北京市公共交通智能化调度管理系统的建设与开发

公交智能化调度系统的基本目标是解决公交车辆运行中处于无序、失控与低效的状态与首都公交可担负城市旅客出行的主导地位不相适应的矛盾,就是要把通信控制、卫星定位、计算机网络与运营组织科学地结合起来,运用系统工程的理论方法进行综合集成,实现集运营指挥调度、综合业务通信、乘客信息服务等为一体的智能化公交管理系统．本文在阐述公共交通智能化调度系统的基本结构的基础上,着重分析了系统的综合集成模式,并对各子系统的功能结构进行了详尽的论述．     

乌江流域水光互补梯级蓄能调度图绘制

为适应大规模光伏出力接入乌江流域与梯级水电站联合调度、打捆送出的新要求,基于流域实际蓄能控制方式提出了水光互补模式下梯级水电站分期发电策略,确定了汛初、年末关键时间节点的蓄能合理范围,据此绘制了水光互补梯级蓄能调度图,以指导中长期水光互补调度。实例验证结果表明,与流域梯级水电站实际发电量相比,水光互补梯级蓄能调度图能够提高系统发电量0.7亿~2.1亿kW·h;水光互补梯级蓄能调度图编制过程简单、合理,优化调度结果符合实际,可用于乌江流域中长期水光互补优化调度。     

The track formulation for the Train Dispatching problem

With few exceptions, train movements are still controlled by human operators, the dispatchers. They establish routes and precedence between trains in real-time in order to cope with normal operations but also to recover from deviations from the timetable, and minimize overall delays. Implicitly they tackle and solve repeatedly a hard optimization problem, the Train Dispatching Problem. We recently developed a decomposition approach which allowed us to solve real-life instances to optimality or near optimality in times acceptable for dispatchers. We present here some new ideas which appear to significantly reduce computational times while solving to optimality even large instances.