CN112977546B - Track traffic train tracking interval shrinking and changing adjustment control method - Google Patents
Track traffic train tracking interval shrinking and changing adjustment control method Download PDFInfo
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
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Abstract
The invention discloses a track traffic train tracking interval scaling adjustment control method, which comprises the following steps: determining a tracking interval expected value of a station of the rail transit; calculating a series of train operation curves of the stations, and calculating to obtain an expected reduction value of the tracking interval between the stations based on the train operation curves and the expected value of the tracking interval; determining a line area to be adjusted, of which the tracking interval is to be reduced, based on an expected reduction value of the inter-station tracking interval; selecting a measure for shortening the tracking interval in the line area to be adjusted; updating a train operation curve based on the selected measures; and verifying the tracking interval shrinking result. According to the rail transit train tracking interval shrinking and changing adjustment control method, the implementation process of adjusting and controlling the rail transit tracking interval is simple and easy, and the method can assist professionals to select and implement various measures so as to accurately realize shrinking and changing adjustment of the tracking interval and effectively improve the operation capacity and efficiency of a rail transit line.
Description
Technical Field
The invention relates to the field of rail transit, in particular to a track interval zooming and adjusting control method of a rail transit train.
Background
In the field of rail transit, the train full load rate and the minimum running interval are core indexes reflecting the running capacity of a rail transit line. Wherein, the train full load rate refers to the ratio of the actual passenger capacity of the train to the number of the train passengers, and the unit is%. The minimum driving interval is the departure time interval of two trains in average in the peak hour of the line, and the unit comprises minutes and seconds.
Taking the train full load rate as an example, incomplete statistics is carried out until 2018, and in 30 domestic rail transit operation cities, the full load rate of partial lines of 16 cities exceeds 100%. Especially in Beijing, shanghai and Guangzhou. 15 of the Beijing 20 lines exceed 100 percent, wherein the maximum is over 143 percent. 9 of the 15 lines in Shanghai exceed 100%, and the maximum of the 15 lines in Shanghai exceeds 139%. 6 of the 14 lines in Guangzhou exceed 100%, with a maximum of up to 143%. The overall ride of the wire web is crowded.
Taking the minimum driving interval as an example, incomplete statistics is carried out until 2018, and domestic Taibei accounts for 103 seconds, hong Kong accounts for 113 seconds, shanghai accounts for 115 seconds, beijing accounts for 120 seconds, and Guangzhou accounts for 118 seconds; foreign paris 85 seconds, moscow 90 seconds, london 106 seconds. Compared with the steel wheel and steel rail system, although Paris adopts the 6-marshalling rubber wheel and rail system to improve the adhesion of wheel rails, the rubber wheel and rail system has a larger domestic lifting space.
Practical operation experience shows that when passenger flow on a line tends to increase rapidly or is basically stable, the minimum running interval is reduced, and the increasing speed of the train full load rate can be effectively controlled or the train full load rate is reduced along with the increasing speed. Therefore, reducing the minimum driving interval is one of the key means to solve the problem of insufficient operation capability of the line. The minimum driving interval is mainly determined by the turn-back interval, the bifurcation/confluence interval, and the following interval. By means of line distribution adjustment, operation route optimization, equipment performance improvement and the like, the turn-back interval and the bifurcation/confluence interval are gradually reduced, and the tracking interval becomes a main bottleneck point for limiting the further reduction of the minimum driving interval.
The tracking interval refers to the interval time between the front ends of two trains running on the same route in the same direction and passing through the same place of the route. In a station area, if the stop time of a train is longer, the tracking interval is difficult to be reduced. For example, by changing the wiring of the station, changing the position of the station and the like, the method has the problems of high transformation cost, long transformation period, high transformation difficulty and the like.
Therefore, it is highly desirable to design a method for adjusting and controlling the tracking interval of a rail transit train, so as to effectively improve the operation capability, and to fully exploit the management and equipment potential, thereby assisting professionals in providing an effective system solution and effectively improving the operation capability of rail transit lines.
Disclosure of Invention
The invention provides a new method for adjusting and controlling the tracking interval of a rail transit train in order to overcome the defect that the tracking interval of the train in the existing rail transit is not easy to be properly and effectively adjusted to improve the operation efficiency of the rail transit.
