CN109484438B - Post-station cross turn-back capability analysis method based on vehicle-vehicle communication train control system - Google Patents
Post-station cross turn-back capability analysis method based on vehicle-vehicle communication train control system Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention provides a method for analyzing post-station cross-turning back capability, which comprises the following steps: acquiring key points of a train in a post-station cross retracing process after the train performs on a track, acquiring driving time between the key points of the post-station cross retracing process of the retraced train according to a preset driving sequence under the control of a train-vehicle communication train control system, generating a running time chart of each retracing train according to the running time among the key points, obtaining a retracing interval formula group according to the running time chart, obtaining an analysis result according to the turn-back interval formula group, realizing the independent control of turnout resources by adopting a vehicle-vehicle communication system, reducing communication links, realizing the refined train tracking, therefore, the post-station cross turning back interval time is shorter than that of a CBTC system, the post-station cross turning back capability is stronger, decision support is provided for planning design of a newly-built line, the design of a station shape and line wiring can be guided, and the requirement that operation is adjusted along with passenger flow change is met.
Description
Technical Field
The invention relates to the technical field of train control, in particular to a post-station cross turning back capability analysis method based on a train-vehicle communication train control system.
Background
The rail transit train control system widely cited at present is a CBTC signal system. The CBTC system takes ground equipment to control train operation as a core, mainly depends on interlocking CI to arrange routes for the trains and prevent route conflict, and a zone controller ZC calculates a safe operation position for movement authorization for the trains to prevent dangerous situations such as collision and the like.
Due to the restriction of the control mode and the falling behind technology of the CBTC system, certain operation efficiency has to be sacrificed for ensuring safety. The direct performance is that the capacity of the post-station return is low, and the capacity of the post-station return is the key for restricting the running interval of the whole train.
The CBTC system has the operation capability which is difficult to break through the train interval of 120 seconds due to the self-control mechanism. Through existing theoretical analysis and operation practice, the capability of post-station tracking turn-back is approximately the same as that of post-station cross turn-back, and the post-station cross turn-back does not improve turn-back intervals as much as pre-station cross turn-back. Meanwhile, when the station is crossed and turned back, four turnouts in a crossed turnout area must be used as an integral resource to be distributed to a train, and a subsequent train can enter or exit the turn-back area only after the four turnout resources are completely released. The foldback process is more complex than tracking foldback, so post-station cross-foldback is rarely used in operational practice.
Disclosure of Invention
The invention provides a post-station cross foldback capability analysis method based on a vehicle-vehicle communication train control system, which is used for solving the problems.
The embodiment of the invention provides a post-station cross foldback capability analysis method based on a vehicle-vehicle communication train control system, which comprises the following steps:
acquiring key points in a cross turning-back process of a train after a station is executed on a track, wherein the key points comprise conventional key points and improved key points, and the improved key points comprise a preset safety tracking position point which is positioned between two turnouts on an upper track and a lower track, a preset safety tracking position point which is positioned on a turning-back turning-out track and close to the upper track side, and a preset safety tracking position point which is positioned on a turning-back turning-in track and close to the lower track side;
under the control of a train-vehicle communication train control system, acquiring the driving time length between each key point in the post-station cross turning process of a turning train according to a preset driving sequence;
generating a driving time sequence diagram of each retraced train according to the driving time between each key point;
obtaining a foldback energy interval formula group according to the driving time sequence diagram;
and obtaining an analysis result according to the turn-back interval formula group.
According to the technical scheme, the method for analyzing the post-station cross-turning back capability based on the train-vehicle communication train control system provided by the embodiment of the invention has the advantages that by acquiring key points of a train in the post-station cross-turning back process executed on a track, under the control of the train-vehicle communication train control system, the running time of each key point in the post-station cross-turning back process of the turn-back train is respectively executed according to the preset running sequence, the running time sequence chart of each turn-back train is generated according to the running time among the key points, the turn-back interval formula group is acquired according to the running time chart, the analysis result is acquired according to the turn-back interval formula group, the independent control of turnout resources by the train-vehicle communication system is realized, the communication links are reduced, the fine train tracking is realized, the post-station cross-turning back interval time is shorter than that, the method provides decision support for the planning design of the newly-built line, can guide the station-shaped design and the line distribution, and meets the requirement that the operation is adjusted along with the change of passenger flow.
