This paper analyzed that the optimal results obtained from single-point train formation model without the departing or arriving yards information cannot directly implemented in railway network with bidirectional marshalling stations, regarding the departing and arriving yards of bidirectional marshalling stations as the nodes in the network, considering different classification route in a bidirectional marshalling station with different classification cost, aiming at minimizing the total train service accumulation cost and classification cost without exceeding the classification capacity and the number of classification track of bidirectional shunting system, an optimization model for multi-point train formation plan was constructed. The example demonstrates that the optimal results from the optimization model for multi-point train formation plan can not only determine car flow classification route and car flow composition in bidirectional marshalling station, but also obtain the arriving yard or departing yard of direct train services. When different classification routes in a bidirectional marshalling station with the same classification cost, multipoint train formation plan model has the same function as single-point train formation model. Moreover, when the capacity of one shunting system changed in the network, the optimal result is also changed. As a result, the capacity of up and down shunting system in the model is considered respectively, and the constraint conditions for multi-point model are established. The obtained optimization scheme can be made more consistent with the actual production of transport.%针对单点列车编组计划优化模型应用在含有双向编组站的铁路网上时无法细化到各直达去向在编组站的到发场,将双向编组站的到发场也视为路网中的节点站,并考虑双向编组站内不同改编路径车小时消耗的差异性,以车流的集结车小时和改编车小时消耗之和最小为目标,以编组站上下行调车系统的股道数和改编能力为约束,构建多点列车编组计划优化模型.算例计算结果表明,多点列车编组计划优化模型的优化结果不但能够确定车流在双向编组站内的改编路径及其车流构成,也能够确定直达去向的到达场和出发场.当双向编组站内不同改编路径的单位车小时消耗均相等时,多点模型与单点模型等价；当路网中双向编组站某个调车系统改编能力发生变化时,得到的优化方案也会随之变化,因此对编组站上下行系统的改编能力分别考虑,建立多点模型的约束条件,可使得到的优化方案更符合运输生产实际.
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