the operation at the station s; when y is _t，s When =0, the train t does not cancel running at the station s, sigma _t∈T ∑ _s∈S y _t，s Total number of trains to be cancelled, x _e Representing the actual moment of occurrence of event e, p _e Indicates the scheduled occurrence time of event e, [ x ] _e -p _e ]Represents the delay time, sigma, of the train _e∈E [x _e -p _e ]Indicating the total delay time of all trains, ck1 _a Representing the connection activity a of the motor train unit to be belonged to A _rol Whether or not it actually occurs, when ck1 _a Motor train unit and its real representation at time of =1The train is connected, otherwise, when ck1 _a If =0, it means that no motor train unit is actually connected to the train,

cl1 _a representing crew continuation activities a ∈ A _crew Whether or not it actually occurs, when cl1 _a If not less than 1, it means that the actual passenger service is connected to the passenger service route, otherwise, if cl1 _a When =0 indicates that no actual passenger traffic is connected to the passenger traffic route, ck2 _a Shows the continuing activity a E A of the motor train unit _rol Whether or not it is planned that when ck2 occurs _a If =1, it means that the motor train unit is connected to the train in plan, otherwise, when ck2 _a A time of =0 indicates that no motor train unit is connected to the train on the schedule,

the degree of deviation of the motor train unit operation plan from the original plan is shown,

indicating the degree of deviation of the crews from the original plan,

ω ₁ 、ω ₂ 、ω ₃ 、ω ₄ respectively representing weight coefficients corresponding to departure of a train, total delay time, a motor train unit operation plan and a train-service road-connection plan from an original plan, wherein T represents the train, T represents a train set, S represents a station, S represents a station set, E represents an event, E represents an event set, a represents an activity, A represents an activity set, and A represents an activity set _rol For continuous movement of motor train unit A _crew The activity continues for the crew group.

By such a constitution, a specific form of the objective function in the cooperative scheduling model is given.

For the high-speed train operation cooperative adjustment method considering the train unit application and the service traffic connection plan, in a possible implementation manner, the constraint conditions of the cooperative adjustment model include:

constraint conditions related to a station and/or a motor train unit, comprising:

1) Train base constraints, which include:

the constraint condition represents: the departure event time and the arrival event time after the train adjustment are later than the planning time, wherein E is an event set;

the constraint condition represents: if the train stops, the stop time interval of the train in the station is not less than the specified time; if the train does not stop, the departure time of the train in the station is not more than the arrival time; wherein:

in order to make a decision on a variable,

when the train needs to stop at the station, when

Time indicates that the train passes through the station directly and thus does not need to stop at the station, e and ff indicate the arrival event and departure event of the train at the station, respectively, L _a The minimum stop time of the train at the station is represented, a is the activity of the train, A is an activity set, and M is a positive integer which is large enough;

x _f -x _e ≥L _a (4)

the constraint condition represents: the time interval of the train running in the interval is more than the specified time, wherein e and f are respectively the departure event of the train at the previous station and the arrival event of the train at the next station, and x _e And x _f Respectively the departure time of the train at the previous station and the arrival time of the train at the next station, L _a For train minimum in stationThe stop time, a is the activity of the train, and A is the activity set;

2) The arrival sequence, departure sequence and arrival and departure sequence constraint conditions of the train comprise:

the constraint condition indicates that: the running time interval of two adjacent trains at the station is not less than the minimum running interval, wherein: lambda [ alpha ] _a Denotes the first decision variable, when _a Denotes that event e occurs before event f when λ is 1 _a If =0, the event f occurs before the event e, e and f respectively represent arrival event and arrival event, departure event and departure event, arrival event and departure event of two adjacent trains at the same station, and L _a The minimum movement interval time of the train in the station is shown, and a is the movement of the station;

the constraint condition represents: decision variable lambda _a And λ _a′ One is 1 and the other is 0, that is, the event e and the event f must occur in the same order, λ _a′ Denotes a second decision variable, when _a′ When =1 indicates that event f occurs before event e, when λ _a′ If =0, it means that event e occurs before event f, and a' are station activities of two adjacent trains;

the constraint condition represents a decision variable λ _a And λ _a′ Equal, i.e.: if the departure event e occurs before the departure event f at the station before the section, and the arrival event e occurs before the arrival event f at the station after the section, a is the departure interval activity of two adjacent trains at the station before the section, and a' isThe arrival interval of two adjacent trains at a station behind the interval is movable, wherein (a, a') is a sequential activity pair which represents two adjacent sequential activities, and B is a set of all sequential activity pairs;

3) Station capacity constraint conditions:

the constraint condition indicates that the number of trains stopping at the station s is less than or equal to the total capacity of the station minus 1, the minus 1 is used for ensuring that at least one station track can be used when the trains arrive at the station s, wherein the activity a is formed by two trains t _e And t _f An event consisting of an arrival event at a station s and an arrival event, the event a' being two trains t _e′ And t _f′ Movement consisting of arrival and departure events at station s, λ _a And λ _a′ Are decision variables, in particular: when lambda is _a That event e occurs before event f when =1, i.e. train t _e Than train t _f The train arrives at the station s first, and when λ a =0, the event f is shown to occur before the event e, namely, the train t _f Train t _e First arrives at the station s, Σ _a λ _a Is t _f The number of all trains that have arrived before arriving at the station s; when lambda is _a′ If =1, it means that event e occurs before event f, i.e. train t _e′ At train t _f′ Leave station before arriving at station s, when lambda _a′ If =0, it means that the event f occurs before the event e, i.e. the train t _e′ At train t _f′ Leaves the station after arriving at station s, ∑ _a′ λ _a′ Is t _f The number of all trains that have departed before arriving at the station s; e. f and f are arrival events of the train at the station, and e' is a departure event of the train at the station;

4) Canceling the constraint condition of the train:

the constraint indicates that the actual moment of occurrence of event e is equal to M + p if the train is cancelled _e If the train is not cancelled, the actual occurrence time of the event e is less than or equal to M + p _e I.e. the constraint shifts the time of the cancelled train outside the considered time range, where y _t，s As a decision variable, when y _t，s =1 indicating that the train t is out of operation at the station s, and when y _t，s X is 0 indicating that the train t is not cancelled at the station s _e Indicating the actual moment of occurrence of the event e, p _e Representing the scheduled time of occurrence of event e;

5) Interrupt scenario constraints:

the constraint condition indicates that: if the train reaches the interruption interval before the end of the interruption under the condition that the train is not cancelled, the departure time of the train is more than or equal to T _end And is less than or equal to M + T _end That is, the train needs to be dispatched after the interruption is finished; if the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end If the train arrives at the break section before the end of the break when the train is cancelled, the departure time of the train is equal to or greater than T _end And is less than or equal to 2M +T _end (ii) a If the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end + M, where e is the departure event of the train, T _end Theta is a variable of 0-1 for the time of the end of the interruption, and represents that the interruption interval is reached before the end of the interruption when theta =1, represents that the train does not reach the interruption interval before the end of the interruption when theta =0, and y _t，s For decision variables, when y _t，s When =1, the train t cancels the operation at the station s; when y is _t，s If =0, the train t does not cancel the operation at the station s;

