CN116401873A

CN116401873A - Intelligent line selection method considering train running speed curve optimization

Info

Publication number: CN116401873A
Application number: CN202310379221.3A
Authority: CN
Inventors: 张洪; 帅蔚晨; 罗锟; 李伟; 康善浩
Original assignee: East China Jiaotong University
Current assignee: East China Jiaotong University
Priority date: 2023-04-11
Filing date: 2023-04-11
Publication date: 2023-07-07
Anticipated expiration: 2043-04-11
Also published as: CN116401873B

Abstract

The invention discloses an intelligent railway line selection method considering train running speed curve optimization, which specifically comprises the following steps: establishing a comprehensive geographic information model, dividing the railway route selection design area range into a regular grid consisting of square cells, and discretely storing information required by route selection into the grid; constructing a line optimization model comprising railway initial engineering investment and maintenance operation cost based on the comprehensive geographic information model, and providing a train operation speed curve optimization method, and acquiring train operation energy consumption cost and passenger travel time cost through train operation simulation based on the obtained optimized operation speed curve; based on the railway line optimization model, a line intelligent search method based on a differential evolution algorithm is provided for model solving, and an optimized line scheme is obtained.

Description

Intelligent line selection method considering train running speed curve optimization

Technical Field

The invention relates to the field of railway route selection design, in particular to an intelligent route selection method considering train operation curve optimization.

Background

The railway route selection design is a global core work of railway construction, is a prerequisite for determining project investment, operation, society and environmental protection rationality, is a fundamental decision for controlling the factors, and has the basic task of determining the railway space position according to the functional requirements of design projects and combining natural, economical and social environments of the areas, and once the design is incorrect, the birth defects of the railway are caused, and huge disasters and irreparable losses are brought to later construction and operation.

The present China is in the rapid development period of railways, and the ' schema of advanced planning of railways in the strong China in the new era ' proposes ' about 20 ten thousand kilometers of national railway network by 2035, wherein about 7 ten thousand kilometers of high-speed rail. Railway survey design units will generally face the difficult situation of tight time and heavy tasks. In the face of urgent design time, how to efficiently design an optimized railway line station scheme has become a key problem to be solved in the current urgent need. The intelligent line selection technology can quickly search out a series of valuable line schemes and provide references for designers; meanwhile, the artificial design scheme can be deeply optimized, so that the method is an important way for solving the difficult problem.

The research aiming at intelligent route selection can be traced to the 60 th century, and the main thought is as follows: abstracting the design problem of the iron (public) route as a constraint optimization problem, and obtaining an optimized route scheme by constructing a route optimization model and providing a model solving method. Through development for over 50 years, the line optimization object is developed into plane and longitudinal plane integral optimization of a three-dimensional space from two-dimensional line plane optimization or longitudinal plane optimization; the optimization target is optimized by single targets mainly based on construction cost in early stage, and is expanded into multi-target optimization of comprehensive construction cost and operation cost; the search algorithm gradually improves from an early analytical mathematical algorithm to an intelligent heuristic search represented by particle swarm, genetic algorithm, and the like.

However, the existing intelligent line selection method generally has heavy initial engineering investment and light maintenance operation cost. From the perspective of the whole life cycle of the railway, the railway operation energy consumption cost is far higher than the railway initial engineering investment. Therefore, if the energy consumption problem of train operation is considered in the design stage of the train, the train operation speed curve is optimized, and the train energy-saving operation-friendly train line scheme is obtained, so that the energy consumption cost of train operation is obviously reduced, and the whole life cycle cost of the railway is saved. In this regard, the invention discloses an intelligent route selection method considering train running speed curve optimization.

Disclosure of Invention

In order to solve the problems, the invention aims to provide an intelligent route selection method considering train running speed curve optimization, which comprises the following steps:

s1, establishing a comprehensive geographic information model, dividing a railway route selection design area range into a regular grid composed of square cells, and collecting various geographic information required by route design and discretely storing the various geographic information into the grid, wherein the various geographic information comprises data information to be considered in railway route selection design of topography, geology and population distribution;

s2, constructing a line optimization model comprising initial engineering investment and maintenance operation cost of a railway based on the comprehensive geographic information model, optimizing the running speed of the train, obtaining train running energy consumption and time cost through train running simulation based on the obtained optimized running speed curve, and forming the railway maintenance operation cost together with the track maintenance cost and the locomotive maintenance cost;

And S3, performing intelligent line search based on the railway line optimization model and on a differential evolution algorithm to obtain an optimized line scheme.