The invention solves the technical problems by adopting the following technical scheme:
the invention provides a shrinking and adjusting control method for a tracking interval of a rail transit train, which is characterized by comprising the following steps of:
determining a tracking interval expected value of a station of rail transit according to operation parameters of the rail transit;
calculating a series of train operation curves of a station by adopting a train operation calculation tool, and calculating an inter-station tracking interval expected reduction value based on the train operation curves and the tracking interval expected value, wherein the train operation curves are a speed-distance curve or a time-distance curve and an inter-train distance curve at the same horizontal position and are used for representing the existing operation condition of the train;
thirdly, determining a to-be-adjusted line area of the rail transit with the tracking interval to be reduced based on the expected reduction value of the tracking interval between the stations;
step four, selecting at least one measure from the following six measures to shorten the tracking interval in the line area to be adjusted:
the first measure is as follows: the station stopping time is shortened;
the second measure is as follows: shortening traction starting delay and/or stopping judgment delay;
the third measure is as follows: the guarantee emergency braking rate is improved;
the fourth measure is that: improving the ATO operation braking rate;
the fifth measure is as follows: increasing the speed limit setting;
the sixth measure: encrypting and laying a responder;
step five, updating the train operation curve based on the measures selected in the step four;
and step six, verifying the shrinkage and variation result of the tracking interval based on the updated train operation curve.
According to some embodiments of the invention, in the first step, the operation parameters of the rail transit include passenger flow change of a station, operation adjustment of a train, operation passing scheme, number of available trains, train type and/or length.
According to some embodiments of the invention, the second step comprises: calculating an ATO (automatic train operation) curve, an ATO target speed curve and a tracking interval curve of a station interval of a station, and further calculating to obtain an inter-station tracking interval expected reduction value of the station based on the maximum value of the tracking interval curve and the tracking interval expected value, wherein the ATO operation curve and the ATO target speed curve are speed-distance curves respectively, and the tracking interval curve is a time-distance curve;
the third step comprises: and determining an inter-station line region with the maximum value of the tracking interval curve being greater than the expected tracking interval value as the line region to be adjusted.
According to some embodiments of the invention, step two further comprises: and calculating a vehicle head running curve and a safe parking curve between the stations of the station, wherein the vehicle head running curve is a time-distance curve, and the safe parking curve is a distance curve between the vehicle and the front vehicle at the same horizontal position.
According to some embodiments of the invention, the fourth step further comprises:
setting the priority for the six measures, selecting the measures from the six measures according to the priority, and then executing the fifth step.
According to some embodiments of the invention, the sixth step further comprises:
and after verification, if the verification result shows that the current tracking interval exceeds the expected tracking interval value and reaches a preset verification threshold, returning to the fourth step to select other measures.
According to some embodiments of the present invention, the method further comprises performing the fourth to sixth steps a plurality of times to calculate a result of scaling the tracking interval by each measure, and generating an optimal measure combination satisfying the expected value of the tracking interval according to the calculation result.
According to some embodiments of the invention, the fourth means comprises increasing the ATO interval operating braking rate and increasing the ATO station parking operating braking rate.
According to some embodiments of the invention, the third means comprises:
correcting the emergency braking rate of the dry rail guarantee in the design stage aiming at the dry rail circuit;
aiming at the wet rail circuit, a closed structure is additionally arranged around the rail to form a closed space similar to a dry rail circuit, so that the emergency braking rate of the wet rail guarantee is improved.
According to some embodiments of the invention, the sixth means comprises:
and passive transponders are additionally arranged among the transponders originally arranged in the train to shorten the envelope of the head and the tail of the train.
On the basis of the common knowledge in the field, the above preferred conditions can be combined randomly to obtain the preferred embodiments of the invention.
The positive progress effects of the invention are as follows:
according to the method for adjusting and controlling the track traffic train tracking interval, the implementation process of adjusting and controlling the track traffic train tracking interval is simple and easy, and the method can assist professionals in selecting and implementing technical means such as shortening the station stop time, limiting the speed of a local section accurately, arranging transponders in the local section in an encrypted manner and the like, so that the adjustment of the tracking interval is accurately realized, and the operation capacity and the efficiency of a track traffic line are effectively improved.
Drawings
Fig. 1 is a schematic view of inter-station train operation correlation curves involved in a track interval zooming adjustment control method of a rail transit train according to a preferred embodiment of the present invention.
