CN110979407A - Urban rail train timetable group adjusting method - Google Patents
Urban rail train timetable group adjusting method Download PDFInfo
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- CN110979407A CN110979407A CN201911371243.5A CN201911371243A CN110979407A CN 110979407 A CN110979407 A CN 110979407A CN 201911371243 A CN201911371243 A CN 201911371243A CN 110979407 A CN110979407 A CN 110979407A
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- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
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- B61L27/14—Following schedules
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- B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract
The invention relates to an urban rail train timetable group adjusting method, which comprises the following steps: identifying and tracking the train; calculating the early and late points of the train; performing single adjustment on the current train schedule; calculating the minimum tracking interval of the train; performing train late order adjustment; and then the train late group adjustment is carried out, comprising the following steps: and recursively searching that the time difference between the current train offset result and the subsequent train at the same station in the same direction is larger than the minimum tracking interval to serve as an offset condition, if the offset condition is not met, starting group adjustment, shifting the planning time of each train number of each station one by one, judging that the time difference between the affected plan offset result and the subsequent train number at the same station in the same direction is smaller than the minimum tracking interval by using a recursive method, judging that the time difference between the affected train offset result and the m train number n subsequent plan at the same station in the same direction is larger than the minimum tracking interval by using the recursive method, and fitting the influence of train arrival and stability compared with the arrival time in the plan on the plan by adjusting the stop time and the interval running grade of each affected train number of each station.
Description
Technical Field
The invention relates to a train management technology, in particular to an urban rail train schedule group adjusting method.
Background
The train diagram is the basis for the work of the urban rail operation dispatching organization, and the task is to arrange stations, the occupied time in the section and the accurate train sequence to each train in the system. If one of the trains is in the early or late state, the operation of the subsequent trains may be affected. At the moment, the operation diagram needs to be adjusted in real time, and the adjustment of the operation diagram not only can influence economic indexes such as operation efficiency and operation energy consumption, but also can influence the train alignment point rate and the comfort of passengers. The scheme ensures the accuracy and the high efficiency of train plan adjustment to a great extent and simultaneously gives consideration to certain social benefits.
With the development of urban rail transit, the application of automatic train operation adjustment in train dispatching and commanding is more and more extensive. Under normal conditions, the train should operate strictly according to the operation diagram, but due to various reasons of interference, the actual operation of the train is difficult to deviate from the current day plan, so that the train is early or late. For a line with low train number density, the early and late points of a single train can be quickly adjusted to be in place simply by adjusting the stop time of the train or the running speed of a front section, but for a line with high train number density, the late point of one train often influences the running of a subsequent train, and the target of quick reading and adjustment in place cannot be achieved only by a single adjustment mode of the current late train. In addition to adjusting the current train, the plan adjustment needs to consider the plan of the subsequent train affected by the current train, so it is important to evaluate whether the subsequent train is affected and automatically adjust the subsequent train.
Automatic adjustment method and system for online operation train
The scheme compares the current train operation data with a plan, shifts the whole operation line related to the current train, and realizes the automatic adjustment of the current train operation by adjusting the stop time and the operation grade.
Multi-strategy automatic adjustment method for urban rail train operation
In the scheme, when train delay is larger than a fixed value, group adjustment is adopted, internal deviation is applied to the affected train, and the closer to the current train, the larger the internal deviation is, the more gradually the internal deviation is, the two sides decrease. And finally, respectively carrying out single-train adjustment on the affected trains according to the requirements after internal deviation.
Scenario (1) details the handling of lead or delay to the current train, and lack of judgment and adjustment to the affected train.
Scenario (2) illustrates that train delay is greater than a fixed value, and group adjustment is initiated, and the fixed value calculation method is not mentioned.