δ＝δ′ (11)

the constraint condition represents: if the train can arrive at a certain station before the interruption interval before the interruption is finished, the train can be dispatched to the certain station, wherein delta is a variable of 0-1, delta =1 represents that the train can arrive at the certain station before the interruption interval before the interruption is finished, delta =0 represents that the train cannot arrive at the certain station before the interruption interval before the interruption is finished, delta ' is a variable of 0-1, delta ' =1 represents that the train can be dispatched to the certain station before the interruption interval before the interruption is finished, and delta ' =0 represents that the train cannot arrive at the certain station before the interruption interval before the interruption is finished;

6) Basic constraint conditions of the motor train unit:

the constraint condition indicates that the original connection plan of all the motor train units is set to be 1, wherein ck2 _a Indicating whether the continuous activity a of the motor train unit occurs in the original plan when ck2 _a When =1, it indicates that the motor train unit is connected in the original plan, otherwise, ck2 _a When =0, it means that the motor train unit is not connected in the original plan, A _rol (e) Representing the continuous activity of the motor train unit meeting the conditions, e is a train event,

indicating an originating train event;

the constraint represents y _t，s And

only one term equals 1, from the previous end-of-train or train inventory, wherein ck1 _a Indicating whether activity a actually occurs, when ck1 _a When =1, it indicates that the motor train unit is connected in plan, otherwise, ck1 _a When =0, it means that the motor train unit is not actually connected, y _t，s For decision variables, when y _t，s When =1, the train t cancels the operation at the station s; when y is _t，s When =0, it means that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, a _rol (e) The motor train unit connection activity meeting the conditions is shown, e is a train event,

indicating an originating train event;

the constraint representation

The value of (b) is required to be 1 or less, where ck1 _a Indicates whether activity a actually occurs when ck1 _a If =1, it means that the motor train unit is actually connected, otherwise, ck1 _a When =0, it means that the motor train unit is not actually connected, a is train activity, and A _rol (e) The motor train unit connection activity meeting the conditions is shown, e is a train event,

indicating an originating train event;

7) The motor train unit connection constraint condition is as follows:

the constraint condition represents: under the condition that the motor train unit is actually connected, the connection time x of the motor train unit _f -x _e The minimum splicing time is required to be more than or equal to; if the motor train unit is not connected actually, the time x for connecting the motor train unit is _f -x _e Is required to be equal to or greater than L _a -M, i.e. if the train is continuing, the minimum connection time of the train is to be met, wherein a represents the connection activity between a final train and a train originating at the stationThe event e and the event f in the middle are respectively a starting event for starting a train continuously at the same station and an arrival event, x, of a terminal train at the station _e And x _f Indicates the time of occurrence of event e and event f, L _a Minimum connection time for motor train unit, A _rol And showing the continuous activity of the motor train unit.

By such a constitution, a specific form of the constraint condition in the cooperative scheduling model is given.

constraints associated with crew continuation, comprising:

8) Constraint condition one of crew connection:

setting the original continuation plans of all the crew groups to be 1, namely inputting the original continuation plans of the crew groups into the model; wherein cl2 _a Indicates whether the crew continuation activity a occurs in the original plan, when cl2 _a When =1, it means that the crew member is connected in the original plan, otherwise, cl2 _a When =0, it means that the crew group is not connected in the original plan, A _crew (e) Representing a qualified crew group continuing activity, e is a train event,

indicating an originating train event;

the constraint represents y _t，s And

only one term equals 1, i.e. each originating trainOne of either a cancellation of operation or use of a crew group from a previous end-to-crew group or crew group inventory, where cl1 must be selected _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the planned crew is connected, otherwise, cl1 _a When =0, it means that the crew actually does not perform connection, y _t，s For decision variables, when y _t，s When =1, the train t cancels the operation at the station s; when y is _t，s When =0, it means that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, a _crew (e) Representing the qualified crew group continuing activities;

the constraint representation

The value of (c) is required to be less than or equal to 1, i.e. a train crew can be used by at most one train, where cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew actually connects, otherwise, cl1 _a When =0, it means that the train is not actually connected, a is train activity, a _crew (e) Representing a qualified crew group continuing activity, e is a train event,

indicating an originating train event;

9) And the crew connection constraint condition two:

the constraint condition indicates that: in the actual situation that the crew is connected, the time x for the crew to connect _f -x _e The minimum splicing time is required to be more than or equal to; time for crew connection if crew connection is not actually madex _f -x _e Need to be greater than or equal to L _a -M, wherein a campaign represents a continuing campaign between a train ending to a train and a train originating at the stop, event e and event f in the campaign being the departure event of the train originating continuously and the arrival event of the train ending to the stop, x, respectively, at the same stop _e And x _f Indicates the time of occurrence of event e and event f, L _a For crew minimum connection time, A _crew Representing the continuous activity of the crew, M is a positive integer which is large enough;

10 Maximum duty on-time constraint:

the constraint condition indicates the crew operation time x when the crew is actually connected _f -x _e Less than or equal to the longest working time L of the crew _a That is, the accumulated time of one crew member value multiplying the traffic route cannot exceed the limit of the longest working time; in the case that the crew members do not make a connection in practice, the above equation is always true, wherein: a denotes the crew continuation activity between a train ending at the station and a train originating at the station, cl1 _a Indicates whether activity a actually occurs, when cl1 _a If =1, it means that the crew actually connects, otherwise, cl1 _a The time of =0 represents that the crew is not actually connected, and the event e and the event f in the activity are respectively the departure event of the same train at the starting station and the arrival event at the terminal station, and x _e And x _f Indicates the time of occurrence of event e and event f, A _crew Express qualified crew continuation activities, L _a The longest working time for the crew.

For the above high-speed train operation coordination adjustment method considering the train unit application and the service traffic connection plan, in a possible embodiment, the step S2 includes: and solving the cooperative scheduling model by adopting CPLEX, and determining a current train operation diagram, a current motor train unit operation plan and a current riding traffic road connection plan.

Through the structure, a specific form of the high-speed train operation cooperative adjustment method is provided.

For the above high-speed train operation coordination adjustment method considering the train unit application and the service traffic switching plan, in a possible embodiment, the event-activity network includes: and events comprise departure events, arrival events, motor train unit inventory events and crew inventory events of the trains at the stations.

By such a constitution, a specific element form in the event-activity network is given.

For the method for cooperatively adjusting the operation of the high-speed train in consideration of the application of the motor train unit and the train operation and road junction plan, in a possible implementation manner, the event-activity network comprises: and the activities among the events comprise train activities, interval activities, station activities and continuing activities.

Under the condition that all capacities of a certain section of the high-speed railway are failed, if a motor train unit operation plan and a passenger traffic route connection plan are considered during train operation diagram adjustment, the obtained adjustment result is the result of maximizing the high-speed railway resources. A multi-professional cooperative adjustment model considering a motor train unit application plan and a service traffic route connection plan is established based on an event-activity network, and the cooperative adjustment model is solved by adopting commercial optimization software CPLEX, so that the obtained train operation adjustment scheme is still feasible at the level of motor train unit turnover and service traffic route connection, and a more practical train operation adjustment scheme is provided for a dispatcher in real time.