Preferably, the initial engineering investment comprises: engineering fee C for earthwork _E Bridge engineering fee C _B Tunnel engineering fee C _T Costs C related to the length of the line, track laying, etc _L Cost of land C _W Rolling stock purchase fee C _ROLL The method comprises the steps of carrying out a first treatment on the surface of the The maintenance operation cost comprises: train operation energy consumption C _LE Passenger travel time fee C _LU Maintenance cost C for track maintenance _MT Maintenance cost C of rolling stock _MS The method comprises the steps of carrying out a first treatment on the surface of the To sum up, the railway line optimization model objective function is expressed as:

Min f(X,Y,R,K,H)＝C _E +C _B +C _T +C _L +C _w +C _ROLL +C _LE +C _LU +C _MS +C _MT

in the process of acquiring initial engineering investment, earth-rock engineering cost C _E Expressed as:

wherein n is _f 、n _c 、n _f-c The number of the line filling, excavation and half-filling and half-excavation road sections is represented; u (u) _fi 、u _ci Representing the engineering cost of filling/excavating earth and stone per unit volume ³ ；K _i The mileage m is the ith stake mark; a is that _fi For the ith fill cross-sectional area m ² ；A _ci For the ith square cross-sectional area m ² ；A _hfi Representing the fill area m in the ith half-fill half-cut ² ；A _hci Representing the square area m in the ith half-filled half-cut section ² 。

Wherein H is _l (i) Filling/cutting height m, H for the left side of the i-th half-filling half-cutting section _r (i) Filling/excavating height m for the right side of the ith half-filling half-excavation section; s is S _f For filling slope, S _c Is a digging slope; w is the line cross-sectional width m.

Bridge engineering fee C _B Expressed as:

wherein n is _B Representing the number of bridges; u (u) _Bi Representing the building cost per unit length of the ith bridge; l (L) _Bi Representing the length m of the ith bridge; c (C) _Ai And the construction cost of the ith bridge abutment is represented.

Tunnel engineering fee C _T Expressed as:

wherein n is _T Representing the number of tunnels; u (u) _Ti Representing the construction cost per unit length of the ith tunnel; l (L) _Ti Represents an ith tunnel length m; c (C) _Pi Indicating the construction cost of the ith tunnel portal.

Track laying and other costs C related to the length of the line _L Expressed as:

C _L ＝u _L ×L _total

wherein u is _L Is the unit cost (m, L) related to the length of the line _total Is the route length m.

Cost of land C _W Expressed as:

wherein n is _cell Representing the number of cells occupied by the line; u (u) _wi Land fee/m representing the ith cell ² The method comprises the steps of carrying out a first treatment on the surface of the d represents the cell length m.

Locomotive vehicle acquisition fee C _ROLL Expressed as:

C _ROLL ＝N _ROLL ×u _ROLL

wherein N is _ROLL Representing the number of trains required to meet the transportation; u (u) _ROLL Indicating the unit price of the train (including locomotives and vehicles); t (T) _ROLL The time s representing a single round trip of the train; h(s) represents train departure interval time s; []Representing a rounding symbol.

In the process of acquiring maintenance operation fees, the train operation energy consumption fee C _LE Expressed as:

wherein C is _TE The energy consumption cost for the annual operation of the train is; u (U) _ENERGY The energy consumption cost per unit operation of the train is per kwh; e (E) _round The energy consumption kwh for one round trip of the train; p (P) _round The transport capacity person for the train to go to and fro once; p (P) _annual People are required for annual transportation of railways; g _e The service life growth rate can be consumed for train operation; t is the service life of railway operation; r is the annual expansion percentage of currency.

Passenger travel time cost C _LU Expressed as:

C _U ＝U _USER ×P _C ×T _round

C _TU ＝C _U ×N _trip

wherein N is _trip The travel frequency of annual passengers is; p (P) _annual Is a requirement for annual transportation of railways; p (P) _C The passenger carrying capacity of the train; t (T) _round The train is reciprocated for one time for the operation time h; c (C) _U The cost of the time of a train to travel once is the cost of the time of a passenger; u (U) _USER The value per hour is the value per hour of the passenger; t (T) _round The time h for the train to come and go once; g _u Is the passenger time value increase rate; t is the service life of railway operation; r is the annual expansion rate of money; c (C) _LU Is the total cost of passenger time in the whole life cycle of the train; c (C) _TU The annual train operation passenger time cost is.

Track maintenance cost C _MT Expressed as:

wherein N is _replace T is the number of track changes in the railway operation period _R For the service life of the track, m is the number of track sections with curve radius smaller than a given value; l (L) _rk A k-th round curve length m with a curve radius smaller than a given value; u (u) _track Cost per unit length of track is the same as the cost per unit length of track; g _r Is the track cost increase rate; t is the service life of railway operationLimiting; r annual expansion percentage of currency. It should be noted that the track is severely worn in the curved section, especially in the small curved section, so that the present invention mainly considers the small radius curved section when calculating the maintenance cost of the track maintenance.

Maintenance cost C for locomotive vehicle _MS ：

C _TMS ＝u _MS ×N _round ×L _total

In the formula g _s The maintenance cost increase rate is for the rolling stock maintenance; t is the service life of railway operation; r is the annual expansion rate of currency, u _MS Maintenance cost per m for a vehicle to go back and forth every kilometer; n (N) _round The annual round trip times; l (L) _total The total length m of the line.