Drawings
Fig. 1 is a schematic flowchart of a post-station cross-turn capability analysis method based on a train-to-vehicle communication train control system according to an embodiment of the present invention;
fig. 2 is a schematic diagram of a post-station foldback standard station type according to an embodiment of the present invention;
fig. 3 is a timing diagram of driving according to an embodiment of the present invention.
Detailed Description
The following detailed description of embodiments of the present invention is provided in connection with the accompanying drawings and examples. The following examples are intended to illustrate the invention but are not intended to limit the scope of the invention.
Fig. 1 shows that an embodiment of the present invention provides a post-station cross-folding capability analysis method based on a train-to-vehicle communication train control system, including:
s11, key points in the process of cross turning back of the train after the train is executed on the track at the station are obtained, the key points comprise conventional key points and improved key points, the improved key points comprise preset safety tracking position points which are positioned between two turnouts on an upper track and a lower track, and preset safety tracking position points which are positioned on a turning back and turning out track and are close to the side of the upper track, preset safety tracking position points which are positioned on a turning back and turning in track and are close to the side of the lower track.
For step S11, it should be noted that, in the embodiment of the present invention, the train control system based on vehicle-to-vehicle communication breaks through the inherent mode that all the current rail transit train control systems rely on ground devices to implement train operation control, simplifies ZC, CI, and trackside devices, and completely relies on vehicle-mounted vehicles to implement train control. The train realizes functions such as mobile block, turnout control and the like through means such as communication, active identification, trackside resource competition and the like, has higher safety and reliability, and simultaneously shortens operation intervals, particularly turn-back intervals and improves the overall operation capacity of a line due to the reduction of new technologies such as communication and control links, route cancellation, dynamic tracking and the like. The method for analyzing the post-station cross foldback capability is based on a vehicle-vehicle communication train control system, and key points required by foldback capability analysis are improved. In the present embodiment, the key points include a regular key point and an improvement key point.
As shown in fig. 2, which is a schematic diagram of a post-station foldback standard station type, it can be seen that conventional key points are key points required for cross-foldback capability analysis of a conventional CBTC system, and may include:
a. a key point E of a forward train entering a turn-back area;
b. a key point C for the train to turn back and drive away from the turn-back area;
c. the up and down turning back end points O1 and O2;
d. the rear vehicle interfered points PoE and PoH corresponding to the stopping points of the front train;
e. and a starting platform S for the train to drive into the turn-back area.
The improvement key point is a key point required by a train-vehicle communication-based train control system in the analysis of the turn-back capability, which is different from a traditional train control system.
In this embodiment, the turning back switch protection points (i.e. switch location points) required by the conventional CBTC system are modified and changed, namely: the improved key points comprise a preset safe tracking position point K, J between two turnouts on the upper track and the lower track, a preset safe tracking position point M on the turn-back bend-out track and close to the upper track side, and a preset safe tracking position point H on the turn-back bend-in track and close to the lower track side.
And S12, under the control of the train-vehicle communication train control system, acquiring the running time of the turn-back train between each key point in the post-station cross turn-back process according to the preset running sequence.
With respect to step S12, it should be noted that, in the embodiment of the present invention, all the folding trains scheduled to perform folding capability analysis complete the walking process based on the train-to-train communication train control system during the running process. All the retracing trains pass through according to a preset running sequence. The driving sequence comprises a driving front-back sequence and a folding mode (such as a straight-in and straight-out W1-W7 and a straight-in and straight-out Z1-Z7 in the figure 2). The purpose of this driving sequence is to ensure that no other trains are present on the track within a certain distance range in front of the target train.