A second aspect of the present invention provides a computer readable storage medium adapted to store a plurality of program codes, the program codes being adapted to be loaded and executed by a processor to perform any one of the aforementioned high speed train operation coordination methods considering the operation of a motor train unit and a train-to-service connection plan.

It can be understood that the computer readable storage medium has all the technical effects of any one of the aforementioned methods for cooperatively adjusting the operation of the high-speed train in consideration of the plan for applying the motor train unit and connecting the train with the service route, and the details are not repeated herein.

It can be understood by those skilled in the art that all or part of the processes of the method for coordinating the operation of the high-speed train in consideration of the operation of the motor train unit and the operation of the train-service-road-junction plan can be implemented by using a computer program to instruct related hardware, wherein the computer program can be stored in a computer-readable storage medium, and when the computer program is executed by a processor, the steps of the above-mentioned method embodiments can be implemented. Wherein the computer program comprises a computer program code, it is understood that the program code comprises but is not limited to a program code for executing the method for coordinating and adjusting the operation of the high-speed train in consideration of the operation of the motor train unit and the operation of the train-to-bus connection plan. For convenience of explanation, only portions relevant to the present invention are shown. The computer program code may be in source code form, object code form, an executable file or some intermediate form, etc. The computer-readable storage medium may include: any entity or device capable of carrying said computer program code, media, usb disk, removable hard disk, magnetic diskette, optical disk, computer memory, read-only memory, random access memory, electrical carrier wave signals, telecommunication signals, software distribution media, etc. It should be noted that the computer readable storage medium may contain content that is subject to appropriate increase or decrease as required by legislation and patent practice in jurisdictions, for example, in some jurisdictions, computer readable storage media that does not include electrical carrier signals and telecommunications signals in accordance with legislation and patent practice.

A third aspect of the present invention provides a computer apparatus comprising a memory and a processor, the memory adapted to store a plurality of program codes, the program codes adapted to be loaded and executed by the processor to perform any of the aforementioned methods of coordinated adjustment of high-speed train operation taking into account a train unit operation and a train-to-service-crossing plan.

It can be understood that the device has all the technical effects of any one of the above-mentioned methods for cooperatively adjusting the operation of the high-speed train in consideration of the operation of the motor train unit and the connection plan of the passenger traffic route, and the details are not repeated herein. The device may be a computer controlled device formed of various electronic devices.

The invention provides a high-speed train operation coordination adjusting system considering the motor train unit application and the service traffic path connection plan, which comprises a control module, wherein the control module is configured to execute any one of the high-speed train operation coordination adjusting methods considering the motor train unit application and the service traffic path connection plan.

It can be understood that the control system has all the technical effects of the method for cooperatively adjusting the operation of the high-speed train in consideration of the train unit application and the crew connection plan, which are not described herein again.

In the description of the present invention, a "control module" may include hardware, software, or a combination of both. A module may comprise hardware circuitry, various suitable sensors, communication ports, memory, may comprise software components such as program code, or may be a combination of software and hardware. The processor may be a central processing unit, microprocessor, image processor, digital signal processor, or any other suitable processor. The processor has data and/or signal processing functionality. The processor may be implemented in software, hardware, or a combination thereof. Non-transitory computer readable storage media include any suitable medium that can store program code, such as magnetic disks, hard disks, optical disks, flash memory, read-only memory, random-access memory, and the like.

Further, it should be understood that, since the control module is set only for illustrating the functional units in the system for coordinating the operation of the high-speed train in consideration of the motor train unit operation and the service connection plan according to the present invention, the physical devices corresponding to the control module may be the processor itself, or a part of software, a part of hardware, or a part of a combination of software and hardware in the processor. Thus, the number of control modules is only exemplary. Those skilled in the art will appreciate that the control module may be adaptively split according to the actual situation. The specific splitting of the control module does not cause the technical solution to deviate from the principle of the present invention, and therefore, the technical solution after splitting will fall into the protection scope of the present invention.

Drawings

The technical solution of the present invention is described below with reference to the accompanying drawings. In the drawings:

FIG. 1 is a schematic flow chart of a high-speed train operation coordination adjustment method considering the operation of a motor train unit and a train operation and traffic connection plan according to the present invention;

FIG. 2 is a schematic diagram illustrating a structure of an event-activity network based on a cooperative scheduling model in a high-speed train operation cooperative adjustment method considering a train unit application and a crew connection plan according to the present invention;

FIG. 3 is a plan operation diagram of a high-speed train operation coordination adjusting method according to the present invention, which considers the operation of a motor train unit and the connection plan of a passenger traffic route; and

fig. 4 shows an adjusted train operation diagram in the coordinated adjustment method for high-speed train operation in consideration of the motor train unit operation and the train operation connection plan.

Wherein: in the two-dimensional coordinate systems of fig. 3 and 4, the axis of abscissa represents time, and the axis of ordinate represents a station, specifically, the names of stations in the order from top to bottom are: beijing south, jianzhuang, yongle, wuqing, south storehouse, tianjin intercity, airport west, military food north, coastal west, pond bottom, coastal.

Each point in the diagram represents a space-time position where a train is located, lines formed by connecting the points represent space-time tracks of the train, short lines with arrows represent connecting lines of the motor train units in stock, connecting lines without arrows represent connecting lines of the motor train units which end up before, and shaded parts in the diagram represent affected time (8-10) and intervals (the descending direction is also equal to the interval between Yong-le.

Detailed Description

Preferred embodiments of the present invention are described below with reference to the accompanying drawings. It should be understood by those skilled in the art that these embodiments are only for explaining the technical principle of the present invention, and are not intended to limit the scope of the present invention.

It should be noted that, in the description of the present invention, the singular terms "a", "an" and "the" may also include the plural. Furthermore, in the following detailed description, numerous specific details are set forth in order to provide a better understanding of the present invention, and it will be apparent to one skilled in the art that the present invention may be practiced without some of the specific details. In some instances, modeling, algorithms, and the like, well known to those skilled in the art, have not been described in detail in order to not unnecessarily obscure the present invention.

Referring to fig. 1, fig. 1 is a schematic flow chart of a high-speed train operation coordination adjustment method considering the application of a motor train unit and a train operation and road junction plan according to the present invention. As shown in fig. 1, the method mainly comprises the following steps:

s2, solving the cooperative scheduling model by adopting commercial optimization software CPLEX, and determining a current train operation diagram, a current motor train unit operation plan and a current riding traffic route continuing plan;

and S3, determining a driving scheduling scheme according to the current train operation diagram, the current motor train unit operation plan and the current riding traffic road connection plan. In other words, a more practical driving scheduling scheme can be provided for the dispatcher in real time based on the determined current train operation diagram, the current motor train unit operation plan and the current riding traffic road connection plan.

1. Construction of event-activity network:

in one possible implementation, the event-activity network includes events and activities between events.