C for acquiring train operation energy consumption _LE In the process of (2) for train round trip energy consumption E _round The calculation method of (2) is as follows:

firstly, calculating the addition gradient of a line, and dividing the line into a plurality of subintervals based on the addition gradient, wherein the addition gradient of each subinterval is the same.

Wherein i is _a Adding gradient per mill; i is the gradient of the line per mill; r is the radius m of a circular curve; l (L) _s Is the tunnel length m.

Then, the train running state is switched in each section according to the current running speed and the target speed of the train, and the method specifically comprises the following steps:

a. at the running speed

When the train reaches the target speed of the section, the train enters a cruising stage;

b. at the running speed

=target speed +.>

When the train is in a constant speed stage, the traction force of the train is equal to the resistance of the train, and the train runs at a constant speed;

c. at the running speed

>Target speed->

When the train is switched to an idle stage, the traction force of the train is zero, only the resistance of the train acts, and the speed of the train is reduced to the target speed;

d. the braking phase is mainly used for train parking braking, and braking is needed when the running speed of the train downhill section exceeds the limit speed.

The method for calculating the running energy consumption and time of the train in different running states comprises the following steps:

train acceleration running state: the train receives traction force F (v) and running resistance W (v), F (v) > W (v), and under the state of train acceleration running, the acceleration is calculated as follows:

wherein a is _max Maximum permissible acceleration m/s for passenger comfort ² 。

Based on the train running acceleration, the running energy consumption and the running time of increasing the train running speed by 1m/s are obtained:

wherein E is _tra The energy consumption J for the acceleration operation of the train; m is the weight t of the train; v is the train running speed m/s; w (v) is train running resistance N/t; l (L) _tra The length m of the train acceleration operation is the length m; a, a _avail (v) For running acceleration m/s of train ² ；T _tra (v) Is the train running time s.

Train constant speed running state: the train receives traction force F (v) and running resistance W (v), and F (v) =w (v), and the running energy consumption and running time calculation formula is as follows:

E _cru ＝w(v)×M×L _cru

wherein E is _cru The energy consumption J for the train to run at a constant speed; m is the weight t of the train; v is the train running speed m/s; w (v) is train running resistance N/t; l (L) _cru The constant speed running length m of the train; t (T) _cru (v) And the train is operated at a constant speed s.

Train idle running state: the train only receives running resistance W (v), the running energy consumption is 0, and the train running time is calculated as follows:

wherein M is the weight t of the train; v is the train running speed m/s; a, a _coa For the idle acceleration m/s of the train ² The method comprises the steps of carrying out a first treatment on the surface of the W (v) is train running resistance N/t; t (T) _coa (v) For the train idle running time s.

Train braking operation state: the running resistance W (v) and the braking force B (v) of the train are received, the running energy consumption is 0, and the running time of the train is calculated according to the following formula:

wherein T is _bra1 The train braking operation time s; l (L) _bra1 The train braking travel distance m.

Train parking brake status: the running resistance W (v) and the braking force B (v) of the train are received, the running energy consumption is 0, and the calculation formula of the train parking braking time is as follows:

Wherein T is _bra2 Parking brake operating time s for the train; l (L) _bra2 The running distance m is the braking and stopping distance of the train; a, a _max Maximum permissible acceleration m/s for passenger comfort ² The method comprises the steps of carrying out a first treatment on the surface of the g is gravity acceleration m/s ² 。

And calculating the running energy consumption and the running time of the train from the starting point to the end point and from the end point to the starting point based on the running energy consumption and the running time calculation formulas under different running states of the train, and obtaining the running energy consumption and the running time of the train in one round trip.

The train operation target speed optimizing method specifically comprises the following steps:

firstly, a continuous micro-objective function which comprehensively considers the train operation energy consumption and the passenger time cost is established, and the method is specifically as follows:

and (3) calculating train operation energy consumption cost:

C _ENERGY ＝E(v)×u _ENERGY

wherein E (v) is train operation energy consumption kwh; a. b and c are experimental measurement constants; w (W) _a The running resistance N/t of the train; m is the weight t of the train; l (L) _U The running distance m of the train; c (C) _ENERGY The energy consumption cost m for train operation; u (u) _ENERGY The unit energy consumption cost is the unit energy consumption cost per meter.

And (3) calculating the time and cost of the passengers:

C _USER ＝T(v)×P _c ×u _USER

wherein T (v) is train running time h; c (C) _USER The time cost for the passengers is; p (P) _C The passenger carrying capacity of the train; u (u) _USER The time value per hour of the passenger is this/h.