And (2) starting group adjustment when the train delay is larger than a fixed value, applying internal offset to the affected train, determining offset difference according to the time from the current train, and gradually decreasing towards two sides. The train far away from the current train has small deviation and meets the condition of being smaller than a fixed value, and the group adjustment is finished, so that the range of the affected train is determined. When the same operation interval is adopted for all trains, the algorithm is effective in judging the completion of group adjustment by using the calculation of the offset difference and the fixed value, but neglects the condition of different operation intervals. If the running interval of the two trains 1 and 2 is larger and the delay of the train 1 is larger than a fixed value in the multi-train plan, the adjustment of the affected train 2 belongs to invalid adjustment; if the running interval between the two trains 1 and 2 is small in the multi-train plan and the delay of the train 1 is smaller than a fixed value, the algorithm cannot effectively adjust the subsequent affected train 2.
In the scheme (1) and (2), if the delay of the current train affects the operation of the subsequent train, the affected train is not adjusted in advance, so that the condition of untimely adjustment occurs.
Disclosure of Invention
The invention relates to an urban rail train timetable group adjusting method, which is used for solving the problems in the prior art.
The invention relates to an urban rail train timetable group adjusting method, which comprises the following steps: identifying and tracking the train; calculating the early and late points of the train; performing single adjustment on the current train schedule; calculating the minimum tracking interval of the train; carry out the adjustment of train night point list, include: delaying the arrival time of the train at the station and stopping stably by delta t compared with the arrival time in the plan, setting the time difference between the time after the delay of the current train and the time of a subsequent train in the same direction, which is greater than the minimum tracking interval, as a deviation condition, if the delay of the train meets the deviation condition, deviating the arrival time of the train at the station to be a real tracking point, deviating the subsequent plan of the train by the delta t backwards integrally, and fitting the influence of the delta t on the plan by adjusting the stop time and the interval running grade of the current station and the subsequent station; train night group adjustment, including: recursively searching the deviation condition of the current train and the deviation condition of the time difference between the current train deviation result and the subsequent train at the same-direction same station as the minimum tracking interval, if the deviation condition is not met, starting group adjustment, respectively establishing an uplink and downlink direction operation plan two-dimensional coordinate model, respectively carrying out influenced train judgment on the uplink and downlink two-dimensional model in the subsequent plan, gradually shifting the plan time of each train number of each station, judging that the time difference between the deviation result of the influenced plan and the subsequent train number at the same-direction same station is smaller than the minimum tracking interval by using a recursive method, judging that the time difference between the deviation result of the influenced train number and the subsequent plan at the m train number n at the same-direction station is larger than the minimum tracking interval by using the recursive method, wholly shifting the influenced plan, counting each influenced train number, and fitting the train arrival and stable train by adjusting the stop time and the operation level of each influenced train number of each station Is disliked from the impact on the schedule than the arrival time in the schedule.
According to an embodiment of the urban rail train timetable group adjusting method, the train position is tracked according to the occupation, the clearance and the fault states of the track sections, after the train arrives at a station, whether the train is stopped stably or passes through the station is judged, arrival point information is issued after the train is stopped stably, departure point information is issued after the train is started, and passing point information is issued under the condition of passing.
According to one embodiment of the urban rail train schedule group adjusting method, the train early-late point information is automatically calculated and issued by judging the comparison between the point report type and the operation planning time.
In an embodiment of the method for adjusting the urban rail train timetable group according to the present invention,the method comprises the following steps: suppose that the stop time of i station involved in the subsequent plan of the train is ts(i)Maximum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The maximum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
According to an embodiment of the method for adjusting the urban rail train timetable group, the step of calculating the minimum train tracking interval comprises the following steps: minimum tracking interval tintervalIn order to judge the important index whether the train late point will affect other follow-up trains, the minimum tracking interval is counted according to the following different turning modes of station shapes: turning back before the station, turning over and positioning a turnout, wherein a train 1 firstly enters a turning-back platform, turning over the turnout, running out of the turning-back station after the end of the train 1 is changed, after a platform rail and a turnout section are completely cleared, after the turnout is turned over and positioned, a train 2 enters the turning-back platform, if the train 1 does not clear the turnout section in time, the movement authorization of the train 2 cannot extend to the front platform, so that the train 2 enters safety braking in advance, and at the moment, the minimum tracking distance is (the length of the platform rail and the turnout section)/the speed of the train 2 + the time for the train 1 to clear the platform rail and the turnout section + the time for driving; and turning back after the station, wherein the train 1 descends to the station and then turns back the rail, and after the train leaves the platform rail clearly, the train 2 descends to the platform rail. If the train 1 does not get out of the platform rail in time, the movement authorization of the train 2 can be shortened, and the train 2 enters a safety braking curve in advance and stops at the front section of the platform rail. At this time, the minimum tracking interval is (platform rail)/train 2 speed + time for train 1 to get out of the platform rail.