In this embodiment, the driving sequence may be 1 straight vehicle, 2 curved vehicles, 1 curved vehicle, 3 straight vehicles and 2 straight vehicles simultaneously, 4 curved vehicles, 2 curved vehicles, 4 straight vehicles, 1 and 3 vehicles having the same driving path, and 2 and 4 vehicles having the same driving path. As can be seen, four trains are generally required to complete a single foldback analysis (analysis cycle). Sometimes, however, a return train may be added for better statistics of the length of the train and for analysis.
Under the control of a train-vehicle communication train control system, the driving time length between each key point in the post-station cross turning process of the turning-back train is obtained according to a preset driving sequence. As shown in fig. 2, W1-W7 are the driving time lengths between the key points in the curve-in straight-out mode, and Z1-Z7 are the driving time lengths between the key points in the straight-in curve-out mode.
And S13, generating a driving time sequence chart of each retracing train according to the driving time length among the key points.
With respect to step S13, it should be noted that, in the embodiment of the present invention, time series lines arranged from top to bottom are generated corresponding to each key point; and drawing the driving time length of each retraced train from top to bottom in sequence to generate a driving time sequence diagram. As shown in fig. 3, it can be seen that the driving time sequence chart generated according to the driving time counted by the above-mentioned exemplified driving sequence is shown. In the figure, the key point does not carry' and means that the locomotive reaches the key point; band' indicates the tail of the vehicle passes through this point.
S14, obtaining a foldback interval formula group according to the driving time sequence diagram;
and S15, obtaining an analysis result according to the foldback interval formula group.
With respect to step S14 and step S15, it should be noted that, in the embodiment of the present invention, the cross folding process is performed according to different driving sequences, so as to obtain different driving timing charts. And obtaining different foldback interval formula groups according to different driving time charts. Analyzing the driving sequence diagram to obtain the correlation among the turning-back intervals between the turning-back vehicles, the driving time Wi between each key point in the turning-in and turning-out process, the driving time Zi between each key point in the turning-in and turning-out process, the driving tracking interval I (positive line) between two rows of vehicles on an uplink track or a downlink track, the turnout action time TT and the station stopping time Dw of the turning-back platform in the downlink direction; and obtaining a turn-back interval formula group according to the mutual relation. Obtaining the influence factors of the turn-back intervals between the turn-back vehicles according to the turn-back interval formula group; the variation type of the turn-back interval between the turn-back vehicles is obtained according to the influence factor, and as a result of the analysis, the variation type may be a variable interval, a constant interval, or the like. In the embodiment of the present invention, taking the driving sequence and the timing chart as examples, a set of turn-back interval formulas can be obtained as follows:
derivation process formula:
TT+W2+Z4+Z5＝W5+I(1，2)；
I(3,4)＝W2+Z4+TT；
TT + I (positive line) ═ I (tmp) + TT;
I(tmp)+W5＝Z5+I(0，1)；
I(0，1)＝I(2，3)；
I(2，3)＝Z6+Dw1+Z7+W4。
the final formula:
I(1，2)＝TT+W2+Z4+Z5-W5；
I(3，4)＝W2+Z4+TT；
i (2,3) ═ I (positive line) + W5-Z5;
I(2,3)＝Z6+Dw+Z7+W4；
mining a formula:
i (positive line) ═ Dw + (Z6+ Z7+ W4) - (W5-Z5);
post-station tracking foldback formula:
i (tracing reentry bend in straight out) ═ W2+ W3+ W4+ TT;
i (trace fold return straight in and out) Z2+ Z3+ Z4+ TT.
I is a turn-back interval between turn-back vehicles advancing according to a preset driving sequence, Wi is driving time between key points in a turn-in and turn-out turn-back process, Zi is driving time between key points in a turn-in and turn-out turn-back process, and I is 1,2,3,4,5,6 and 7; i (positive line) is a running track interval between two trains on an uplink track or a downlink track, TT is turnout action time, Dw is stop time of a return platform in the downlink direction, and I (tmp) is a time interval from a straight-in train leaving point M to a bent-in train leaving point J.