In one possible embodiment, the event may include a departure event, an arrival event, a motor train unit inventory event, a crew inventory event of a train at a station.

The motor train unit refers to a train consisting of a plurality of powered vehicles (motor cars) and unpowered vehicles (trailers). The motor train unit can also be said to be a train consisting of a plurality of carriages.

Wherein the motor train unit inventory event represents a motor train unit inventory situation (amount of motor train units in inventory, details of each motor train in inventory, etc.) for each station having an originating terminal to capability (as may be referred to as a big station).

Wherein the crew inventory event represents the crew inventory for each crew base having an originating terminal to capability.

In one possible embodiment, the activities may include train activities, separation activities, station activities and follow-on activities.

The train activities comprise activities between departure events and arrival events between two adjacent stations and activities between arrival events and departure events in the same station.

The inter-block activity is an operation inter-block activity of two trains in the same block, and may include a departure inter-block activity between two trains at a station at a start end of the block and an arrival inter-block activity between two trains at a station at an end of the block.

The station activity is the interval activity between the arrival and departure of two trains in the same direction at the same station, and can include the arrival interval activity, departure interval activity and arrival interval activity of the two trains in the same direction at the same station.

The connection activities are the activities of cyclic utilization among various driving resources, for example, the connection activities can comprise the connection activities of a motor train unit and the connection activities of a crew, and the connection activities of the motor train unit can comprise the connection activities between an upper train and a lower train and the connection activities between a motor train unit stock and an originating train; the crew connection activities may include both connection activities between crew and the crew traffic route, and connection activities between the crew inventory and the crew traffic route.

To better describe the established event-activity network, the following is described in conjunction with fig. 2.

Referring to fig. 2, fig. 2 is a schematic structural diagram of an event-activity network based on a cooperative scheduling model in a high-speed train operation cooperative adjustment method considering the application of a motor train unit and a crew connection plan according to the present invention. As shown in fig. 2, the box/circle therein represents an event and the line/curve with arrows represents an activity. Specifically, the boxes comprise departure events and arrival events of a certain train at stations (1, 2, 3 and 4), and the circles comprise inventory events of a motor train unit and inventory events of a crew department. The thick straight line with an arrow represents the movement of the train between the arrival event and the departure event of two adjacent stations; the thin straight line with arrows represents the train's movement between the departure and arrival events at the station. The dotted line with an arrow represents the activity of the departure event and the departure event or the arrival event and the arrival event of two adjacent trains in the same station. The dotted line with the arrow represents the interval activity between the departure event and the arrival event of two adjacent trains in the same station; the solid curve with an arrow represents the continuous activity of the motor train unit. The dashed curve with arrows represents the crew connection activity.

Based on the above-mentioned events and activities, an event-activity network can be constructed that can characterize the train operation status as shown in fig. 2.

2. Establishing a collaborative adjustment model:

and constructing a collaborative adjustment model according to the constructed event-activity network.

In one possible embodiment, the objective function of the collaborative adjustment model is:

namely: the aim of the cooperative adjustment model is to minimize the total delay time of the trains, the number of the cancelled trains and the deviation of the motor train unit operation plan and the passenger traffic road connection plan from the original plan.

Wherein, y _t,s For decision variables, when y _t，s The time of =1 represents that the train t cancels the operation at the station s; when y is _t，s When =0, represents that the train t does not cancel running at the station s, sigma _t∈T ∑ _s∈S y _t，s Total number of trains to be cancelled, x _e Representing the actual moment of occurrence of event e, p _e Indicates the scheduled occurrence time of event e, [ x ] _e -p _e ]Represents the delay time of the train, sigma _e∈E [x _e -p _e ]Indicating the total delay time of all trains, ck1 _a Representing the connection activity a of the motor train unit to be belonged to A _rol Whether or not it actually occurs, when ck1 _a If =1, it means that the motor train unit (including the motor train unit which is finished before (has completed the task and is in an idle state) and the motor train unit stock in practice are connected with the train, otherwise, when ck1 _a When =0, it means that no motor train unit is actually connected to the train; cl1 _a Represents the crew continuing activity a E A _crew Whether or not it actually occurs, when cl1 _a If not 1, it means that the actual crew service (including the final crew service and the crew stock) is connected to the crew service route, otherwise, if cl1 _a If =0, it means that no crew is actually connected to the crew cut, ck2 _a Representing the connection activity a of the motor train unit to be belonged to A _rol Whether or not it is planned that when ck2 occurs _a When the number of trains is not less than 1, the planned motor train unit (including the motor train unit which has arrived last now and the motor train unit inventory) is connected with the train, and on the contrary, when ck2 is used _a A time of =0 indicates that no motor train unit is connected to the train on the schedule,

showing the degree of deviation of the motor train unit operation plan from the original plan,

indicating the degree of departure, omega, of the crews-in plan from the original plan ₁ 、ω ₂ 、ω ₃ 、ω ₄ Respectively representing deviation of train cancellation, total delay time, motor train unit application plan and riding traffic route connection planPlanned weight coefficient, T represents a train, T represents a train set, S represents a station, S represents a station set, E represents an event, E represents an event set, a represents an activity, A represents an activity set, wherein A represents an activity set _rol For continuous movement of motor train unit A _crew The activity continues for the crew group.

In one possible implementation, the constraint condition of the collaborative adjustment model includes:

1) Train base constraints, which include:

the constraint condition indicates that the departure event time and the arrival event time after the train adjustment are later than the planning time, wherein E is an event set.

The constraint condition indicates that: if the train stops at the station, the stop time interval of the train in the station is not less than the specified time; if the train does not stop, the departure time of the train in the station is not more than the arrival time; wherein

In order to make a decision on a variable,

when the train needs to stop at the station, when

Time indicates that the train passes through the station directly and thus does not need to stop at the station, e and f respectively indicate the arrival event and departure event of the train at the station, L _a The minimum stop time of the train at the station is shown, a is the activity of the train, a is the activity set, and M is a positive integer large enough (e.g., the operation time of the whole day, i.e., 1440 min).

x _f -x _e ≥L _a (4)

The constraint condition indicates that the time interval of the train running in the interval is larger than the specified time, wherein e and f are respectively the departure event of the train at the previous station and the arrival event of the train at the next station, and x _e And x _f Respectively the departure time of the train at the last station and the arrival time of the train at the next station, L _a The minimum stop time of the train in the station, a is the activity of the train, and A is the activity set.

the constraint condition indicates that the running time interval of two adjacent trains at the station is not less than the minimum running interval, wherein lambda _a Denotes the first decision variable, when _a When =1 indicates that event e occurs before event f, when λ _a If =0, the event f occurs before the event e, e and f respectively represent arrival event and arrival event, departure event and departure event, arrival event and departure event of two adjacent trains at the same station, and L _a The minimum activity interval time of the train in the station is shown, and a is the station activity.

The constraint condition represents a decision variable λ _a And λ _a′ And only one is 1 and the other is 0, that is, the event e and the event f must occur in the sequence, wherein lambda is _a′ Denotes a second decision variable, when _a′ Denotes that event f occurs before event e when λ =1 _a′ And a' represent station activities of two adjacent trains when the event e occurs before the event f when the value of =0 is larger.