According to an embodiment of the method for adjusting the urban rail train schedule group, i station stop involved in the subsequent plan of the train is assumedStation time ts(i)The minimum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The minimum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
According to an embodiment of the urban rail train schedule group adjusting method of the invention, the train late point group adjusting comprises the following steps:
the time of the train arriving at the station and stopping stably is delayed by delta t from the arrival time in the plan, and the offset point report train arriving at the station is set as a real point t'(1)(1)Respectively judging the affected trains of the uplink and downlink two-dimensional models in the subsequent plan, and gradually judging the plan time t of each train number 1 … … n of each station 1 … … m(m)(n)Offset, the result after offset is t'(m)(n)：
Determining the result t 'after the affected plan offset using a recursive method'(1)(1)And the subsequent train number t 'of the same station in the same direction'(1)(2)Is less than the minimum tracking interval, and a recursion method is used for judging the result after the deviation of the influenced train number and the subsequent plan t 'of the train number n of the m train numbers of the station in the same direction'(m)(n)Is greater than the minimum tracking interval, the affected plans are globally shifted, and statistics are made for each affected number of cars x, assuming a stop time t for all stations 1 … … ms(m)(n)The minimum stop time of all stations is tms(m)The time corresponding to the operation level between all the stations is tr(m)(n)The minimum time corresponding to the operation level between all the stations is tmr(m)The effect of Δ t on the plan was fitted by adjusting each stop 1 … … m, the stop time for each affected train number 1 … … x, and the interval run grade:
after plan adjustment, the train x is expected to completely fit with the original plan after passing through the mth station, the train number of the report points is adjusted, starting from the current report point station, and for the affected train number set, a non-actual-track report point station on the affected train number is searched to serve as the initial point of adjustment.
According to an embodiment of the method for adjusting the urban rail train timetable group, the method further comprises the following steps: and sending a train control command: and sending the stop time of the report station in the adjusted plan and the interval running grade of the station going to the next station to the train.
Drawings
FIG. 1 is a flow chart for tuning;
FIG. 2 is a schematic diagram of a pre-station switchback yard;
FIG. 3 is a schematic diagram of a post-station switchback yard;
FIG. 4 is a plan model of the up-line operation;
fig. 5 runs the planning model in the downstream direction.
Detailed Description
In order to make the objects, contents, and advantages of the present invention clearer, the following detailed description of the embodiments of the present invention will be made in conjunction with the accompanying drawings and examples.
Fig. 1 is a flowchart of adjustment, fig. 2 is a schematic diagram of a pre-station retrace station, fig. 3 is a schematic diagram of a post-station retrace station, fig. 4 is a plan model of operation in an uplink direction, and fig. 5 is a plan model of operation in a downlink direction, as shown in fig. 1 to 5, the method for adjusting a schedule group of an urban rail train according to the present invention includes:
1. train identification and tracking
Tracking the position of the train according to the occupation, clearance and fault states of the track section, judging whether the train is stopped and stabilized or passes through the station after the train arrives at the station, issuing arrival point information after the train is stopped and issuing departure point information after the train is started, and issuing the passing point information under the condition of passing
2. Automatic calculating early and late train
And comparing the type of the newspaper spot (arrival point, departure point and passing point) with the operation planning time, automatically calculating and distributing the information of the train early and late points.