In this example, the bottleneck for the turn-around is I (1,2), the run time for two trains to continuously turn in and out of the crossover area. This interval is a fixed interval.
I (2,3) is equal to the positive trace interval I (positive line) + a fixed value (W5-Z5). Since the fixed value (W5-Z5) is small, I (2,3) is approximately equal to I (positive line).
I (2,3) has two effects, namely, the capability interval I (positive line) equal to the positive line tracing; on the other hand with a fixed difference in the station 2 stop time Dw. I (2,3) is a variable interval.
The positive line tracking interval I (positive line) is related to the station 2 stop time Dw by a fixed difference. The extended station 2 down time will cause the positive line tracking interval to be forced to be extended.
The embodiment of the invention provides a post-station cross turning back capability analysis method based on a vehicle-vehicle communication train control system, which comprises the steps of acquiring key points of a train in a post-station cross turning back process executed on a track, acquiring running time between the key points of the back-turning train in the post-station cross turning back process respectively according to a preset running sequence under the control of the vehicle-vehicle communication train control system, generating a running time chart of each back-turning train according to the running time between the key points, acquiring a turning back interval formula group according to the running time chart, acquiring an analysis result according to the turning back interval formula group, realizing fine train tracking by independently controlling turnout resources and reducing communication links by using the vehicle-vehicle communication system, thereby having shorter post-station cross turning back interval time than that of a CBTC system, having stronger post-station cross turning back capability and providing decision support for the planning design of a newly-built line, the system can guide the design of station shapes and the wiring of lines, and meet the requirement of adjustment of operation along with the change of passenger flow.
Take the Beijing subway No. 16 line Anhe bridge Beijing as an example. The time length data of each time sequence are as follows:
the above time length is substituted into I (1,2) ═ TT + W2+ Z4+ Z5-W5, resulting in I (1,2) ═ 90 s.
Compared to the CBTC system, the train-to-vehicle communication train control system optimizes the inter-operation time in the following respects:
1) the position of the A point of the bend-in train can be lifted to the H point, and the W2 saves 4 seconds.
2) The train departure point C of the platform 2 can be advanced to the point J, and the W4 saves 4 seconds.
3) In the vehicle-vehicle communication system, the turnout resources can be independently applied, independently controlled and independently released. The two points (point 2 and point 3 in fig. 2) can finish the switch moving in advance. Thereby saving one TT time.
Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features included in other embodiments, rather than other features, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. For example, in the following claims, any of the claimed embodiments may be used in any combination.
It should be noted that the above-mentioned embodiments illustrate rather than limit the invention, and that those skilled in the art will be able to design alternative embodiments without departing from the scope of the appended claims. In the claims, any reference signs placed between parentheses shall not be construed as limiting the claim. The word "comprising" does not exclude the presence of elements or steps not listed in a claim. The word "a" or "an" preceding an element does not exclude the presence of a plurality of such elements. The invention may be implemented by means of hardware comprising several distinct elements, and by means of a suitably programmed computer. In the unit claims enumerating several means, several of these means may be embodied by one and the same item of hardware. The usage of the words first, second and third, etcetera do not indicate any ordering. These words may be interpreted as names.
Those of ordinary skill in the art will understand that: the above embodiments are only used to illustrate the technical solution of the present invention, and not to limit the same; while the invention has been described in detail and with reference to the foregoing embodiments, it will be understood by those skilled in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some or all of the technical features may be equivalently replaced; such modifications and substitutions do not depart from the spirit of the corresponding technical solutions and scope of the present invention as defined in the appended claims.