Fig. 2 is a schematic diagram of train operation curves showing how to determine a route region to be adjusted, which is involved in a track interval change adjustment control method of a rail transit train according to a preferred embodiment of the present invention.
Fig. 3 is a schematic diagram of a train operation curve showing a distance between a front train and a rear train at an original guaranteed emergency braking rate involved in the method for controlling the track interval adjustment and the tracking interval adjustment of a rail transit train according to the preferred embodiment of the present invention.
Fig. 4 is a schematic diagram of a train operation curve showing a distance between a front train and a rear train after optimizing a guaranteed emergency braking rate involved in the method for controlling the track interval change adjustment of a rail transit train according to a preferred embodiment of the present invention.
Fig. 5 is a schematic diagram of train operation curves of a local area speed limiting measure involved in the track interval zooming adjustment control method of a rail transit train according to a preferred embodiment of the present invention.
Fig. 6 is a schematic diagram of a train operation curve applying a unified speed limit in a local area speed limit measure involved in a track interval zooming adjustment control method for a rail transit train according to a preferred embodiment of the present invention.
Fig. 7 is a schematic diagram of an ATO target speed curve for calculating an unexpected section deceleration in the local area speed limiting measure involved in the track interval scaling adjustment control method of the rail transit train according to the preferred embodiment of the present invention.
Fig. 8 is an ATO target speed limit complete curve formed in the local area speed limit measure involved in the track interval scaling adjustment control method of the rail transit train according to the preferred embodiment of the present invention.
Fig. 9 is a schematic diagram of the distance between the front train and the rear train under the original train envelope of the unencrypted transponder to be arranged in the tracking interval shrinking and adjusting control method of the rail transit train according to the preferred embodiment of the invention.
Fig. 10 is a schematic diagram of the distance between the front and the rear trains after the train envelope is optimized by using the encrypted layout transponder measure, which is involved in the method for controlling the tracking interval of the rail transit train by the zooming adjustment according to the preferred embodiment of the present invention.
Detailed Description
The following detailed description of the preferred embodiments of the present invention, taken in conjunction with the accompanying drawings, is intended to be illustrative, and not restrictive, and any other similar items may be considered within the scope of the present invention.
In the following detailed description, directional terms, such as "left", "right", "upper", "lower", "front", "rear", and the like, are used with reference to the orientation as illustrated in the drawings. The components of various embodiments of the present invention can be positioned in a number of different orientations and the directional terminology is used for purposes of illustration and is in no way limiting.
The method for adjusting and controlling the tracking interval of the rail transit train according to the preferred embodiment of the invention comprises the following steps:
determining a tracking interval expected value of a station of rail transit according to operation parameters of the rail transit;
calculating a series of train operation curves of the station by adopting a train operation calculation tool, and calculating to obtain an inter-station tracking interval expected reduction value based on the train operation curves and the tracking interval expected value, wherein the train operation curves are a speed-distance curve, a time-distance curve and an inter-train distance curve at the same horizontal position and are used for representing the existing operation condition of the train;
thirdly, determining a to-be-adjusted line area of the rail transit with the tracking interval to be reduced based on the expected reduction value of the tracking interval between stations;
step four, selecting at least one measure from the following six measures to shorten the tracking interval in the circuit area to be adjusted:
the first measure is as follows: the station stopping time is shortened;
the second measure is as follows: shortening traction starting delay and/or stopping judgment delay;
the third measure is as follows: the guarantee emergency braking rate is improved;
the fourth measure is as follows: improving the ATO operation braking rate;
the fifth measure is as follows: increasing the speed limit setting;
the sixth measure: encrypting and laying a responder;
step five, updating the train operation curve based on the measures selected in the step four;
and step six, verifying the shrinking and changing result of the tracking interval based on the updated train operation curve.
The train operation curve may be a speed-distance curve, a time-distance curve, or an inter-train distance curve at the same horizontal position, where the distance may be a distance from the same reference point, or a distance between the vehicle and the preceding vehicle, such as a distance from the head of the vehicle to the tail of the preceding vehicle.
Optionally, in the step one, the operation parameters of the rail transit include passenger flow change at a station, operation adjustment of a train, an operation traffic scheme, the number of available trains, train type and length, and the like. It should be understood that the tracking interval expectation value should be set reasonably, and a tracking expectation value that is too small is likely to be unattainable.