3. Automatic adjustment of train early point
The time of the train after arriving at the station and stopping stably is advanced by delta t compared with the arrival time in the plan, in the operation process, because the plan of the train before the current train is a real track point, the influence of the advance of the current train on the preceding train is a given fact, and the influence cannot be modified, only the current train schedule is singly adjusted, before and after the train overthrows as shown in figure 1, the arrival station of the train is firstly deviated to be set as the real track point, the subsequent plan of the train is integrally deviated forward by the early point time delta t, and the station stopping time of the station i involved in the subsequent plan of the train is assumed to be ts(i)Maximum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The maximum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
4. Calculation of minimum tracking interval
Minimum tracking interval tintervalThe method is an important index for judging whether the train will influence other follow-up trains or not at a later time, and ensures that the running of multiple trains is not limited by factors such as station shape, speed and the like due to the minimum interval time without mutual influence when the trains run at the highest running efficiency of ATO. Usually, the minimum tracking interval is calculated, the retracing station is selected for calculation, time is consumed during retracing and end switching, the operation of multiple trains is greatly influenced, and the minimum tracking interval is calculated according to the following formulaThe statistics are carried out according to the different folding modes of the following station shapes:
a. in figure 2, the train 1 firstly enters a turn-back platform, the switch is turned to reverse, the train 1 is driven out of the turn-back station after the end of the train is changed, and the train 2 enters the turn-back platform after the platform rail and the switch section are completely cleared and the switch is turned to position. If the train 1 does not get out of the turnout section in time, the movement authorization of the train 2 cannot be extended to a front platform, and the train 2 enters the safety brake in advance. At this time, the minimum tracking distance is (platform rail + length of switch section)/speed of train 2 + time for train 1 to clear platform rail and switch section + time for driving switch.
b. In fig. 3, the train 1 turns back after standing, the train 1 moves down to the rail of turning back after standing, and the train 2 moves down to the rail of the platform after leaving the rail of the platform. If the train 1 does not get out of the platform rail in time, the movement authorization of the train 2 can be shortened, and the train 2 enters a safety braking curve in advance and stops at the front section of the platform rail. At this time, the minimum tracking interval is (platform rail)/train 2 speed + time for train 1 to get out of the platform rail.
5. Automatic single adjustment for train at night
The time after the train arrives at the station and stops stably is delayed by delta t compared with the arrival time in the plan. The time difference between the time after the delay of the current train and the time of the subsequent train in the same direction is larger than the minimum tracking interval, the condition is taken as a deviation condition, if the delay of the train meets the deviation condition as shown in fig. 1, the arrival time of the train at the station is deviated to be set as an actual tracking point, the subsequent plan of the train is wholly deviated backwards by a delay time delta t, and the stop time of the station i involved in the subsequent plan of the train is assumed to be ts(i)The minimum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The minimum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
6. Automatic train group adjustment at night
The time of the train arriving at the station and stopping stably delays delta t compared with the arrival time in the plan, the time difference between the result of the recursive search after the current train deviation and the time of the subsequent train at the same-direction same station is larger than the minimum tracking interval, the deviation condition is set as the deviation condition, as shown in figure 1, the deviation condition is not satisfied, the group adjustment is started, as the upstream and downstream direction trains occupy different track sections without mutual influence, two-dimensional coordinate models of the upstream and downstream direction operation plans are respectively established as shown in figures 4 and 5, the abscissa is time, and the ordinate is station. Offset point reporting train arrival station is set as real track point t'(1)(1)Respectively judging the affected trains of the uplink and downlink two-dimensional models in the subsequent plan, and gradually judging the plan time t of each train number 1 … … n of each station 1 … … m(m)(n)Offset, the result after offset is t'(m)(n)：
As shown in FIG. 1, the result t 'after the affected plan shift is determined using a recursive method'(1)(1)And the subsequent train number t 'of the same station in the same direction'(1)(2)Is less than the minimum tracking interval, and a recursion method is used for judging the result after the deviation of the influenced train number and the subsequent plan t 'of the train number n of the m train numbers of the station in the same direction'(m)(n)Is greater than the minimum tracking interval, the affected plans are overall shifted, and statistics are made for each affected vehicle number x. Suppose the stop time of all the stations 1 … … m is ts(m)(n)The minimum stop time of all stations is tms(m)The time corresponding to the operation level between all the stations is tr(m)(n)The minimum time corresponding to the operation level between all the stations is tmr(m)The effect of Δ t on the plan was fitted by adjusting each stop 1 … … m, the stop time for each affected train number 1 … … x, and the interval run grade:
after plan adjustment, it is expected that the train x will pass through the mth station and be completely fitted with the original plan. The adjustment of the train number of the report point is started from the current report point station, and the adjustment of the affected train number can respond to the whole train delay caused by the late point as early as possible, so that the affected train number set can be quickly and effectively pre-adjusted by searching the station of the affected train number which is not the real-trace report point as the initial point of the adjustment.