The following formula is established by integrating the train operation energy consumption cost and the passenger time cost:

Then, deriving the above formula to obtain the optimal running speed

The method comprises the following steps:

2c×M×U _ENERGY ×v ⁱ _opt ³ +b×M×U _ENERGY ×v ⁱ _opt ² -3600×P _C ×U _USER ＝0

finally, comprehensively considering the optimal running speed of the train

Equalizing speed->

Limiting speed->

Determining a train operation target speed +.>

The method comprises the following steps:

the railway line optimization model objective function can be obtained through calculation by the method. In addition, the railway line also needs to meet a plurality of constraint conditions such as minimum circle curve radius, minimum slope length, maximum gradient, maximum bridge height, clearance height and the like, and in order to ensure the transportation requirement, the running time of the trains between adjacent stations needs to meet the time constraint requirement. This patent divides it into geometric constraint, structure constraint, regional constraint and time constraint according to the characteristic of different constraints, and is specific as follows:

(1) Geometric constraints

According to the railway line design Specification (GB 10098-2017), railway lines have to meet the following geometrical constraint requirements: minimum curve radius constraint, minimum circle curve length constraint, minimum clamp straight line length constraint, minimum slope segment length constraint, maximum gradient constraint and gradient algebraic difference constraint are expressed as:

g _i (X,Y,R,K,H)≤0

(2) The structure is constrained by the structure,

the structures such as bridges, tunnels, roadbeds and the like are required to meet corresponding constraint requirements, such as: the bridge needs to meet the maximum bridge height constraint, the bridge floor is free from vertical curve constraint, the tunnel needs to meet the maximum tunnel length constraint, the tunnel single slope or the herringbone slope constraint, the roadbed needs to meet the ground transverse slope constraint, and the method is expressed as follows:

h _i (X,Y,R,K,H)≤0

(3) Regional constraints

The regional constraints include forbidden zone constraints, must-pass zone constraints, crossing constraints, and elevation trend constraints proposed for tight slope sections, expressed as:

l _i (X,Y,R,K,H)≤0

(4) Time constraint, wherein the running time of the trains between adjacent stations meets the time limit requirement for completing the train transportation requirement, and the time constraint is expressed as follows:

T(X,Y,R,K,H)-T _lim ≤0

in summary, the railway line optimization model is obtained as follows:

s.t.g _i (Y)≤0

h _i (X,Y,R,K,H)≤0

l _i (X,Y,R,K,H)≤0

T(X,Y,R,K,H)-T _lim ≤0

the method is based on a differential evolution algorithm to search the space position of the line, an optimized line method is obtained, and model solving is achieved. The method comprises the following steps:

s1, connecting a starting point and a finishing point of a line, and uniformly dividing a cutting surface along the connecting line of the starting point and the finishing point of the line;

s2, randomly laying intersection points on the cutting surface, configuring a circular curve, generating N initial line schemes, and if the line schemes do not meet constraint requirements, regenerating until N initial line schemes are obtained, and establishing an initial line scheme group;

s3, selecting the ith initial scheme Γ _i (i=1, 2, …, N), and performing a mutation operation to generate an intermediate mutation line scheme vΓ _i ；

VΓ _i (λ _i,j ) ^t ＝Γ _rand1 (λ _i,j ) ^t +F·(Γ _rand2 (λ _i,j ) ^t -Γ _rand3 (λ _i,j ) ^t )

Wherein V gamma _i (λ _i,j ) ^t A j variable which is the i intermediate variant line scheme in the t-th generation scheme; Γ -shaped structure _rand1 Is the 1 st random scheme in the t generation scheme; Γ -shaped structure _rand2 Is the 2 nd random scheme in the t generation scheme; Γ -shaped structure _rand3 Is the 3 rd random scheme in the t generation scheme; f is a scaling factor, typically in [0,2 ] ]In the middle, the patent takes 0.5.

S4, generating an intermediate variation line scheme V gamma _i And the ith line scheme Γ _i Performing cross operation to generate a new scheme T gamma _i ；

In T gamma _i (λ _i,j ) ^t A j variable which is the i test line scheme in the t generation scheme; rand is [0,1]Random numbers uniformly distributed among the two; cr is the crossover probability, typically in [0,1 ]]Optionally, 0.1 is taken here.

S5, comparing the newly generated scheme T gamma _i And original line scheme Γ _i Selecting a better scheme as a next generation scheme;

s6, repeating the steps S2-S5 to traverse all the line schemes to generate a child scheme group;

and S7, repeating the steps S2-S6 until the maximum iteration times are reached.

The invention discloses the following technical effects:

the invention integrates the train running speed curve optimization into the railway line selection process, can consider whether the designed line scheme is favorable for saving the train running energy consumption in the line selection process, and designs the line scheme for saving the whole life cycle cost of the railway according to the railway traffic demand.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions of the prior art, the drawings that are needed in the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

FIG. 1 is a flow chart of the present invention;

FIG. 2 is a plan view of an example circuit design;

fig. 3 is a longitudinal section view of an example circuit design.

Detailed Description

For the purposes of making the objects, technical solutions and advantages of the embodiments of the present application more clear, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is apparent that the described embodiments are only some embodiments of the present application, but not all embodiments. The components of the embodiments of the present application, which are generally described and illustrated in the figures herein, may be arranged and designed in a wide variety of different configurations. Thus, the following detailed description of the embodiments of the present application, as provided in the accompanying drawings, is not intended to limit the scope of the application, as claimed, but is merely representative of selected embodiments of the application. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present application without making any inventive effort, are intended to be within the scope of the present application.