Claims (5)
1. A post-station cross foldback capability analysis method based on a vehicle-vehicle communication train control system is characterized by comprising the following steps:
acquiring key points in a cross turning-back process of a train after a station is executed on a track, wherein the key points comprise conventional key points and improved key points, and the improved key points comprise a preset safety tracking position point which is positioned between two turnouts on an upper track and a lower track, a preset safety tracking position point which is positioned on a turning-back turning-out track and close to the upper track side, and a preset safety tracking position point which is positioned on a turning-back turning-in track and close to the lower track side;
under the control of a train-vehicle communication train control system, acquiring the driving time length between each key point in the post-station cross turning process of a turning train according to a preset driving sequence;
generating a driving time sequence diagram of each retraced train according to the driving time between each key point;
obtaining a turn-back interval formula group according to the driving time sequence diagram;
obtaining an analysis result according to the turn-back interval formula group;
wherein, the obtaining of the formula group of turn-back intervals according to the driving time chart comprises:
analyzing the driving sequence diagram to obtain the correlation among the turning-back intervals between the turning-back vehicles, the driving time Wi between each key point in the turning-in and turning-out process, the driving time Zi between each key point in the turning-in and turning-out process, the driving tracking interval I (positive line) between two rows of vehicles on an uplink track or a downlink track, the turnout action time TT and the station stopping time Dw of the turning-back platform in the downlink direction; and obtaining a turn-back interval formula group according to the mutual relation.
2. The method of claim 1, wherein the regular keypoints comprise: the system comprises a key position point of a forward train entering a turn-back area, a key position point of a train finishing turn-back and driving away from the turn-back area, an up and down turn-back terminal point, a rear train interfered point corresponding to a stop point of the forward train, and a starting platform of the train driving into the turn-back area.
3. The method of claim 1, wherein generating a driving time chart of each folded train according to the driving time length between each key point comprises:
generating time sequence lines arranged from top to bottom corresponding to each key point;
and drawing the driving time length of each retraced train from top to bottom in sequence to generate a driving time sequence diagram.
4. The method of claim 1, wherein four trains are used for performing a turn-back analysis, and wherein when the preset driving sequence is 1 straight in, 2 curved in, 1 curved out, 3 straight in and 2 straight out, 4 curved in, 2 curved out, 4 straight out, 1 and 3 driving paths are the same, and 2 and 4 driving paths are the same, the turn-back interval formula group comprises:
I(1,2)＝TT+W2+Z4+Z5-W5；
I(3,4)＝W2+Z4+TT；
i (2,3) ═ I (positive line) + W5-Z5;
I(2,3)＝Z6+Dw+Z7+W4；
wherein I is a turn-back interval between turn-back vehicles advancing according to a preset driving sequence, Wi is driving time between key points in a turn-in and turn-out turn-back process, Zi is driving time between key points in a turn-in and turn-out turn-back process, and I is 1,2,3,4,5,6, 7; i (positive line) is a running vehicle tracking interval between two trains on an uplink track or a downlink track, TT is turnout action time, and Dw is station stop time of a return station in the downlink direction.
5. The method of claim 4, wherein obtaining analysis results according to the set of foldback interval equations comprises:
obtaining the influence factors of the turn-back intervals between the turn-back vehicles according to the turn-back interval formula group;
and obtaining the change type of the turn-back intervals between the turn-back vehicles according to the influence factors as an analysis result.
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| CN110481599B (en) * | 2019-07-31 | 2021-09-10 | 交控科技股份有限公司 | Method and device for processing route change of train |
| CN110696873B (en) * | 2019-10-25 | 2021-09-03 | 新誉集团有限公司 | Switch control system based on air-to-vehicle-ground integrated network |
| CN112572537A (en) * | 2020-12-30 | 2021-03-30 | 卡斯柯信号有限公司 | Train-ground cooperative train operation control system and method |
| CN113401186B (en) * | 2021-06-30 | 2024-04-09 | 通号城市轨道交通技术有限公司 | Switch resource management method and device |
| CN113479241B (en) * | 2021-08-24 | 2023-04-28 | 湖南中车时代通信信号有限公司 | Method for train side impact protection and train control system |
| CN114475723B (en) * | 2021-12-30 | 2024-04-30 | 交控科技股份有限公司 | Post-station turn-back method and device, electronic equipment and readable storage medium |
| CN115303335B (en) * | 2022-09-02 | 2023-09-26 | 通号城市轨道交通技术有限公司 | Urban rail transit line passing capacity detection method and system |
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