7. Automatic transmission of train control commands
And sending the stop time of the report station in the adjusted plan and the interval running grade of the station going to the next station to the train to realize the automatic control of the train.
The invention discloses a minimum tracking interval calculation method for different station shapes, namely a judgment standard of a subsequent train influenced by train delay.
A searching method for quickly and accurately positioning an affected subsequent train.
The calculation method of the deviation of the multiple trains is determined, and the starting and ending time of group adjustment under the condition of different running intervals of the multiple trains is met.
The pre-adjusted timing of the affected train operation plan.
The invention analyzes complex operation scenes, adopts single adjustment when the current train is at an early point, and adopts group adjustment when the current train is at a later point. Add criteria for the affected train. To meet the conditions of different running intervals in a complex plan, the conditions for starting and ending the group adjustment are reestablished. Recursively searching each affected train, uniformly offsetting the current train and the subsequent affected trains, searching stations of the affected trains which do not contain the real points, adjusting in advance, and adjusting the subsequent trains in time.
The invention uses a recursion method to quickly and effectively position the subsequent train influenced by train delay according to the minimum tracking interval, the subsequent train is wholly deviated, the deviated value is related to the subsequent train of the same station in the same direction adjacent to the influenced train according to the influenced train, and the algorithm meets the complex conditions of different running intervals.
The invention pre-adjusts the affected train, and more quickly and effectively responds to the influence of train delay on the whole operation plan.
The above description is only a preferred embodiment of the present invention, and it should be noted that, for those skilled in the art, several modifications and variations can be made without departing from the technical principle of the present invention, and these modifications and variations should also be regarded as the protection scope of the present invention.
Claims (8)
1. A method for adjusting urban rail train timetable groups is characterized by comprising the following steps:
identifying and tracking the train;
calculating the early and late points of the train;
performing single adjustment on the current train schedule;
calculating the minimum tracking interval of the train;
carry out the adjustment of train night point list, include:
delaying the arrival time of the train at the station and stopping stably by delta t compared with the arrival time in the plan, setting the time difference between the time after the delay of the current train and the time of a subsequent train in the same direction, which is greater than the minimum tracking interval, as a deviation condition, if the delay of the train meets the deviation condition, deviating the arrival time of the train at the station to be a real tracking point, deviating the subsequent plan of the train by the delta t backwards integrally, and fitting the influence of the delta t on the plan by adjusting the stop time and the interval running grade of the current station and the subsequent station;
train night group adjustment, including: recursively searching the deviation condition of the current train and the deviation condition of the time difference between the current train deviation result and the subsequent train at the same-direction same station as the minimum tracking interval, if the deviation condition is not met, starting group adjustment, respectively establishing an uplink and downlink direction operation plan two-dimensional coordinate model, respectively carrying out influenced train judgment on the uplink and downlink two-dimensional model in the subsequent plan, gradually shifting the plan time of each train number of each station, judging that the time difference between the deviation result of the influenced plan and the subsequent train number at the same-direction same station is smaller than the minimum tracking interval by using a recursive method, judging that the time difference between the deviation result of the influenced train number and the subsequent plan at the m train number n at the same-direction station is larger than the minimum tracking interval by using the recursive method, wholly shifting the influenced plan, counting each influenced train number, and fitting the train arrival and stable train by adjusting the stop time and the operation level of each influenced train number of each station Is disliked from the impact on the schedule than the arrival time in the schedule.
2. The method for adjusting urban rail train timetable group according to claim 1, wherein the method comprises following the train position according to the occupation, clearance and fault state of the track section, judging whether the train is stopped or passed at the station after the train arrives at the station, issuing arrival point information after the train is stopped, issuing departure point information after the train is started, and issuing passing point information under the condition of passing.