As shown in fig. 1, the intelligent line selection method considering train operation speed curve optimization according to the present invention includes the following steps:

s1, establishing a comprehensive geographic information model, dividing the range of a certain 37km multiplied by 21km practical railway route selection design area into 1233 x 700 regular grids consisting of square cells with side length of 30m, collecting various information (including topography, ground objects, engineering unit price and the like) required by route selection design, and uniformly and discretely storing the collected various information into the grids.

S2, establishing comprehensive consideration of initial engineering investment (including earth and stone engineering fee C) _E Bridge engineering fee C _B Tunnel engineering fee C _T Track laying and the like and line lengthRelated fee C _L Cost of land C _W Rolling stock purchase fee C _ROLL ) And maintenance operation costs (including: train operation energy consumption C _LE Passenger travel time fee C _LU Maintenance cost C for track maintenance _MT Maintenance cost C of rolling stock _MS ) Is a railway line optimization model.

s.t.g _i (Y)≤0

h _i (X,Y,R,K,H)≤0

l _i (X,Y,R,K,H)≤0

T(X,Y,R,K,H)-T _lim ≤0

The calculation method for each objective function is as follows:

(1) Engineering cost C of earthwork _E : the patent calculates the earth and stone engineering cost CE based on the average sectional area method, and the earth and fill engineering cost CE is 18/m ³ 20/m of earthwork excavation engineering cost ³ Wherein, the method comprises the steps of, wherein,

(2) Bridge engineering fee C _B : presetting a bridge setting threshold (10 m) according to design experience, automatically setting a bridge when the difference between the line design elevation and the ground elevation exceeds the preset threshold, and setting a bridge height H<50m, bridge engineering cost 37800/m; when the bridge height H is more than or equal to 50m and the bridge length L<At 500m, the bridge engineering cost is 48800/m; when the bridge height H is more than or equal to 50m and the bridge length L is more than or equal to 500m, the bridge engineering cost is 58800/m, wherein,

(3) Tunnel engineering fee C _T : the patent presets a tunnel threshold (-15 m) according to design experience, automatically sets a tunnel when the difference between the line design elevation and the ground elevation exceeds the given threshold, and has a tunnel engineering cost of 60000/m when the tunnel length L is more than or equal to 1000m, a tunnel engineering cost of 56000/m when the tunnel length L is more than or equal to 400m, and a tunnel when the tunnel length L is less than 400mTrack engineering fee 54000/m, wherein,

(4) Track laying and other costs C related to the length of the line _L : track engineering cost of 4000/m, wherein,

C _L ＝u _L ×L _total

(5) Cost of land C _W : the line design area is divided into units of 30m×30m size. Assuming that the land charge in each unit is uniform, the land charge is 90/m ² Wherein, the method comprises the steps of, wherein,

(6) Rolling stock purchase fee C _ROLL : the purchase cost of the rolling stock is 120000000 per train calculated according to the number of trains required for transportation and the unit cost per train, and 8 trains are required in total, wherein,

C _ROLL ＝N _ROLL ×u _ROLL

wherein N is _ROLL Representing the number of trains required to meet the transportation; u (u) _ROLL Representing train sheetsPrice (including locomotives and vehicles); t (T) _ROLL The time s representing a single round trip of the train; h(s) represents train departure interval time s; []Representing a rounding symbol.

(7) Train operation energy consumption C _LE : the passenger capacity of the train (the train weight 474t and the power 5300 kW) used by the invention is 1340 people in one round trip. Train departure intervals were assumed to be 15 minutes with 18 hours of daily operation, from 6 a.m. to midnight. Assume that the train is operated for 365 days per year. From these assumptions, the annual traffic demand can be calculated as 35215200. Designed to be 50 years according to the life cycle of a railway; the energy consumption cost is 2.5/kWh; the interest rate is 5 percent per year, the energy consumption cost of the whole life cycle operation of the train is calculated, wherein,

Wherein C is _TE The energy consumption cost for the annual operation of the train is; u (U) _ENERGY The energy consumption cost per unit operation of the train is per kwh; e (E) _round The energy consumption kwh for one round trip of the train; p (P) _round The transport quantity of the train to and fro once; p (P) _annual Is a requirement for annual transportation of railways; g _e The service life growth rate can be consumed for train operation; t is the service life of railway operation; r is the annual expansion percentage of currency.

