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摘要: 结合车站自律机、联锁系统、客运站股道运用技术作业及其要求, 设计了基于分散自律控制原则的系统模型、功能与体系结构。运用现代排序理论, 构建了股道运用实时调整可控排序模型和耦合模型, 提出了基于合成分派规则的三步算法与股道运用通用启发式算法, 求解股道运用系列决策问题, 解决铁路行车及调车作业之间的干扰问题, 并开发了CTC条件下铁路客运站股道运用决策支持系统。分析结果表明: 合成分派规则的平均优化解明显优于基本分派规则的平均优化解, 合成分派规则EDD+FIFO获得的解最优; 实时调整时宜直接采用合成分派规则, 尤其是规则EDD+FIFO, 求解耦合问题时应综合考虑各种分派规则。可见, 系统的功能、性能和技术指标均能满足股道运用智能编制和实时调整的现实需求。Abstract: With station autonomy machine, interlocking system, various technological operations and their requirements of track utilization at railway passenger station, the system model, functions and structure were designed based on the principle of decentralized and self-regulated control. The real-time adjustment controllable scheduling model and coupled model of track utilization were constructed by utilizing modern scheduling theory. The three-step algorithm of synthesis dispatching rules and the general heuristic algorithm of track utilization were put forward to solve the series decision problems of track utilization and disturbance problems among technical and shunting operations. A decision support system of track utilization with centralized traffic control (CTC) at railway passenger stations was developed. Analysis result indicates that the means optimum solution of synthesis dispatching rules is much better than that of basic dispatching rules, and the synthesis dispatching rule EDD+FIFO can get the best solution. The synthesis dispatching rules, especially EDD+FIFO, should be adopted to make real-time adjustment plan, while various dispatching rules should be applied to solve track utilization coupled problem. So the system functions, performances and technical parameters can meet the practical needs for making track utilization plan and real-time adjustment plan at railway passenger station intelligently.
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表 1 股道、站台、接发车进路占用
Table 1. Occupations of tracks, platforms, reception and departure routes
车次 到达时刻 出发时刻 接车进路 发车进路 股道编码 站台 车次 到达时刻 出发时刻 接车进路 发车进路 股道编码 站台 T98 17:28 18:04 J234 F090 7G 7# T100 17:28 18:10 J233 F088 5G 7# T810 18:08 — J127 / 10G 3# D840 18:13 — J122 / IIG 5# T877 18:34 19:11 J023 F219 12G 3# T805 — 18:27 / F219 12G 3# N619 — 18:20 / F303 IIIG 6# N622 18:21 — J228 / IIIG 6# T816 18:51 — J127 / 10G 3# T96 19:14 … J108 F108 IIG 5# D829 — 18:53 / F213 6G 4# D828 18:24 — J123 / 6G 5# T68 18:35 … J001 F001 IG D841 — 18:35 / F211 IIG 5# K85 18:52 … J108 F108 IIG 5# T853 18:34 18:45 J028 F225 20G 1# D817 — 18:20 / F213 6G 4# T236 — 18:25 / F104 14G 2# D781 — 19:03 / F215 8G 4# D780 18:34 — J125 / 8G 4# T873 — 19:22 / F213 6G 4# T872 19:01 — J123 / 6G 5# K297 — 19:04 / F199 IIIG 6# T830 19:37 — J129 / 12G 3# K229 19:09 19:22 J003 F302 IIIG 6# D852 19:07 19:10 J137 F107 20G 1# T843 — 19:35 / F215 8G 4# T842 19:20 — J125 / 8G 4# T863 — 19:47 / F225 20G 1# T862 19:27 — J137 / 20G 1# D853 19:47 19:56 J017 F213 6G 4# T172 — 19:37 / F104 14G 2# 5364 19:45 … J109 F109 IIIG 6# T38 19:29 19:30 J112 F084 IIIG 6# D758 19:51 20:00 J125 F098 8G 4# K238 — 20:17 / F105 16G 2# D770 19:42 — J122 / IIG 5# D771 — 20:06 / F211 IIG 5# D746 20:02 — J123 / 6G 5# D747 — 20:27 / F213 6G 4# T829 — 20:13 / F219 12G 3# D806 20:12 20:23 J122 F094 IIG 5# D794 20:26 — J122 / IIG 5# D795 — 20:50 / F211 IIG 5# D759 20:35 20:43 J017 F213 6G 4# D818 20:39 — J125 / 8G 4# K436 20:40 21:01 J230 F086 IVG 6# D842 20:47 20:55 J123 F096 6G 5# D807 20:58 21:00 J013 F211 IIG 5# T914 20:55 21:17 J112 F084 IIIG 6# 
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