3. The method for adjusting urban rail train timetable group according to claim 1, wherein the train early-late information is automatically calculated and issued by comparing the judged report type with the operation planning time.
4. The method for adjusting urban rail train timetable groups according to claim 1, comprising: suppose that the stop time of i station involved in the subsequent plan of the train is ts(i)Maximum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The maximum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
5. The method of adjusting an urban rail train schedule group according to claim 1, wherein calculating a train minimum tracking interval comprises: minimum tracking interval tintervalIn order to judge the important index whether the train late point will affect other follow-up trains, the minimum tracking interval is counted according to the following different turning modes of station shapes:
turning back before the station, turning over and positioning a turnout, wherein a train 1 firstly enters a turning-back platform, turning over the turnout, running out of the turning-back station after the end of the train 1 is changed, after a platform rail and a turnout section are completely cleared, after the turnout is turned over and positioned, a train 2 enters the turning-back platform, if the train 1 does not clear the turnout section in time, the movement authorization of the train 2 cannot extend to the front platform, so that the train 2 enters safety braking in advance, and at the moment, the minimum tracking distance is (the length of the platform rail and the turnout section)/the speed of the train 2 + the time for the train 1 to clear the platform rail and the turnout section + the time for driving;
and turning back after the station, wherein the train 1 descends to the station and then turns back the rail, and after the train leaves the platform rail clearly, the train 2 descends to the platform rail. If the train 1 does not get out of the platform rail in time, the movement authorization of the train 2 can be shortened, and the train 2 enters a safety braking curve in advance and stops at the front section of the platform rail. At this time, the minimum tracking interval is (platform rail)/train 2 speed + time for train 1 to get out of the platform rail.
6. The method of adjusting schedules of urban rail trains according to claim 1, wherein it is assumed that the stop time of i station involved in the subsequent planning of the train is ts(i)The minimum stop time t of the stationms(i)The time corresponding to the interval running grade between the i station and the i +1 station is tr(i)The minimum time corresponding to the interval between the i station and the i +1 station is tmr(i)And fitting the influence of the delta t on the plan by adjusting the stop time and the interval operation grade of the current station and the subsequent station:
after the plan is adjusted, the vehicle is expected to fit completely to the original plan after the nth station.
7. The urban rail train schedule group adjustment method according to claim 1, wherein the train late group adjustment comprises:
the time of the train arriving at the station and stopping stably is delayed by delta t from the arrival time in the plan, and the offset point report train arriving at the station is set as a real point t'(1)(1)Respectively judging the affected trains of the uplink and downlink two-dimensional models in the subsequent plan, and gradually judging the plan time t of each train number 1 … … n of each station 1 … … m(m)(n)Offset, the result after offset is t'(m)(n)：
Determining the result t 'after the affected plan offset using a recursive method'(1)(1)And the subsequent train number t 'of the same station in the same direction'(1)(2)Is less than the minimum tracking interval, and a recursion method is used for judging the result after the deviation of the influenced train number and the subsequent plan t 'of the train number n of the m train numbers of the station in the same direction'(m)(n)Is greater than the minimum tracking interval, the affected plans are globally shifted, and statistics are made for each affected number of cars x, assuming a stop time t for all stations 1 … … ms(m)(n)The minimum stop time of all stations is tms(m)The time corresponding to the operation level between all the stations is tr(m)(n)The minimum time corresponding to the operation level between all the stations is tmr(m)The effect of Δ t on the plan was fitted by adjusting each stop 1 … … m, the stop time for each affected train number 1 … … x, and the interval run grade:
after plan adjustment, the train x is expected to completely fit with the original plan after passing through the mth station, the train number of the report points is adjusted, starting from the current report point station, and for the affected train number set, a non-actual-track report point station on the affected train number is searched to serve as the initial point of adjustment.
8. The method for adjusting urban rail train timetable groups according to claim 1, further comprising: and sending a train control command: and sending the stop time of the report station in the adjusted plan and the interval running grade of the station going to the next station to the train.
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
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| CN111874041A (en) * | 2020-05-19 | 2020-11-03 | 浙江众合科技股份有限公司 | Method for calculating feasible turn-back time of train under complex road-crossing condition |
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