(8) Passenger travel time cost C _LU : for the special passenger line, calculating the cost of the passenger travel time in a full-load state of the train, wherein the number of passengers in each train is fixed, the relation between the passenger flow and the travel time is not considered, and the cost of the passenger travel time is calculated according to the related data such as the train departure time, the passenger capacity, the annual traffic demand, the interest rate and the like and the time value of the user of 7.5/h,

C _U ＝U _USER ×P _C ×T _round

C _TU ＝C _U ×N _trip

Energy consumption E for one round trip of train _round And time T _round ：

a. at the running speed

b. at the running speed

=target speed +.>

c. at the running speed

>Target speed->

E _cru ＝w(v)×M×L _cru

Target speed for each subinterval

And (3) calculating train operation energy consumption cost:

C _ENERGY ＝E(v)×u _ENERGY

And (3) calculating the time and cost of the passengers:

C _USER ＝T(v)×P _c ×u _USER

then, deriving the above formula to obtain the optimal running speed

The method comprises the following steps:

finally, comprehensively considering the optimal running speed of the train

Equalizing speed->

Limiting speed->

Determining a train operation target speed +.>

The method comprises the following steps:

(9) Track maintenance cost C _MT : track maintenance costs are dependent on track change frequency, change length and track cost per unit length, with a wear rate of 1mm/10 on a curve with a radius of less than 3600m ⁶ t, the allowable abrasion loss of the steel rail is 12mm, the track cost is 4000/m, wherein the track replacement frequency can be according to the track replacement frequency N _replace And track life T _R And (3) calculating:

wherein N is _replace Track replacement times in the life cycle of railway operation; t (T) _R Is the service life of the rail; w (W) _a Is the allowable rail abrasion loss mm; p (P) _annual Is annual traffic demand; w (W) _p Is the weight kg, T of a person _d Is the daily operating time s; h(s) is the interval s of the transmission train; m is the train weight; w (w) _r Is the wear rate of mm/10 per million tons ⁶ t。

Since the track is severely worn in the curved section, especially in the small curved section, when calculating the track replacement cost, the track section with a smaller horizontal curve radius is mainly considered, and the track replacement cost is obtained by:

wherein m is the track section number with the curve radius smaller than a given value; l (L) _rk A k-th round curve length m with a curve radius smaller than a given value; u (u) _track Cost per unit length of track is the same as the cost per unit length of track; g _r Is the track cost increase rate; t is the service life of railway operation; r annual expansion percentage of currency.

(10) Maintenance cost C for locomotive vehicle _MS : the annual rolling stock maintenance cost can be calculated according to the annual round trip frequency and the total length of the line, the rolling stock maintenance cost is 19 per kilometer of the train, wherein the rolling stock maintenance cost is expressed as:

C _TMS ＝u _MS ×N _round ×L _total

in the formula g _s The maintenance cost increase rate is for the rolling stock maintenance; t is the service life of railway operation; r is the annual expansion rate of currency, u _MS Maintenance cost for a round trip of a vehicle every kilometer; n (N) _round The annual round trip times; l (L) _total The total length m of the line.

Aiming at constraint conditions, the invention divides the constraint conditions into geometric constraint, structural constraint, regional constraint and time constraint according to the characteristics of different constraint conditions. Wherein the geometric constraint: minimum curve radius 2800m, maximum gradient 25%, minimum slope segment length 250m, minimum clip straight line length 120, circle curve minimum length 120m, gradient algebraic difference 18%, structure constraint: bridge minimum clearance 5.5m, tunnel maximum allowable bridge height 100m, and maximum tunnel length 10000m; the method comprises the following steps:

(1) Geometric constraints

g _i (X,Y,R,K,H)≤0

(1) minimum curve radius constraint

R _min -R _i ≤0i＝1,2,L,m

Wherein R is _min For defining a minimum circle curve radius m; r is R _i The curve radius m of the ith round curve; m is the number of plane intersections.

(2) Minimum circular curve length constraint

K _min -α _i ·R _i ≤0i＝1,2,L,m

Wherein K is _min The length m of the minimum circle curve is specified; alpha _i Radian rad of the ith circular curve; r is R _i The curve radius m of the ith round curve; m is the number of plane intersections.

(3) Minimum clip linear length constraint

Wherein D is _min The shortest clamp straight line length of the adjacent curves is specified; x is x _i ,y _i The coordinate m is the i-th plane intersection point coordinate; x is x _i-1 ,y _i-1 The intersection point coordinate m of the i-1 th plane; r is R _i-1 A curve radius m of the ith-1 th round curve; r is R _i The curve radius m of the ith round curve; alpha _i-1 Is the (i-1)Deflection angle of the circular curve; alpha _i Deflection angle of the ith circular curve; m is the number of plane intersections.

(4) Minimum slope segment length constraint

K _i+1 -K _i ≥d _min i＝1,2,L,n

Wherein K is _i+1 The distance m is the i+1th longitudinal section variable slope point distance m; k (K) _i The distance m is the variable slope point of the ith longitudinal section; d, d _min For defining a minimum ramp segment length m; n is the number of the longitudinal section slope changing points.

(5) Maximum grade constraint

Wherein H is _i The design elevation m for the i-th longitudinal section variable slope point; h _i-1 The design elevation m for the i-1 th longitudinal section variable slope point; d, d _i The distance m between the i-1 th longitudinal section variable slope point and the i longitudinal section variable slope points; g _max Is equal to the permillage of the specified maximum gradient value; n is the number of the longitudinal section slope changing points.