The constraint condition represents a decision variable λ _a And λ _a′ The equal, that is, if a departure event e occurs before a departure event f at a station before the section, and an arrival event e occurs before an arrival event f at a station after the section, a is the departure interval activity of two adjacent trains at the station before the section, and a 'is the arrival interval activity of two adjacent trains at the station after the section, where (a, a') is a sequential activity pair, which represents two adjacent sequential activities, and B is the set of all sequential activity pairs.

3) Station capacity constraint conditions:

the constraint condition indicates that the number of trains stopping at the station s is less than or equal to the total capacity of the station minus 1, the minus 1 is used for ensuring that at least one station track can be used when the trains arrive at the station s, wherein the activity a is formed by two trains t _e And t _f An arrival event at a station s and an activity consisting of an arrival event, activity a' consisting of two trains t _e′ And t _f′ Activity consisting of arrival and departure events at station s, λ _a And λ _a′ Are decision variables, in particular: when lambda is _a That event e occurs before event f when =1, i.e. train t _e Than train t _f First arriving at station s, when lambda _a If =0, it means that the event f occurs before the event e, i.e. the train t _f Train t _e First arrives at station s, Σ _a λ _a Is t _f The number of all trains that have arrived before arriving at the station s; when lambda is _a′ If =1, it means that event e occurs before event f, i.e. train t _e′ In the train t _f′ Leave station before arriving at station s, when lambda _a′ If =0, it means that the event f occurs before the event e, i.e. the train t _e′ In the train t _f′ Leaves the station after arriving at station s, ∑ _a′ λ _a′ Is t _f The number of all trains that have started before arriving at the station s; e. f and f are arrival events of the train at the station, and e' is a departure event of the train at the station.

4) Canceling the constraint condition of the train:

the constraint indicates that the actual moment of occurrence of event e is equal to M + p if the train is cancelled _e If the train is not cancelled, the actual occurrence time of the event e is less than or equal to M + p _e I.e. the constraint shifts the time of the cancelled train outside the considered time range, where y _t，s As a decision variable, when y _t，s If =1, it means that the train t is cancelled at the station s, and if y is _t，s When =0, it indicates that the train t is not cancelled at the station s, xe _{Watch (A)} Showing the actual time of occurrence of event e, p _e Indicating the scheduled time of occurrence of event e.

5) Interrupt scenario constraints:

the constraint condition indicates that if the train reaches the interruption section before the end of the interruption without being cancelled, the departure time of the train is equal to or more than T _end And is less than or equal to M + T _end That is, the train needs to be dispatched after the interruption is finished; if the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end That is, the train can be dispatched even when the train is interrupted. If the train arrives at the interruption section before the end of the interruption in the case where the train is cancelled, the departure time of the train is equal to or greater than T _end And is less than or equal to 2M +T _end (ii) a If the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end + M, i.e.The train can also meet the constraint requirement under the condition of being cancelled. Where e is the departure event of the train, T _end Theta is a variable from 0 to 1 for the time of the end of the interruption, and indicates that the train reaches the interruption interval before the end of the interruption when theta =1, and indicates that the train does not reach the interruption interval before the end of the interruption when theta =0, and y is a variable _t，s For decision variables, when y _t，s When =1, the train t cancels the operation at the station s; when y is _t，s When =0, it indicates that the train t is not cancelled at the station s.

δ＝δ′ (11)

The constraint condition indicates that if the train can arrive at a certain station before the break section before the end of the break, the train can leave to the certain station, wherein δ is a variable from 0 to 1, δ =1 indicates that the train can arrive at the certain station before the break section before the end of the break, δ =0 indicates that the train cannot arrive at the certain station before the break section before the end of the break, δ ' is a variable from 0 to 1, δ ' =1 indicates that the train can leave to the certain station before the break section before the end of the break, and δ ' =0 indicates that the train cannot leave to the certain station before the break section before the end of the break.

6) Basic constraint conditions of the motor train unit:

setting the original connection plans of all the motor train units as 1, namely inputting the original connection activity plans of the motor train units into the model; wherein ck2 _a Indicating whether the continuous activity a of the motor train unit occurs in the original plan when ck2 _a When =1, it indicates that the motor train unit is connected in the original plan, otherwise, ck2 _a When =0, it means that the motor train unit is not connected in the original plan, A _rol (e) The motor train unit connection activity meeting the conditions is shown, e is a train event,

indicating an originating train event;

the constraint represents y _t，s And

only one entry equals 1, i.e., each originating train must choose one of either to cancel the run or to use a train from a previous end-to-train or train inventory, where ck1 _a Indicating whether activity a actually occurs, when ck1 _a If =1, it means that the motor train unit is connected in plan, otherwise, ck1 _a And when the signal is =0, the motor train unit is not actually connected, and y _t，s For decision variables, when y _t，s The time of =1 represents that the train t cancels the operation at the station s; when y is _t，s When =0, it means that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, a _rol (e) Representing the continuous activity of the motor train unit meeting the conditions, e is a train event,

indicating an originating train event.

The constraint representation

The value of (c) is required to be less than or equal to 1, namely, one train motor train unit can be used by only one train at most, wherein ck1 _a Indicating whether activity a actually occurs, when ck1 _a If =1, it means that the motor train unit is actually connected, otherwise, ck1 _a When the value is not less than 0, the motor train unit is not actually connected, a is train activity, and A _rol (e) Representing the continuous activity of the motor train unit meeting the conditions, e is a train event,

indicating an originating train event.

7) The motor train unit connection constraint conditions are as follows:

the constraint condition represents the time x for connecting the motor train unit under the condition that the motor train unit is actually connected _f -x _e The minimum splicing time is required to be more than or equal to; if the motor train unit is not connected actually, the time x for connecting the motor train unit is _f -x _e Need to be greater than or equal to L _a M, namely if the motor train unit is connected, the minimum connection time of the motor train unit needs to be met, wherein a activity represents a connection activity between a final train and a train starting at the station, an event e and an event f in the activity are respectively a starting event of the starting train and an arrival event of the final train at the station for the same station, and x _e And x _f Indicates the time of occurrence of the events e and f, L _a Minimum connection time for motor train unit, A _rol The motor train unit is continuously active, and M is a positive integer large enough _。

8) Crew connection constraint one:

setting the original continuation plans of all the crew groups to be 1, namely inputting the original continuation plans of the crew groups into the model; wherein cl2 _a Indicates whether the crew continuation activity a occurs in the original plan, when cl2 _a If =1, it means that the crew member is connected in the original plan, otherwise cl2 _a When =0, it means that the crew group is not connected in the original plan, A _crew (e) Indicating a qualified crew group continuing activity, e is a train event,

indicating an originating train event.

The constraint represents y _t，s And

one term can only equal 1, i.e., each originating train must choose to either cancel the run or use a crew group from the previous terminal crew group or crew group inventory, where cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew is connected in the plan, otherwise cl1 _a When =0, it means that the crew actually does not perform connection, y _t，s For decision variables, when y _t，s When =1, the train t cancels the operation at the station s; when y is _t，s When =0, it means that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, a _crew (e) Indicating that the qualified crew member continues the activity.