The operation cross road is a section of a line where the train runs back and forth from the starting station to the terminal station.
According to some preferred embodiments of the present invention, referring to fig. 1-2, step two comprises: an ATO (Automatic Train Operation) Operation curve, an ATO target speed curve and a tracking interval curve of a station interval of a station are calculated, and then an expected reduction value of the inter-station tracking interval of the station is calculated based on a maximum value of the tracking interval curve and an expected value of the tracking interval, wherein the ATO Operation curve and the ATO target speed curve are respectively a speed-distance curve, the tracking interval curve is a time-distance curve, and the curves mentioned herein can be referred to as shown in fig. 1.
Wherein the ATO target speed is a speed at which the train is expected to continuously operate. The ATO subsystem of the train operation control system controls the operation speed of the train to slightly fluctuate above and below the ATO target speed.
The third step comprises: and determining the inter-station line region of which the maximum value of the tracking interval curve is greater than the expected value of the tracking interval as the line region to be adjusted, as shown in fig. 2. That is, the inter-station tracking interval of the line region to be adjusted is desirably reduced by a value > 0.
Optionally, step two further includes: and calculating a vehicle head running curve and a safe parking curve between the station sections of the stations, wherein the vehicle head running curve is a time-distance curve, and the safe parking curve is a distance curve between the vehicle and the front vehicle at the same horizontal position.
According to some preferred embodiments of the invention, step four further comprises:
setting the priority for the six measures, selecting the measures according to the priority level, and then executing the step five.
For example, the priorities of the various measures for shortening the tracking interval can be defined according to actual conditions, and the shortening effects of the various measures on the tracking interval are sequentially calculated according to the sequence from high to low of the priorities until the expected value of the tracking interval is met or the error from the expected value of the tracking interval is minimum.
According to some preferred embodiments of the present invention, step six further comprises:
and after verification, if the verification result shows that the current tracking interval exceeds the expected tracking interval value and reaches a preset verification threshold, returning to the step four to select other measures.
According to some preferred embodiments of the present invention, the method further comprises performing steps four to six a plurality of times to calculate the reduction result of the tracking interval by the various measures, and generating an optimal measure combination satisfying the expected value of the tracking interval according to the calculation result.
Correspondingly shortening the station stopping time according to the expected reduction value of the tracking interval or the residual reduction amount of the expected reduction value, then calculating the tracking interval after the station stopping time is shortened, and finally comparing and judging with the expected reduction value of the tracking interval or the residual reduction amount of the tracking interval. It should be noted how much the station-stop time is shortened and the tracking interval is shortened accordingly.
According to some alternative embodiments of the invention, the means for shortening the stop time may be implemented for the time of three components of the stop time, namely the equipment working time, the management working time, the passenger boarding and alighting time.
For example, it is directed to reducing equipment operation time. The measures of linking the car door and the platform door, improving the performance of the car door and the platform door and the like can be taken, and the equipment reaction and the opening and closing time of the car door and the platform door can be shortened. For example, the most efficient automatic opening and closing door and the linkage with the platform door can be shortened to 10s.
For example, it is directed to shortening the management job time. For a non-full-automatic driving line, the operation time of a train driver on a platform can be shortened by means of measures such as simplifying the operation flow of an operation department, making a standard operation rule of the train driver and the like. Typically 2-7 s can be saved per station.
The non-fully-automatic driving line means that the ATO automatic operation grades of the line are GoA 0, goA 1 and GoA 2.
The ATO automatic operation class (Grades of Automation, goA) is divided into five, etc., according to the definition of the International Union of public transportation:
zeroth, etc. (GoA 0): the visual operation is mainly used by road trams and light rails.
First grade (GoA 1): and the driver is responsible for controlling the running and stopping of the train, opening and closing the train door and handling emergencies.
Second etc. (GoA 2): semi-automatic Train Operation (STO), which automatically operates and stops a Train, requires a driver to open and close doors and handle an emergency. Most automatic train operation systems are the second, etc.
Third, etc. (GoA 3): a Driverless Train Operation (DTO), a Train automatically operates and stops, but requires Train assistants to open and close doors or handle emergencies.
Fourth, etc. (GoA 4): unattended Operation (UTO), automatic Operation and stop of the Train, opening and closing of the Train door and handling of emergency events are all fully automatic, and no person is on duty on the Train.
For example, to shorten passenger boarding and alighting time. According to the passenger flow data of the station and the field experience of the operation department, the time for passengers to get on or off the bus at the station with lower passenger flow is properly shortened.
The traction start delay and the stop stability judgment delay related in the second measure belong to the statistical range of the train running time between stations and do not belong to the statistical range of the stop time. The traction start delay is the delay time from the traction command sent by the train operation control system to the speed of the train not being 0km/h, and the instability judgment delay is the delay time from the detection of the speed of the train by the train operation control system to the completion of the pressure maintaining braking of the train. The two times can be shortened by improving the reaction performance of the train operation control system and the vehicle equipment, and can be shortened to 3.5-5 s generally.
And correspondingly shortening the traction starting delay and the stopping judgment delay according to the expected reduction value or the residual reduction amount of the tracking interval, calculating the tracking interval after the traction starting delay and the stopping judgment delay are shortened, and finally comparing and judging the tracking interval with the expected reduction value or the residual reduction amount of the tracking interval. It should be noted that the traction start-up delay and the stopping stability determine how much the delay is shortened, and the tracking interval is correspondingly shortened.
According to some preferred embodiments of the present invention, in the selection of the measures, the guaranteed emergency braking rate (absolute value, the same applies below) may be increased according to the expected reduction value of the tracking interval or the remaining reduction amount thereof, then the tracking interval after the guaranteed emergency braking rate is increased is accurately calculated by using the train operation calculation tool, and then the tracking interval is compared with the expected reduction value of the tracking interval or the remaining reduction amount thereof.
The guaranteed emergency braking rate is divided into a dry rail (underground line) guaranteed emergency braking rate and a wet rail (ground and overhead line) guaranteed emergency braking rate, and the value of the dry rail guaranteed emergency braking rate is large.
The guaranteed emergency braking rate is the emergency braking rate of the train under the condition of the determined expected acceptable worst factors, which is integrated with environmental factors, line conditions, adhesion conditions, equipment, fault factors and the like. For example, the emergency braking rate is 1.3m/s 2 And the dry rail guarantee emergency braking rate is 0.95m/s 2 The wet rail guarantee emergency braking rate is 0.78m/s 2 。
For example, for a dry rail line, a field measurement mode can be adopted to correct the dry rail guarantee emergency braking rate determined in the design stage, so that the dry rail guarantee emergency braking rate is improved. For the wet rail line, a closed space can be formed by adding a canopy and other measures around the rail, and the closed space is regarded as a dry rail line, so that the contact surface between the wheels and the rail is kept dry when the train enters the region, the adhesion between the wheels and the rail is increased, and the emergency braking rate of the wet rail is improved.
By increasing the guaranteed emergency braking rate, the distance between the front and rear trains is shortened under the condition that the running speed of the train is kept unchanged, as shown in fig. 3-4. Thus, the interval time between the front ends of the front and rear vehicles passing through the same point on the route is also synchronously shortened, that is, the tracking interval is shortened.
According to some preferred embodiments of the present invention, according to the expected reduction value of the tracking interval or the remaining reduction amount thereof, the improvement value of the ATO operation braking rate is precisely calculated, then the tracking interval after the ATO operation braking rate is improved is precisely calculated by using a train operation calculation tool, and finally the tracking interval is compared and judged with the expected reduction value of the tracking interval or the remaining reduction amount thereof.
The ATO operation braking rate can be divided into two types, such as an ATO interval operation braking rate (absolute value, the same below; for example, high ATP (Automatic Train Protection) ceiling speed section enters a low ATP ceiling speed section) and an ATO stop operation braking rate (absolute value, the same below; for example, physical platform and virtual platform stop and enter).
Among these, the ATP roof speed is the speed that the ATP subsystem guarantees that the train must not exceed under the worst conditions.
For example, in a line area larger than the expected value of the tracking interval, it is determined whether there is a situation that the high ATP ceiling speed section enters the low ATP ceiling speed section, the physical platform or the virtual platform enters the station for parking, etc., and the type of ATO operation braking rate that needs to be adjusted respectively is determined.
For example, if only a physical platform or a virtual platform enters or stops, the operation braking rate of the ATO stops needs to be adjusted; if the situation that the high ATP ceiling speed section enters the low ATP ceiling speed section, the physical platform or the virtual platform enters the station and stops exists at the same time, the ATO interval operation braking rate and the ATO stop operation braking rate need to be respectively adjusted.
In the value range of { ATO interval operation braking rate, train maximum braking rate x a }, the ATO interval operation braking rate is increased by setting step length 1 (for example, 0.05m/s 2); and in the value range of the { ATO stop operation braking rate and the maximum train braking rate x b }, setting step length 2 (for example, 0.01m/s < 2 >), increasing the ATO stop operation braking rate, and calculating a corresponding tracking interval. Wherein a and b are error confidence coefficients between the train braking rate command and the actual braking rate, for example, the value range is [ 0.05,0.95 ].
The fifth measure involved in the above method, i.e. the increase of the speed limit setting, or the line local area speed limit measure, will be exemplified below with reference to fig. 5-8.
For example, the measure of increasing the speed limit of the local area of the line can be implemented by the following method:
substep (1) determining the vehicle head line position and ATO target speed of the starting point of the speed limit area
Acquiring a line position of a line area starting point which is greater than a tracking interval expected value according to the running direction of the train by adopting a train running calculation tool, and taking the line position as a vehicle head line position of the speed-limiting area starting point; determining the ATO target speed of the vehicle in the ATO target speed curve according to the line position, as shown in FIG. 5; proceed to substep (2).
Substep (2) reducing ATO target speed of the vehicle head by larger variable step length
And (3) reducing the ATO target speed by a large variable step length 1 (for example, 10 km/h) according to the vehicle head line position and the ATO target speed at the starting point of the speed limit area, and turning to the substep.
Substep (3) forming an ATO target speed limit curve
And (5) carrying out unified speed limiting on the vehicle head line position at the starting point of the speed limiting area to the line area of the next platform according to the reduced ATO target speed to form an ATO target speed limiting curve, and turning to substep (4) as shown in figure 6. And if the reduced ATO target speed is higher than the original ATO target speed, taking the original ATO target speed for any position in the line area.
Substep (4) determining the position of the front vehicle head
According to the running direction of the train, according to conditions such as a safety brake model [ see IEEE Std1474.1TM-2004 substep (R2009) ], a guaranteed emergency brake rate, system reaction time, basic train resistance, a line gradient and curve, a reduced ATO target speed, a vehicle head line position at the starting point of a speed limit area and the like, the guaranteed emergency brake distance of the vehicle is calculated, a certain safety margin, a vehicle front length and a vehicle front tail envelope are considered, a vehicle front head position is obtained, and the process goes to substep (5) as shown in figure 6.
Substep (5) of quickly calculating the vehicle tracking interval
And (4) calculating the time from the running of the head of the vehicle to the head of the front vehicle according to the running direction of the train, the line position of the head of the vehicle at the starting point of the speed-limiting area and the ATO target speed-limiting curve, taking the time as the tracking interval of the vehicle, and turning to the substep (6).
And (6) comparing the tracking interval expected value.
If the requirement is met, the procedure goes to substep (7). If not, go to substep (2) and decrease the ATO target speed again based on the larger variable step size. If the reduced ATO target speeds are less than or equal to 0km/h and do not meet the expected tracking interval value, the higher ATO target speed is selected from the 2 reduced ATO target speeds with the smallest error with the expected tracking interval value, and the substep (7) is carried out.
Substep (7) calculating an ATO target speed curve for unexpected interval deceleration
And (3) taking the reduced ATO target speed of the vehicle as a starting point, calculating an ATO target speed curve of the deceleration in an unexpected interval according to conditions such as the reverse running direction of the train, the reference braking rate, the basic resistance of the train, the line gradient and the curve until the curve intersects with the original ATO target speed, and turning to the substep (8) as shown in figure 7.
Substep (8) forming an ATO target speed limit complete curve
According to the train running direction, replacing the ATO target speed curve from the intersection point of the unexpected interval deceleration ATO target speed curve and the original ATO target speed to the ATO target speed curve of the next station by adopting the unexpected interval deceleration ATO target speed curve and the ATO target speed limit curve to form an ATO target speed limit complete curve, and turning to the substep (9) as shown in figure 8.
Substep (9) of accurately calculating ATO target speed limit
And verifying whether the ATO operation curve meets the expected tracking interval value or not by adopting a train operation calculation tool according to the ATO target speed limit complete curve.
If so, and equal to the tracking interval expected value, go to substep (10).
If the value is satisfied and is smaller than the expected tracking interval value, changing the speed limit value of the ATO target speed and the changed ATO target speed value needs to be larger than 0km/h within a range of +/-larger variable step size 2 (such as 9 km/h) by a +/-fixed step size (such as 1 km/h), adopting the substeps (4), (7), (8) and the ATO operation curve to carry out iterative verification on the tracking interval until the value is satisfied and the error from the expected tracking interval value is minimum, and then turning to the substep (10).
If the value is not satisfied, namely is larger than the expected value of the tracking interval, the speed limit value of the ATO target speed is changed within a range of +/-larger variable step length 2 (such as 9 km/h) by +/-fixed step length (such as 1 km/h), and the changed ATO target speed value needs to be larger than 0km/h, and the tracking interval is iteratively verified by adopting the sub-steps (4), (7) and (8) and the ATO operation curve until the error between the value and the expected value of the tracking interval is met and is minimum. If the target speed is not satisfied, the speed limit of the ATO target speed having the minimum error from the expected tracking interval value is selected, and the procedure goes to the substep (10).
Substep (10) of calculating a limit speed for the ATP roof speed
The limit speed of the ATP roof speed is synchronously changed. And (3) obtaining the speed limit value of the ATP roof speed corresponding to the speed limit value of the ATO target speed according to conditions such as a safety brake model [ see IEEE Std1474.1TM-2004 (R2009) ], a speed limit value of the ATO target speed, a speed measurement error, system reaction time, train basic resistance, a line gradient and curve, an emergency braking rate guarantee, traction cutting and coasting time in the process of guaranteeing the emergency braking rate and the like.
Substep (11) ATS (Automatic Train Supervision) implementation of speed limit
If a non-limiting temporary speed limiting measure is adopted, importing the ATO target speed limit value and the start and end positions of a speed limiting interval into a speed limiting function module of an ATS (Automatic Train Supervision) system, and automatically limiting the speed of the ATS system in real time; or the information is provided for the scheduling, and the scheduling carries out speed-limiting operation on an ATS interface.
The non-limited temporary speed limit is a specific temporary speed limit requirement, and the train can run in the speed limit line section according to the speed value; and the train operation control system controls the train to operate by taking the speed limit value as an ATO target speed, and calculates the ATP top speed according to a system algorithm.
If a temporary speed limit limiting measure is adopted, the speed limit value of the ATP roof and the starting and ending positions of a speed limit interval are led into a speed limit function module of an Automatic Train Supervision (ATS) system, and the ATS system automatically limits the speed in real time; or the information is provided for the scheduling, and the scheduling carries out speed-limiting operation on an ATS interface.
The temporary speed limit is limited by a line temporary speed limit requirement with a safety protection requirement, and the train speed of the line section cannot exceed the speed limit requirement under any condition; and the train operation control system performs overspeed protection according to the speed limit value, namely the limit value is the ATP roof speed.
According to some preferred embodiments of the present invention, a sixth measure may be to increase the layout density of passive transponders to shorten the train head and tail envelope, see fig. 9 and 10.
In particular, a passive transponder may be generally disposed in the middle of two tracks, and its main role is to correct train position errors due to vehicle speed measurement errors. Because the vehicle-mounted speed measurement error has a positive error (the same as the train running direction) and a negative error (the opposite to the train running direction), the safe length of the train running on the line needs to be increased by certain length margins at the head and the tail of the actual train, namely the envelope of the head and the tail of the train, which is called train envelope for short. The train envelope is the result of vehicle-mounted speed measurement error accumulation, and when a train passes through the passive transponder, the train envelope can be reduced to 0.5-2 meters from a maximum of dozens of meters. The passive transponders are classified into 2 types of transponders,
for American passive transponders, the original 2 passive transponders are usually arranged at an interval of about 150m, and if a passive transponder is additionally arranged between the 2 passive transponders, the envelope of the head and the tail of the train can be shortened by about half. For example: the line area greater than the expected value of the tracking interval is 500 meters, only about 3 passive transponders need to be added, and the tracking interval can be shortened by about 2 seconds.
For European passive transponders, the original arrangement distance of 2 passive transponders is about 190m, and if a beacon is additionally arranged between the 2 passive transponders, the envelope of the head and the tail of a train can be shortened by about half. For example: a line area of 500 meters greater than the expected value of the tracking interval requires only about 3 additional passive transponders and the tracking interval can be shortened by about 3 seconds.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that these are by way of example only, and that the scope of the invention is defined by the appended claims. Various changes or modifications may be made to the embodiments by those skilled in the art without departing from the principle and spirit of the invention, and such changes and modifications are intended to be included within the scope of the invention.
Claims (6)
1. A track traffic train tracking interval zooming and adjusting control method is characterized by comprising the following steps:
determining a tracking interval expected value of a station of rail transit according to operation parameters of the rail transit;
calculating an ATO operation curve, an ATO target speed curve and a tracking interval curve of a station interval of a station by adopting a train operation calculation tool, and further calculating to obtain an inter-station tracking interval expected reduction value of the station based on the maximum value of the tracking interval curve and the tracking interval expected value, wherein the ATO operation curve and the ATO target speed curve are both speed-distance curves, the tracking interval curve is a time-distance curve and is used for representing the existing operation condition of the train, and the ATO target speed curve is the speed of the expected train in continuous operation and belongs to a part of non-limiting temporary speed limiting measures; and
calculating a vehicle head running curve and a safe parking curve between station sections of a station, wherein the vehicle head running curve is a time-distance curve, and the safe parking curve is a distance curve between a vehicle and a front vehicle at the same horizontal position;
step three, determining an inter-station line region of which the maximum value of the tracking interval curve is greater than the expected value of the tracking interval as a line region to be adjusted, of which the tracking interval is to be reduced;
step four, selecting at least one measure from the following six measures to shorten the tracking interval in the line area to be adjusted:
the first measure is as follows: the station stopping time is shortened;
the second measure is as follows: shortening traction starting delay and/or stopping judgment delay;
the third measure: the guarantee emergency braking rate is improved;
the fourth measure is as follows: improving the ATO operation braking rate;
the fifth measure is as follows: increasing the speed limit setting;
the sixth measure: encrypting and laying a responder; and
setting priorities for the six measures, selecting the measures from the six measures according to the priorities, and then executing the step five;
step five, updating the train operation curve based on the measures selected in the step four;
and step six, verifying a shrinking and changing result of the tracking interval based on the updated train operation curve, and returning to the step four to select other measures after verification is performed and if the verification result shows that the current tracking interval exceeds the expected value of the tracking interval and reaches a preset verification threshold.
2. The scaling adjustment control method according to claim 1, wherein in the first step, the operation parameters of rail transit include passenger flow change of a station, operation adjustment of a train, an operation traffic scheme, the number of available trains, a train type and/or a length.
3. The change adjustment control method according to claim 1, further comprising performing the steps four to six a plurality of times to calculate a change result of each measure to a tracking interval, and generating an optimum measure combination satisfying the desired value of the tracking interval based on the calculation result.
4. The zoom adjustment control method as set forth in claim 1, wherein said fourth means includes increasing the ATO interval operating braking rate and increasing the ATO station parking operating braking rate.
5. The zoom adjustment control method according to claim 1, characterized in that the third means includes:
correcting the emergency braking rate of the dry rail guarantee in the design stage aiming at the dry rail circuit;
aiming at the wet rail line, a closed structure is additionally arranged around the rail to form a closed space similar to a dry rail line, so that the emergency braking rate of the wet rail guarantee is improved.
6. The change adjustment control method according to claim 1, characterized in that the sixth means includes:
and a passive transponder is additionally arranged between the originally arranged transponders of the train to shorten the envelope of the head and the tail of the train.
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| CN106777752B (en) * | 2016-12-30 | 2019-04-02 | 华东交通大学 | A kind of bullet train tracking operation curve optimal setting method |
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| RU1787823C (en) * | 1989-12-07 | 1993-01-15 | Ташкентский институт инженеров железнодорожного транспорта | Train speed control device |
| WO2017021095A1 (en) * | 2015-07-31 | 2017-02-09 | Siemens Aktiengesellschaft | Method for optimizing the travel plot for rail vehicles |
| CN108725518A (en) * | 2018-04-18 | 2018-11-02 | 中国神华能源股份有限公司 | Heavy haul train tracking interval computational methods, device and heavy haul railway system |
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