(6) Gradient algebraic difference constraint

In order to ensure the running safety of the train, the gradient difference of two adjacent slope sections cannot exceed the maximum value specified by the specification.

Wherein H is _i+1 Designing an elevation m for an i+1th longitudinal section variable slope point; h _i Designing an elevation m for an ith longitudinal section variable slope point; h _i-1 The design elevation m for the i-1 th longitudinal section variable slope point; d, d _i The horizontal distance m between the ith longitudinal section variable slope point and the (i+1) th longitudinal section variable slope point; d, d _i-1 The horizontal distance m between the ith longitudinal section variable slope point and the (i-1) th longitudinal section variable slope point; Δg _max The maximum gradient difference of two adjacent slope sections is regulated to be mill; n is the number of the longitudinal section slope changing points.

(2) The structure is constrained by the structure,

h _i (X,Y,R,K,H)≤0

(1) maximum bridge height constraint

BH _i -BH _max ≤0i＝1,2,L,nB

In BH _max Is the maximum allowable bridge height m; BH (BH) _i The bridge height m is the ith bridge height m; nB is the number of bridges.

(2) No vertical curve constraint is set on open bridge floor

According to the rule of repairing railway bridge tunnel building, the line on the bridge floor should not be provided with a vertical curve. Therefore, the line gradient should remain unchanged in the bridge range, and any pile number Gao Chengying in the bridge range satisfies the following equation.

Wherein H is _Bi The height m of any pile number in the ith bridge; h ^s _Bi The starting point elevation m of the ith bridge is the starting point elevation m of the ith bridge; k (K) _Bi The pile number m is any pile number m in the ith bridge; k (K) ^s _Bi The starting point pile number m of the ith bridge is the starting point pile number m of the ith bridge; g _Bi The gradient of the ith bridge (positive ascending slope and negative descending slope) is per mill.

(3) Maximum tunnel length constraint

TL _i -TL _max ≤0i＝1,2,L,nT

In the formula TL _max Is the maximum allowable tunnel length m; TL (TL) _i The tunnel length m of the ith seat; nT is the number of tunnels.

(4) Tunnel single slope or herringbone slope constraint

Considering the drainage requirement of the tunnel, the line in the tunnel adopts a single slope or a herringbone slope, so that any pile number Gao Chengying in the tunnel meets the following formula.

Wherein H is _Ti The height m of any pile number in the ith tunnel;

the tunnel starting point elevation m of the ith tunnel; />

The tunnel endpoint elevation m of the ith tunnel; k (K) _Ti Is any pile number m in the ith tunnel; />

The tunnel starting point pile number m is the ith tunnel; />

And the destination pile number m of the ith tunnel.

(5) Roadbed ground transverse slope constraint

In order to ensure the stability of the roadbed, the route area needs to meet the constraint of the roadbed ground transverse slope.

g _c ≤g _cmax

In the formula g _c The cross section of the roadbed is a ground transverse slope; g _cmax The maximum ground cross slope is allowed for the roadbed cross section.

(3) Regional constraints

l _i (X,Y,R,K,H)≤0

(1) forbidden zone constraints

In order to protect natural environment and save engineering and operation cost, the railway line should be wound around the wetland and the environment protection area as much as possible. The predefined wetland and environmental protection area is defined as forbidden area, and all the cells (U _F ) And railway line passing area cell (U) _A ) Should be an empty set.

(2) Necessary menstruation region constraint

Railway lines may need to travel through certain cities, factories or mining sites due to economic, military, strategic, etc. requirements. Typically, a designer sets a routing area prior to routing, and to meet routing area requirements, cells (U) _M ) Should be included in the line passing area cell (U) _A ) And (3) inner part.

(3) Crossing constraints

Railway lines inevitably cross existing ground features such as rivers, existing iron (public) roads and the like. When the railway line spans the ground features, the clearance constraint requirement needs to be met. The location of the intersection of a railway line with an existing railway, road or river may be determined based on the location of the line plane. The position of the newly built line plane can be determined according to the intersection point coordinates (X, Y) of the line plane and the curve radius (R). The vertical section of the newly built line can be determined according to the distance (K) and the elevation (H) of the variable slope point. Therefore, the elevation of the intersection of the newly created line with the existing line can be expressed by H (X, Y, R, K, H), and the crossing constraint can be abstracted into the following mathematical expression:

Δh _min -|h(X,Y,R,K,H)-h _E |≤0

in the formula, deltah _min Is the minimum headroom requirement m; h is a _E Is the existing railway, highway or river elevation m at the intersection.