The constraint representation

The value of (c) is required to be less than or equal to 1, i.e. a train crew can be used by at most one train, where cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew actually performs the connection, otherwise cl1 _a When =0, it means that the train is not actually connected, a is train activity, a _crew (e) Indicating a qualified crew group continuing activity, e is a train event,

indicating an originating train event.

9) And (5) crew connection constraint condition two:

the constraint condition indicates the time x for crew connection when the crew connection is actually performed _f -x _e The minimum splicing time is required to be more than or equal to; time x for crew connection if crew connection is not actually performed _f -x _e Need to be greater than or equal to L _a M, i.e. if the crew is making a connection, the minimum connection time of the crew is to be met, wherein a activity represents the connection activity between a train ending to the train and a train starting at the station, and event e and event f in the activity are respectively the departure event of the train starting to the connection and the arrival event of the train ending to the station, x _e And x _f Indicates the time of occurrence of event e and event f, L _a For crew minimum connection time, A _crew Representing crew continuation activity, M being a sufficiently large positive integer _。

10 Maximum duty on-time constraint:

the constraint condition indicates the working time x of the crew member when the crew member actually connects _f -x _e Less than or equal to the longest working time L of the crew _a That is, the accumulated time of one crew member value multiplying the traffic route cannot exceed the limit of the longest working time; in the case of a real non-connection of the crew, the above equation is always true, where a activity denotes a crew connection activity between a train ending to a train and a train originating at the station, cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew actually connects, otherwise, cl1 _a The case of =0 indicates that the train is not actually connected, and the event e and the event f in the event are the departure event at the starting station and the arrival event at the terminal station of the same train, x _e And x _f Indicates the time of occurrence of event e and event f, A _crew Indicating complianceCrew continuation activities, L _a The longest working time for the crew.

In one possible implementation, based on the objective function and constraints described above. The Python language is adopted for programming, and the collaborative adjustment model can be constructed by calling CEPLEX 12.10.

3. Adjusting a train operation scheme:

after the model is established, the original operation diagram timetable, the motor train unit and the passenger service traffic route continuing plan in the actual operation data of the train (for example, the actual operation data of the train is the experimental data of the Jingjin intercity high-speed rail line managed by Beijing railway administration group, inc.) are input, after the calculation of the cooperative adjustment model, the adjusted train operation diagram, the motor train unit operation plan and the passenger service traffic route continuing plan are obtained, and on the basis, a dispatcher can make a more practical train operation adjusting scheme based on the three adjusted plans.

In order to make the technical solutions of the present invention more clearly understood by those skilled in the art, the technical solutions of the present invention will be further described below with reference to a specific scenario embodiment.

In the embodiment, the operation data of a part of trains in the interval between Beijing south and coastal stations of a Beijing-Ching intercity line on a certain day is selected as an example for analysis, the line has 11 stations, and 24 trains (12 trains for ascending and 12 trains for descending) and 12 motor train unit stocks (4 trains for ascending and 8 trains for descending) are selected from the line, and the train is from 6 groups of crew stocks of a crew base. The train plan operation diagram, the motor train unit operation original plan and the passenger traffic road connection original plan are respectively shown in fig. 3, table 1 and table 2.

TABLE 1 original plan for applying motor train unit

TABLE 2 crews and routes continuing original plan

Task object	Takes charge of task
		Inventory crew K0	Is free of
Inventory crew K1	Is composed of
		Inventory crew K2	Is free of
Inventory crew K3	Is composed of
		Inventory crew K4	Is composed of
Inventory crew K5	Is free of
		Crew group 1	X1-S4
Crew group 2	X3-S5-X10
		Crew member 3	S1-X7-S8
Crew member 4	S3-X9-S12-X12
		Crew member 5	X6-S11
Crew member 6	X2-S7-X11
		Crew member 7	X4-S9
Crew member 8	X5-S6
		Crew 9	S2-X8-S10

Assume that such an event occurs: the interval between the Cheng station and the Yong le station is interrupted due to certain interference, when the interruption is not released, the ascending train and the descending train cannot pass through, the starting time of the interruption is 30 minutes at 8 am, and the duration of the interruption is 100 minutes. The train operation diagram, the motor train unit operation plan and the service traffic road connection plan which are adjusted based on the model are respectively shown in the figure 4, the table 3 and the table 4. In the table, X represents a lower line, and S represents an upper line.

TABLE 3 EMUs operating plan adjusted

TABLE 4 adjusted crew operation plan

Task object	Takes charge of task
		Inventory crew K0	Is free of
Inventory crew K1	Is free of
		Inventory crew K2	Is free of
Inventory crew K3	Is free of
		Inventory crew group K4	Is free of
Inventory crew K5	Is free of
		Crew group 1	X1-S4
Crew group 2	X3-S5-X10
		Crew group 3	S1-X7-S8
Crew group 4	S3-X9-S12
		Crew member 5	X6-S11
Crew member 6	X2-S6-X11-S7
		Crew member 7	X4-S9
Crew member 8	X5
		Crew 9	S2-X8-S10-X12

It can be seen that after the train operation is adjusted based on the multi-professional collaborative adjustment method of the present invention, the end time of the operation line S7 is adjusted to the start time of the operation line X11 due to delay, and the downlink motor train unit K1 cannot continue to take on the task of the operation line X11 after having taken on the task of the operation line S7. Meanwhile, if the crew member 4 multiplies the original plan (S3-X9-S12-X12) value, the time will be out, the adjusted plan of the crew member 4 is S3-X9-S12, and the X12 line is taken by the crew member 9.

Therefore, the multi-professional collaborative adjustment method can obtain a feasible train operation diagram, a motor train unit and a passenger service traffic route connection plan in a short time when an emergency occurs, and ensures the effectiveness of adjustment and the timeliness of the adjustment.

It should be noted that, although the feeding control method configured in the above-described specific manner is described as an example, those skilled in the art will appreciate that the present invention should not be limited thereto. In fact, the user can flexibly adjust the relevant steps and the elements such as parameters in the steps according to the situation such as actual application scenes, and the like, and some steps can be added, replaced or omitted. Such as constraints that may increase or decrease the model, etc.

So far, the technical solutions of the present invention have been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of the present invention is obviously not limited to these specific embodiments. Equivalent changes or substitutions of related technical features can be made by those skilled in the art without departing from the principle of the invention, and the technical scheme after the changes or substitutions can fall into the protection scope of the invention.

Claims

1. A high-speed train operation cooperative adjustment method considering motor train unit application and a service traffic connection plan is characterized by comprising the following steps:

s1, acquiring a pre-established cooperative scheduling model among a high-speed railway train operation diagram, a motor train unit application plan and a service traffic route continuing plan;

s2, solving the cooperative scheduling model, and determining a current train operation diagram, a current motor train unit operation plan and a current riding traffic route continuing plan;

the cooperative scheduling model is established according to a pre-established event-activity network capable of describing the running state of the train;

the objective function of the collaborative scheduling model is as follows:

wherein, y _t,s For decision variables, when y _t,s When =1, the train t cancels the operation at the station s; when y is _t,s When =0, the train t does not cancel running at the station s, sigma _t∈T ∑ _s∈S y _t,s Total number of trains to be cancelled, x _e Representing the actual moment of occurrence of event e, p _e Representing eventse scheduled time of occurrence, [ x [ ] _e -p _e ]Represents the delay time, sigma, of the train _e∈E [x _e -p _e ]Indicating the total delay time of all trains, ck1 _a Representing the connection activity a of the motor train unit to be belonged to A _rol Whether or not it actually occurs, when ck1 _a If =1, it means that the motor train unit is actually connected to the train, otherwise, when ck1 _a If =0, it means that no motor train unit is actually connected to the train,

cl1 _a represents the crew continuing activity a E A _crew Whether or not it actually occurs, when cl1 _a If not less than 1, it means that the actual passenger service is connected to the passenger service route, otherwise, if cl1 _a If =0, it means that no crew is actually connected to the crew cut, ck2 _a Representing the connection activity a of the motor train unit to be belonged to A _rol Whether or not it is planned that when ck2 occurs _a If =1, it means that the motor train unit is connected to the train in plan, otherwise, when ck2 _a If =0, it means that no motor train unit is connected to the train on schedule,

indicating the degree of deviation of the crews from the original plan,

ω ₁ 、ω ₂ 、ω ₃ 、ω ₄ respectively representing weight coefficients corresponding to departure of a train from an original plan, total delay time, a motor train unit operation plan and a train-service road-connection plan, wherein T represents the train, T represents a train set, S represents a station, S represents a station set, E represents an event, E represents an event set, a represents an activity, and A represents an activity set, wherein A represents the total delay time, the motor train unit operation plan and the train-service road-connection plan, and _rol for continuous movement of motor train unit A _crew Continuing to move for the crew group;

the constraint conditions of the collaborative scheduling model comprise:

1) Train base constraints, which include:

the constraint condition indicates that the departure event time and the arrival event time after the train is adjusted are later than the planning time, wherein E is an event set;

the constraint condition represents: if the train stops at the station, the stop time interval of the train in the station is not less than the specified time; if the train does not stop, the departure time of the train in the station is not more than the arrival time; wherein:

in order to make a decision on a variable,

when the train needs to stop at the station, when

Time indicates that the train passes through the station directly and thus does not need to stop at the station, e and f respectively indicate the arrival event and departure event of the train at the station, L _a The minimum stop time of the train at the station is represented, a is the activity of the train, A is an activity set, and M is a positive integer which is large enough;

x _f -x _e ≥L _a (4)

the constraint condition indicates that the time interval of the train running in the interval is more than the specified time, wherein: e and f are respectively the departure event of the train at the previous station and the arrival event of the train at the next station, x _e And x _f Are respectively trainsDeparture time at the previous station and arrival time of train at the next station, L _a The minimum stop time of the train in the station is shown, a is the activity of the train, and A is an activity set;

the constraint condition indicates that the running time interval of two adjacent trains at the station is not less than the minimum running interval, wherein: lambda [ alpha ] _a Denotes the first decision variable, when _a When =1 indicates that event e occurs before event f, when λ _a If =0, the event f occurs before the event e, e and f respectively represent arrival event and arrival event, departure event and departure event, arrival event and departure event of two adjacent trains at the same station, and L _a The minimum movement interval time of the train in the station is shown, and a is the movement of the station;

the constraint condition represents: decision variable lambda _a And λ _a′ And only one is 1 and the other is 0, that is, the event e and the event f must occur in the order, wherein: lambda [ alpha ] _a′ Denotes a second decision variable, when _a′ When =1 indicates that event f occurs before event e, when λ _a′ If =0, it means that event e occurs before event f, and a' are station activities of two adjacent trains;

the constraint condition represents a decision variable λ _a And λ _a′ Equal, where (a, a') is a sequentially active pair, representing adjacentTwo sequential activities, B is the set of all pairs of sequential activities;

3) Station capacity constraint conditions:

the constraint condition indicates that the number of trains stopping at the station s is less than or equal to the total capacity of the station minus 1, the minus 1 is to ensure that at least one station track can be used when the trains arrive at the station s, wherein the activity a is formed by two trains t _e And t _f An arrival event at a station s and an activity consisting of an arrival event, activity a' consisting of two trains t _e′ And t _f′ Movement consisting of arrival and departure events at station s, λ _a And λ _a′ Are decision variables, specifically: when lambda is _a If =1, it means that event e occurs before event f, i.e. train t _e Than train t _f First arriving at station s, when lambda _a That is, when =0 indicates that the event f occurs before the event e, i.e., the train t _f Than train t _e First arrives at the station s, Σ _a λ _a Is t _f The number of all trains that have arrived before arriving at station s; when lambda is _a′ Time =1 indicates that event e 'occurs before event f', i.e. train t _e′ In the train t _f′ Leave station before arriving at station s, when lambda _a′ If =0, it means that the event f 'occurs before the event e', i.e. the train t _e′ In the train t _f′ Leaves the station after arriving at station s, ∑ _a′ λ _a′ Is t _f The number of all trains that have departed before arriving at the station s; e. f and f 'are arrival events of the train at the station, and e' is a departure event of the train at the station;

4) Canceling the constraint condition of the train:

the constraint condition represents: event e actual if the train is cancelledAt the moment of occurrence equal to M + p _e If the train is not cancelled, the actual occurrence time of the event e is less than or equal to M + p _e Wherein, y _t,s For decision variables, when y _t,s If =1, it means that the train t is cancelled at the station s, and if y is _t,s X is 0 indicating that the train t is not cancelled at the station s _e Indicating the actual moment of occurrence of the event e, p _e Representing the scheduled time of occurrence of event e;

5) Interrupt scenario constraint:

the constraint condition indicates that: if the train reaches the interruption interval before the end of the interruption under the condition that the train is not cancelled, the departure time of the train is more than or equal to T _end And is less than or equal to M + T _end (ii) a If the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end If the train arrives at the break section before the end of the break when the train is cancelled, the departure time of the train is equal to or greater than T _end And is less than or equal to 2M +T _end (ii) a If the train does not reach the interruption interval before the interruption is finished, the departure time of the train is more than or equal to T _end -M and less than or equal to T _end + M, where e is the departure event of the train, T _end Theta is a variable from 0 to 1 for the time of the end of the interruption, and indicates that the train reaches the interruption interval before the end of the interruption when theta =1, and indicates that the train does not reach the interruption interval before the end of the interruption when theta =0, and y is a variable _t,s For decision variables, when y _t,s When =1, the train t cancels the operation at the station s; when y is _t,s When =0, it means that the train t is not cancelled at the station s;

δ＝δ′ (11)

the constraint condition represents: if the train can arrive at a certain station before the interruption interval before the interruption is finished, the train can be dispatched to the certain station, wherein delta is a variable of 0-1, delta =1 represents that the train can arrive at the certain station before the interruption interval before the interruption is finished, delta =0 represents that the train cannot arrive at the certain station before the interruption interval before the interruption is finished, delta ' is a variable of 0-1, delta ' =1 represents that the train can be dispatched to the certain station before the interruption interval before the interruption is finished, and delta ' =0 represents that the train cannot be dispatched to the certain station before the interruption interval before the interruption is finished;

6) Basic constraint conditions of the motor train unit:

the constraint condition indicates that the original connection plan of all the motor train units is set to be 1, wherein ck2 _a Indicating whether the motor train unit continuous activity a occurs in the original plan or not when ck2 _a When =1, it indicates that the motor train unit is connected in the original plan, otherwise, ck2 _a When =0, it means that the motor train unit is not connected in the original plan, A _rol (e) Representing the continuous activity of the motor train unit meeting the conditions, e is a train event,

indicating an originating train event;

the constraint represents y _t,s And with

Only one term equals 1, from the train or train stock that ended up before, wherein ck1 _a Indicating whether activity a actually occurs, when ck1 _a When =1, it indicates that the motor train unit is connected in plan, otherwise, ck1 _a When =0, it means that the motor train unit is not actually connected, y _t,s For decision variables, when y _t,s When =1, the train t cancels the operation at the station s; when y is _t,s When =0Indicating that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, A _rol (e) The motor train unit connection activity meeting the conditions is shown, e is a train event,

indicating an originating train event;

the constraint representation

The value of (b) is required to be 1 or less, where ck1 _a Indicating whether activity a actually occurs, when ck1 _a If =1, it means that the motor train unit is actually connected, otherwise, ck1 _a When the value is not less than 0, the motor train unit is not actually connected, a is train activity, and A _rol (e) Representing the continuous activity of the motor train unit meeting the conditions, e is a train event,

indicating an originating train event;

7) The motor train unit connection constraint conditions are as follows:

the constraint condition represents: under the condition that the motor train unit is actually connected, the connection time x of the motor train unit _f -x _e The minimum splicing time is required to be more than or equal to; if the motor train unit is not connected actually, the time x for connecting the motor train unit is _f -x _e Need to be greater than or equal to L _a M, namely if the motor train unit is connected, the minimum connection time of the motor train unit needs to be met, wherein a represents connection activity between a final train and a train starting at the station, and an event e and an event f in the activity are respectively the same stationProceeding the departure event of the starting train and the arrival event of the ending train at the station, x _e And x _f Indicates the time of occurrence of the events e and f, L _a Minimum connection time for motor train unit, A _rol Representing the continuous activity of the motor train unit, wherein M is a positive integer large enough;

the constraint conditions of the collaborative scheduling model further include:

constraints associated with crew continuation, comprising:

8) Constraint condition one of crew connection:

the constraint condition indicates that the original continuing plans of all the crew groups are set to be 1; wherein cl2 _a Indicates whether the crew continuation activity a occurs in the original plan, when cl2 _a When =1, it means that the crew member is connected in the original plan, otherwise, cl2 _a When =0, it means that the crew group is not connected in the original plan, A _crew (e) Representing a qualified crew group continuing activity, e is a train event,

indicating an originating train event;

the constraint denotes y _t,s And

only one term equals 1, from the previous end to the crew or crew inventory, where: cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the planned crew is connected, otherwise, cl1 _a When =0, it means that the crew actually does not perform connection, y _t,s As a decision variable, when y _t,s When =1, the train t cancels the operation at the station s; when y is _t,s When =0, it means that the train t is not cancelled at the station s, t is the train, s is the station, a is the train movement, a _crew (e) Representing the qualified crew group continuing activities;

the constraint representation

The value of (c) is required to be less than or equal to 1, i.e. a train crew can be used by at most one train, where cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew actually performs the connection, otherwise cl1 _a When =0, it means that the train is not actually connected, a is train activity, a _crew (e) Representing a qualified crew group continuing activity, e is a train event,

indicating an originating train event;

9) And (5) crew connection constraint condition two:

the constraint condition represents: in the actual situation that the crew member is connected, the time x for the crew member to be connected _f -x _e The minimum splicing time is required to be more than or equal to; time x for crew connection if crew connection is not actually performed _f -x _e Need to be greater than or equal to L _a -M, wherein a campaign represents a continuing campaign between a train ending to a train and a train originating at the stop, event e and event f in the campaign being the departure event of the train originating continuously and the arrival event of the train ending to the stop, x, respectively, at the same stop _e And x _f Representing events e and eTime of occurrence of f, L _a For crew minimum connection time, A _crew Indicating that the crew member is active in continuation,

10 Maximum crew operation time constraint:

the constraint condition indicates that: in the actual situation where the crew member continues, crew member operating time x _f -x _e Less than or equal to the longest working time L of the crew _a That is, the accumulated time of one crew member value multiplying the traffic route cannot exceed the limit of the longest working time; in the case that the crew members do not make a connection in practice, the above equation is always true, wherein: a denotes the crew continuation activity between a train ending at the station and a train originating at the station, cl1 _a Indicating whether activity a actually occurred, when cl1 _a If =1, it means that the crew actually performs the connection, otherwise cl1 _a The case of =0 indicates that the train is not actually connected, and the event e and the event f in the event are the departure event at the starting station and the arrival event at the terminal station of the same train, x _e And x _f Indicates the times of occurrence of events e and f, A _crew Express qualified crew connection activity, L _a The longest working time for the crew.

2. The method for cooperatively adjusting the operation of a high-speed train in consideration of the operation of a motor train unit and the connection plan of a passenger traffic route according to claim 1, wherein the step S2 comprises:

and solving the cooperative scheduling model by adopting CPLEX, and determining a current train operation diagram, a current motor train unit application plan and a current ride traffic route continuing plan.

3. The method for coordinated adjustment of high-speed train operation in consideration of train set operation and crew connection plan according to claim 1, wherein the event-activity network comprises:

and events comprise departure events, arrival events, motor train unit inventory events and crew inventory events of the trains at the stations.

4. The method as claimed in claim 3, wherein the event-activity network comprises:

and the activities among the events comprise train activities, interval activities, station activities and continuing activities.

5. A computer readable storage medium comprising a memory adapted to store a plurality of program codes, wherein the program codes are adapted to be loaded and executed by a processor to perform the method for coordinated adjustment of high speed train operation taking into account train operation and a crew connection plan of a motor train unit according to any one of claims 1 to 4.

6. A computer arrangement comprising a memory and a processor, the memory being adapted to store a plurality of program codes, wherein the program codes are adapted to be loaded and run by the processor to perform the method of coordinated adjustment of high speed train operation taking into account a motor train unit operation and a crew cut plan as set forth in any one of claims 1 to 4.

7. A high-speed train operation coordination adjustment system considering motor train unit operation and a bus-taking connection plan is characterized by comprising a control module, wherein the control module is configured to be capable of executing the high-speed train operation coordination adjustment method considering motor train unit operation and a bus-taking connection plan as claimed in any one of claims 1 to 4.