T(X,Y,R,K,H)-T _lim ≤0

s3, solving a railway line optimization model, searching railway space line positions, and obtaining an optimized railway line scheme, wherein the concrete process is as follows:

Wherein V gamma _i (λ _i,j ) ^t A j variable which is the i intermediate variant line scheme in the t-th generation scheme; Γ -shaped structure _rand1 Is the 1 st random scheme in the t generation scheme; Γ -shaped structure _rand2 Is the 2 nd random scheme in the t generation scheme; Γ -shaped structure _rand3 Is the 3 rd random scheme in the t generation scheme; f is a scaling factor, typically in [0,2 ]]In the middle, the patent takes 0.5.

s7, repeating the steps S2-S6 until the maximum iteration times are reached.

Finally, the total length of the obtained optimized line scheme is 34536m, the initial engineering investment is 13.11 hundred million yuan, the vehicle acquisition cost is 2.40 hundred million yuan, the round-trip energy consumption cost and the user cost of a single train are 4449 yuan, the line full life cycle operation cost is 34.27 hundred million yuan, the train operation energy consumption cost and the user cost are 21.34 hundred million yuan, and the line maintenance cost is 12.92 hundred million yuan.

It will be apparent to those skilled in the art that various modifications and variations can be made to the present invention without departing from the spirit or scope of the invention. Thus, it is intended that the present invention also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.

Claims

1. An intelligent route selection method considering train running speed curve optimization is characterized by comprising the following steps:

S1, establishing a comprehensive geographic information model, dividing a railway route selection design area range into a regular grid composed of square cells, and collecting various geographic information required by route design and discretely storing the various geographic information into the grid, wherein the various geographic information comprises data information to be considered in railway route selection design of topography, geology, population distribution and the like;

s2, constructing a line optimization model comprising railway initial engineering investment and maintenance operation cost based on the comprehensive geographic information model, optimizing the train operation speed, obtaining train operation energy consumption and time cost through train operation simulation based on an obtained optimized operation speed curve, and forming railway maintenance operation cost together with track maintenance cost and locomotive maintenance cost;

and S3, based on the railway line optimization model, carrying out intelligent line search based on a differential evolution algorithm to obtain an optimized line scheme.

2. An intelligent route selection method taking train operation speed curve optimization into consideration according to claim 1, wherein:

the initial engineering investment includes: engineering fee C for earthwork _E Bridge engineering fee C _B Tunnel engineering fee C _T Costs C related to the length of the line, track laying, etc _L Cost of land C _W Rolling stock purchase fee C _ROLL The method comprises the steps of carrying out a first treatment on the surface of the The maintenance operation fee includes: train operation energy consumption C _LE Cost of passenger travel time C _LU Maintenance cost C for track maintenance _MT Maintenance cost C of rolling stock _MS The method comprises the steps of carrying out a first treatment on the surface of the In summary, the railway line optimization model objective function is expressed as:

Min f(X,Y,R,K,H)＝C _E +C _B +C _T +C _L +C _w +C _ROLL +C _LE +C _LU +C _MS +C _MT 。

3. an intelligent route selection method taking train operation speed curve optimization into consideration according to claim 2, wherein:

Bridge engineering fee C _B Expressed as:

Tunnel engineering fee C _T Expressed as:

C _L ＝u _L ×L _total

Cost of land C _W Expressed as:

Locomotive vehicle acquisition fee C _ROLL Expressed as:

C _ROLL ＝N _ROLL ×u _ROLL

wherein N is _ROLL Representing the number of trains required to meet the transportation; u (u) _ROLL Indicating the unit price of the train; t (T) _ROLL The time s representing a single round trip of the train; h(s) represents s at the train departure interval; []Representing a rounding symbol.

4. An intelligent route selection method taking train operation speed curve optimization into consideration according to claim 2, wherein:

Passenger travel time cost C _LU Expressed as:

C _U ＝U _USER ×P _C ×T _round

C _TU ＝C _U ×N _trip

Track maintenance cost C _MT Expressed as:

wherein N is _replace T is the number of track changes in the railway operation period _R For the service life of the track, m is the number of track sections with curve radius smaller than a given value; l (L) _rk A k-th round curve length m with a curve radius smaller than a given value; u (u) _track Cost per unit length of track is the same as the cost per unit length of track; g _r Is the track cost increase rate; t is the service life of railway operation; r annual expansion percentage of currency. It should be pointed out that the track is severely worn in the curved section, especially in the small curved section, so that the small curve radius section is mainly considered in the calculation of the maintenance cost of the track.

Maintenance cost C for locomotive vehicle _MS Expressed as:

C _TMS ＝u _MS ×N _round ×L _total

5. The intelligent route selection method considering train operation speed curve optimization according to claim 4, wherein:

a. at the running speed

b. at the running speed

c. at the running speed

wherein E is _tra The energy consumption for the acceleration operation of the train is reduced; m is the weight of the train; v is the train running speed m/s; w (v) is train running resistance N/t; l (L) _tra The length m of the train acceleration operation is the length m; a, a _avail (v) For running acceleration m/s of train ² ；T _tra (v) Is the train running time s.

E _cru ＝w(v)×M×L _cru

6. The intelligent route selection method considering train operation speed curve optimization according to claim 5, wherein the method comprises the following steps:

and (3) calculating train operation energy consumption cost: