CN114604294B - Dealing with unidirectionality in conjunction with virtual marshalling techniques train operation adjusting method for interrupt scene - Google Patents

Abstract

The invention provides a train operation adjusting method for dealing with a one-way interruption scene by combining a virtual marshalling technology. The method comprises the following steps: after the one-way line interruption occurs in the urban rail transit operation, the line interruption position and the positions of all trains are judged, the interruption section range is determined, and three alternative adjustment strategies for dealing with the one-way interruption are designed by applying a virtual marshalling technology: selecting a train adjustment strategy from three alternative adjustment strategies corresponding to one-way interruption based on the length of the interruption section range and the passenger flow distribution condition; and aiming at the selected train adjustment strategy by applying a virtual marshalling technology, the train operation adjustment process is realized by judging the current position of the on-line train and predicting the operation track of each train for a period of time in the future. The train operation adjusting method adopting the virtual marshalling technology can greatly improve the efficiency of train operation adjustment compared with the prior method on the premise of ensuring the accessibility of the line and the balance of the train bottom when dealing with the one-way line interruption scene.

Description

Train operation adjustment method for one-way interruption scenarios combined with virtual marshalling technology

technical field

The invention relates to the technical field of train traffic operation management, in particular to a train operation adjustment method combined with virtual marshalling technology to cope with one-way interruption scenarios.

Background technique

Train operation adjustment refers to that when external interference causes the train operation to deviate from the original plan, on the premise of ensuring the safety of the train, corresponding measures are taken according to the actual situation of the train operation to ensure that the train runs as far as possible according to the map or restores the transportation order.

In the case of line interruptions in the operation of urban rail transit, it is an important measure to ensure the balance of the vehicle bottom by running trains with small crossings, especially in the case of two-way interruptions. In the fault scenario of one-way interruption, in order to ensure that the travel needs of all passengers can be met (complete accessibility), basically through "single-line two-way operation + small intersection return" or "reverse operation of some sections "The measures to adjust the train operation. "Single-line two-way operation + small intersection" means that only one train runs in the single-line two-way section to realize two-way operation service, and the two-way sections on both sides operate in the way of small intersection; while "some sections reverse Running in the opposite direction means that the vehicle in the interrupted direction enters the opposite track through the crossover line, and the reverse driving passes through the single-track two-way section and then returns to the original direction through the crossover line.

In the "reverse operation of some sections" of the existing technology, some schemes have drawn the conclusion that two trains in the same direction can continuously pass through the single-track two-way section to improve the overall capacity of the single-track two-way section, and mentioned in the prospect that Try the strategy of "some trains pass in reverse, and some trains turn back" to help make full use of line capacity; there are also plans based on two strategies of "single-track two-way operation + small intersection" and "reverse operation of some sections" The research on the adjustment of train operation under one-way interruption is carried out separately, and it is mentioned in the outlook that more adjustment strategies can be introduced for comparison. In response to the interruption of changing traffic routes, some plans mention the application of the existing automatic switchback control technology to the interruption of operation, which is conducive to the rapid recovery of planned operations after the fault is resolved.

The disadvantages of the train operation adjustment scheme in the above-mentioned prior art are: none of the prior art involves the strategy of flexible grouping in the train operation adjustment to improve the adjustment efficiency, and there are necessary safety intervals for driving that need to be considered. Larger, non-vehicle- There are problems in the vehicle communication that the sections cannot be occupied at the same time, the traffic capacity of the interrupted section is insufficient, the overall adjustment efficiency is low, and the goal of quickly restoring the normal operation order and improving the operational stability of the urban rail transit system cannot be achieved.

As the virtual marshalling technology is an efficient and flexible marshalling method under the vehicle-to-car communication technology, how to effectively use the virtual marshalling technology in the interruption scenario to improve the efficiency of train operation adjustment has become a problem that needs to be solved.

Contents of the invention

Embodiments of the present invention provide a train operation adjustment method combined with virtual marshalling technology to cope with a one-way interruption scenario, so as to realize a train operation adjustment strategy in a one-way interruption scenario.

In order to achieve the above object, the present invention adopts the following technical solutions.

A train operation adjustment method combined with virtual marshalling technology to deal with one-way interruption scenarios, including:

Step S10, after the one-way interruption of the line occurs in the urban rail transit operation, judge the location of the line interruption and the position of each train, and determine the range of the interruption section, which is the area formed from the interruption location to the crossover line on both sides part;

Step S20, using virtual marshalling technology to design three alternative adjustment strategies to deal with one-way interruptions: Strategy 1: "Trains in both directions reconnect and alternately pass through single-track sections", Strategy 2: "Trains in double-track sections turn back directly + single-track Reciprocating operation of trains in the section”, strategy 3: “Trains in both directions use the crossing line to turn back at the right time”;

Step S30, based on the length of the interruption section and the passenger flow distribution, select a train adjustment strategy from the three alternative adjustment strategies for one-way interruption;

Step S40, applying the virtual marshalling technology to adjust the strategy for the selected train, by judging the current position of the online train and estimating the running trajectory of each train for a period of time in the future, realizing the train operation adjustment process.

Preferably, said step S10 includes:

After a one-way line interruption occurs in urban rail transit operation, based on the vehicle-to-vehicle communication technology, search and locate the location of the crossing line closest to the interruption point and its layout form, judge the location of the line interruption and the position of each train, and determine the range of the interruption section, For the single-line bidirectional section and the double-line bidirectional section on both sides of the uplink and downlink, the interrupted section ranges from the interrupted position to the section formed by the crossover lines on both sides nearest to it;

Name the station closest to the crossing line in the double-track two-way section on the uplink side as D _SO , name the station closest to the two-way section on the uplink side as D _SI in the two-way section on the single track side, and name the station closest to the crossing line in the two-way section on the downlink side The nearest station is named D _XO , and the station closest to the downlink double-track two-way section is named D _XI .

Preferably, when the first train has not yet entered the range of the interrupted section after the interruption, the "two-way train reconnection alternately passes through the single-track section" in the strategy 1 in the step S20 includes:

The two-way trains gather at _{Dso and Dxo stations} outside the crossing line, and the virtual marshalling technology is used to carry out the virtual reconnection operation of the trains. The virtual reconnection train mode alternately enters and passes through the single-track section, and the uplink train passes through the single-track section in reverse. Use the crossover line to enter the double-line section and continue to run in the subsequent section in the upward direction;

The "direct turnaround of the train in the double-track section + the reciprocating operation of the train in the single-track section" in the strategy 2 includes:

The trains in the double-track section in both directions are determined to be in the "direct return" state. The train in the upward direction enters the single-track section through the crossover line, and changes ends and turns back after clearing passengers at station D _SI ; the train in the downlink direction crosses the crossover line at station D After _XI clears passengers, it changes terminals and turns back; the trains in the single-track section adopt the virtual reconnection method, with stations D, _XI and D _SI as the two terminal stations of the train running path, and clearing passengers, changing terminals and completing at these two terminal stations "reciprocating operation" and provide follow-up services for passengers who need to go to other stations in the two-line section but are forced to get off here;

When adjusting the first train at the station D _SO , the number of formations of double-connected trains in the single-track section is estimated to be N according to the actual situation, and the number of downlink trains in the single-track section is judged at this time:

Situation 1) If the number of downlink trains in the single-track section is N-1, then the uplink direction is adjusted. The first train departs directly from the station D _SO and passes through the crossover line, and then enters the single-track section and the downlink train in the section is determined through vehicle-to-vehicle communication. Virtual reconnection operation station, after virtual reconnection, run in the uplink direction in the form of large formations to station _DXI , clear passengers, change terminals, and reciprocate at stations _DSI and _DXI in the single-track section;

Situation 2) If the number of downlink trains in the single-track section is greater than N-1 columns, then adjust the first car in the uplink direction to wait until the number of downlink trains in the single-track section is equal to N-1 before entering at station _DSO ;

Case 3) If the number of downlink trains in the single-track section is less than N-1 trains, arrange for the subsequent number of trains in the downlink direction to be N-2 trains to enter the single-track section instead of turning back directly.

In these three cases, the trains that fail to enter the single-track two-way section in both directions are directly determined to be in the "direct return" state until the interruption is restored;

The "Trains in both directions use crossovers to choose an opportunity to turn back" in the strategy 3 includes:

The trains in both directions enter the one-way section. Based on the vehicle-to-vehicle communication technology, the relative position relationship of the trains is judged and contacted, and a certain station in the single-track section is determined to perform virtual reconnection and continue to run. Subsequent trains determine the station according to the same rules. Virtual reconnection is performed, and the running direction of the virtual reconnection train is determined in an alternate way of up and down.

Preferably, said step S30 includes:

If the single-track section contains 1 or 2 stations, and the passenger flow on both sides of the single-track section is greater than the set passenger flow value, then select strategy 1 "two-way train reconnection alternately passes through the single-track section";

If the single-track section contains 2 or more stations, and the clearing time is greater than the set time value, when the passenger flow distribution feature of the line is that short-distance travel accounts for the majority, then select strategy 2 "Trains turn back directly in the double-track section + single-track Trains running back and forth in the section”;

If the single-track section contains 2 or more stations, the clearing time is greater than the set time value, and when the passenger flow distribution of the line is characterized by long-distance travel, the strategy 3 "Trains in both directions use the crossing line to choose an opportunity to turn back" is selected.

Preferably, when strategy 1 is selected, the step S40 includes:

Step1: Adjust the first train S ₁ to normally stop at the station D _SO uplink platform, and wait on the platform for the one-way section to be cleared; make the downlink train X ₁ that has not yet entered the single-track section run normally and stop at station D _xo , for subsequent boarding and The down train runs and stops at the nearest station to stand by;

Step2: Estimate the running time T of a downlink train in the single-track section, that is, the shortest time required to clear the one-way section. Combined with the train interval t stipulated in the planned timetable, estimate the subsequent affected trains in the uplink and downlink directions. The number M=T/t of virtual connection between D _SO and S ₁ at station D xo and X 1 at station D _xo and X ₁ , then the planned formation number of virtual reconnection large marshalling trains in both directions is M+1;

Step3: Each train in both directions confirms its current position and the relationship between the front and rear trains through vehicle-to-vehicle communication technology, and confirms its position in the estimated virtual reconnection train and its relationship with other trains based on the number of formations M+1; The head car in the reconnection train judges whether the station _{Dso or Dxo is} empty, and determines whether to enter the station _{Dso or Dxo to} wait according to the judgment result. Whether the previous train has entered the station _Dso or _Dxo , and determine whether to enter the station _{Dso or Dxo for} reconnection operation according to the judgment result;

Step4: After the downlink train in the single-track section is emptied, the virtual reconnection large-group train _SM1 formed by the virtual marshalling technology is sent in the uplink direction. After entering the one-way section through the transition line, it runs in the uplink direction on the downlink track and stops. Passenger boarding and landing operations are completed on the opposite platform, until the crossover line is used to return to the upward direction track to continue running after passing the one-way section;

Step5: After the uplink virtual multiple-group train S _M1 in the single-track section is cleared out, the virtual multiple-group train X _M1 formed by the virtual marshalling technology in the downlink direction enters the one-way section and runs on the track in the downlink direction, stopping at the single-track area Passenger boarding and landing operations are completed on each platform of the section, and continue to run along the downward direction track after passing through the one-way section;

When the passenger flow does not change significantly, repeat Step 4-5 above until the interruption is restored.

Preferably, when strategy 2 is selected, taking as an example that there is one downlink train in the single-track section, and the reconnection train is planned to be organized into two trains, the step S40 includes:

Step1: Adjust the uplink platform of the station D _SO where the first train S ₁ normally stops, and determine the position of the downlink train X ₁ and the next station D _n that it will stop at this time; make the uplink train S ₂ and the downlink train that have not yet entered the single-track section X ₂ and subsequent up and down trains are ready to clear passengers at station _DSI or station _DXI and directly turn back;

Step2: The first train S ₁ and the down train X ₁ respectively estimate the arrival and departure time of each station that they may meet in the single-track section, select the station Du with the closest arrival or departure time of the two trains as the virtual reconnection station, and record this time For Tu, the two trains run towards this station and prepare for virtual reconnection;

Step3: At time Tu, the first train S ₁ enters and stops normally at the station Du, and the downlink train X ₁ organizes the clearing operation and completes the terminal change after arriving at the station Du. The two trains realize virtual reconnection at the station, forming a reconnection train _M runs in the upward direction with X1 as the head car, and stops normally to station _{DXI ;} during this period, the uplink train S2, downlink train _X2 and subsequent trains all pass through the crossing line for direct return operations;

Step4: When the reconnection train M is about to arrive at D _XI , the head car X ₁ judges whether the track in the platform area in the downlink direction of Dx _I is clear. At this time, the follow-up train X ₁ closest to the platform in the downlink direction of _DXI makes a decision based on the actual situation. Decision of _XI to stop at the last station or wait in the section outside the station entering D _XI ; head car X1 determines that the track is clear and the safety interval _of the crossover switch is allowed, and the reconnecting train M enters the platform of D _XI in the down direction to clear passengers And change the end, take S1 as the head car to form the double train M _' to run in the downward direction;

Step5: When the downlink train _X1 judges that the downlink platform _of station DXI has been cleared based on the vehicle-to-vehicle communication, it runs into station _DXI and stops to clear passengers. 'Stop at the station normally in the down direction until one stop before the station D _SI ; during this period, the trains in the up and down directions pass through the crossover and perform direct return operations at the station D _SI or D _XI ;

Step6: When the reconnection train M' is about to go to D _SI , the head train S ₁ judges whether the track of the platform in the down direction of D _SI is clear. At this time, the train S _L2 closest to the platform in the up direction of D _SO leaves the station in the up direction of D _SO . Stop and wait; when the head train S ₁ determines that the track is clear, the double train M' stops at the station D _SI in the down direction platform to clear passengers and change ends, and the down train X ₁ is the head car to recombine the double train M along the up direction run;

_Step7 : When the train S _L2 judges that the downlink platform of the station DSO has been cleared based on the vehicle-to-vehicle communication, it enters the single-track two-way section through crossover operation and stops to clear passengers, and then runs in the downlink direction after changing ends;

Repeat Step4-7 until the interruption is restored.

Preferably, when strategy 3 is selected, the step S40 includes:

Step1: Adjust the first train S ₁ to normally stop at the station D _SO uplink platform, and wait for the one-way section to be emptied at the station; make the downlink train X ₁ that has not yet entered the single-track section run normally and stop at station D _xo , for subsequent boarding and The down train runs and stops at the nearest station to stand by;

Step2: After the one-way section is cleared, the first train S ₁ and the downlink train X ₁ enter the single-track section and estimate their arrival and departure times at each station in the single-track section, and choose Du ₁ , the station with the closest arrival or departure time of the two trains As a virtual reconnection station, record this moment as Tu ₁ , the two trains run towards this station Du ₁ and prepare for virtual reconnection; judge the position of Du ₁ , if it is close to D _so , the first train S ₁ is ready at station Du ₁ Prepare for clearing passengers and changing ends. If it is close to D _xo , X ₁ is ready to clear passengers and change ends at station Du ₁ ;

Step3: When the first train S ₁ and the down train X ₁ arrive at the station Du ₁ , consider the situation that Du ₁ is close to D _XO , the down train X ₁ clears passengers and changes ends at the station Du ₁ , and the first train S ₁ is normal at the station Du ₁ Stop, the downlink train X ₁ is the head car to realize the virtual reconnection of the two cars, travel in the upward direction in the single-track section in the form of a large marshalling train to station D _XI , and then enter the uplink track of the double-track section via the crossover line to continue running. Note that the moment when the heavy-duty train leaves station _DXI is T1 _; the uplink follow-up train S2 enters the single _- track section through the crossover after normally stopping at station _DSO and runs in the uplink direction, and the downlink follow _- up train X2 stops and waits at station _DXO Large-group trains leave the single-track section;

Step4: At time T1, it is judged that the next station _of train S2 is _Dm1 , then S2 and _X2 respectively estimate their arrival and departure times at each station in the single _- track section, and select the station with the closest arrival or departure time of the _two trains Du ₂ serves as a virtual reconnection station, record this moment as Tu ₂ , the two trains run to this station Du ₂ and prepare for virtual reconnection, train S ₂ is ready to clear passengers and change ends at station Du ₂ ;

Step5: When train S ₂ and train X ₂ arrive at station Du ₂ , train S ₂ clears passengers at station Du ₂ and changes terminals, train X ₂ stops normally at station Du ₂ , and train S ₂ is the first train to realize virtual Reconnection, traveling in the form of large-scale trains in the downward direction to the station D _SI and then continuing to run in the downward direction, remember that the moment when the reconnection train completely leaves the station D _SI is T ₂ ; the descending follow-up train X ₃ is after the normal stop at station D _XO Directly enter the single-track section and run along the downlink direction, and the uplink follow _- up train S3 stops at the station _DSO to wait for the large-group train to leave the single-track section;

Step6: At time T2, it is judged that the next station _of train _X3 is _Dm2 , then S3 and _X3 respectively estimate their arrival and departure times at each station in the single _- track section, and select the station with the closest arrival or departure time of the two trains Du ₃ is a virtual reconnection station, record this moment as Tu ₃ , the two trains run to this station Du ₃ and prepare for virtual reconnection, train X ₃ is ready to clear passengers and change ends at station Du ₃ ;

When the passenger flow does not change significantly, repeat Step 3-6 until the interruption is restored.

From the technical solutions provided by the above-mentioned embodiments of the present invention, it can be seen that the train operation adjustment method using virtual marshalling technology in the present invention, when dealing with the one-way interruption scene of the line, under the premise of ensuring the accessibility of the line and the balance of the train bottom , compared with existing methods, the efficiency of train operation adjustment can be greatly improved.

Additional aspects and advantages of the invention will be set forth in part in the description which follows, and will become apparent from the description, or may be learned by practice of the invention.

Description of drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following will briefly introduce the accompanying drawings that need to be used in the description of the embodiments. Obviously, the accompanying drawings in the following description are only some embodiments of the present invention. For Those of ordinary skill in the art can also obtain other drawings based on these drawings without making creative efforts.

Fig. 1 is a processing flow chart of a method for adjusting train operation in urban rail transit in response to one-way interruption by using virtual marshalling technology to organize train operation provided by an embodiment of the present invention;

Fig. 2 is a schematic diagram of an interruption section, a single-line bidirectional section, and a double-line bidirectional section on both sides of the uplink and downlink provided by the embodiment of the present invention;

Fig. 3, Fig. 4 and Fig. 5 are schematic diagrams of running paths of various trains provided by an embodiment of the present invention.

Detailed ways

Embodiments of the present invention are described in detail below, examples of which are shown in the drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below by referring to the figures are exemplary only for explaining the present invention and should not be construed as limiting the present invention.

Those skilled in the art will understand that unless otherwise stated, the singular forms "a", "an", "said" and "the" used herein may also include plural forms. It should be further understood that the word "comprising" used in the description of the present invention refers to the presence of said features, integers, steps, operations, elements and/or components, but does not exclude the presence or addition of one or more other features, Integers, steps, operations, elements, components, and/or groups thereof. It will be understood that when an element is referred to as being "connected" or "coupled" to another element, it can be directly connected or coupled to the other element or intervening elements may also be present. Additionally, "connected" or "coupled" as used herein may include wirelessly connected or coupled. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items.

Those skilled in the art can understand that, unless otherwise defined, all terms (including technical terms and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this invention belongs. It should also be understood that terms such as those defined in commonly used dictionaries should be understood to have a meaning consistent with the meaning in the context of the prior art, and will not be interpreted in an idealized or overly formal sense unless defined as herein Explanation.

In order to facilitate the understanding of the embodiments of the present invention, several specific embodiments will be taken as examples for further explanation below in conjunction with the accompanying drawings, and each embodiment does not constitute a limitation to the embodiments of the present invention.

Virtual marshalling technology refers to the direct wireless communication between vehicles, so that the following vehicles can obtain the running status of the preceding vehicles to control the operation of the following vehicles, so as to realize the cooperative operation of multiple trains at the same speed and at a very small interval through wireless communication. In this way, the trains running synchronously at a certain distance can be regarded as connected, and the traditional physical coupler is transformed into a wireless communication connection.

The present invention provides a method for adjusting the operation of urban rail transit trains utilizing virtual marshalling technology to organize train operation in response to one-way interruptions. The processing flow of the method is as shown in Figure 1 and includes the following processing steps:

Step S10, after one-way interruption of the line occurs in urban rail transit operation, quickly judge the line interruption position and the position of each train, search and locate the crossover position and its layout form closest to the interruption point, determine the range of the interruption section, the interruption The section range is the section formed from the interruption position to the crossover line on both sides closest to it.

Step S20, in view of the technical characteristics of virtual marshalling technology supporting vehicle-to-vehicle communication and online compilation and decoding, design three alternative adjustment strategies to deal with one-way interruption: Strategy 1: "Train reconnection in both directions alternately passes through single-track sections", strategy 2: "Trains turn back directly in the double-track section + trains run back and forth in the single-track section", strategy 3: "Trains in both directions use the crossing line to turn back at the right time".

Step S30, based on the length of the interruption section and the passenger flow distribution, select a train adjustment strategy from three alternative adjustment strategies for one-way interruption.

The implementation process of which strategy to choose under what conditions is as follows:

If the single-track section is short (including 1-2 stations), and the passenger flow on both sides of the single-track section is large, the adjustment strategy 1 "two-way train reconnection alternately passes through the single-track section" is given priority.

If the single-line section is long (including 2 or more stations), the clearing time is correspondingly longer. When the passenger flow distribution of the line is characterized by short-distance travel, that is, according to the existing section division, the OD of a large number of passengers does not exceed two two-way section (two-line two-way section on the uplink side, two-way section on one-line line, two-way section on the downlink side), for the sake of operating efficiency, the adjustment strategy 2 "trains in the two-line section directly turn back" is given priority + Trains run back and forth in the single-track section".

If the single-line section is longer, the clearing time will be correspondingly longer. The single-line section contains 2 or more stations. If the passenger flow distribution of the line is characterized by long-distance travel, that is, according to the existing section division, the OD of a large number of passengers They are a certain station in the two-way section of the uplink side and a certain station in the two-way section of the downlink side, and the adjustment strategy 3 "Trains in both directions use the crossing line to choose an opportunity to turn back" is given priority.

Step S40, applying the virtual marshalling technology, aiming at the selected train adjustment strategy, by judging the current position of the online train and estimating the running trajectory of each train for a period of time in the future, estimating the key parameters of train operation adjustment, and proposing train operation, reentry, virtual re-entry, etc. The deduction and decision-making method of the timing and location of joint operations realizes the process of train operation adjustment.

Specifically, the above step S10 includes: after the one-way interruption of the urban rail line occurs (taking the interruption in the uplink direction as an example), based on the vehicle-to-vehicle communication technology, on the basis of judging the position of the crossing line closest to the interruption position and the layout form of the turnout, draw Determine the interruption section and the single-line bidirectional section shown in Figure 2, as well as the double-line bidirectional section on both sides of the uplink and downlink.

According to the construction standards of urban rail transit lines, it is very rare that crossovers are arranged on both sides of a certain station at the same time. Therefore, the more common situation is that there are at least two stations between the crossovers. Name the station closest to the crossing line in the double-track two-way section on the uplink side as D _SO , name the station closest to the two-way section on the uplink side as D _SI in the two-way section on the single track side, and name the station closest to the crossing line in the two-way section on the downlink side The nearest station is named D _XO , and the station closest to the downlink two-way section is named D _XI . The station layout and section division are shown in the figure.

The trains involved in the scenario in Figure 2 that may need to be adjusted include the trains that have not passed the interruption point in the upward direction when the interruption occurs, and the trains that have not passed the single-track two-way section in the downward direction. The position of the first train that has not passed the interruption point in the uplink direction and needs to be adjusted (hereinafter referred to as the adjusted first train) and the position of the subsequent trains in the same direction can be divided into two situations:

1) The first car has not passed the nearest station platform area in the upward direction outside the interruption section, that is, _Dso , then adjust the first car to run to and stop at the _Dso platform for standby;

2) The first train has passed the D _so platform area, and the subsequent Nth train in the same direction has not entered or left the D _so platform (N=1, 2, 3...), adjust all the trains that have entered the interruption section since the first train The on-board equipment realizes automatic end-change, runs in reverse one by one to the D _so platform area, and determines the follow-up train adjustment plan with reference to the rules of trains arriving at the station in the uplink direction.

Specifically, the above-mentioned step S20 includes: aiming at the technical characteristics of the virtual marshalling technology supporting vehicle-vehicle communication and online compilation and decoding, designing three alternative adjustment strategies for dealing with one-way interruption, including:

Strategy 1: "Bidirectional trains reconnect and alternately pass through single-track sections";

Strategy 2: "Trains turn back directly in the double-track section + train reciprocating operation in the single-track section";

Strategy 3: "Trains in both directions use the crossing line to choose an opportunity to turn back".

According to the alternative adjustment strategy, the possible operation modes of trains in both directions include: "passing", "direct return", "opportunistic return" and "two-way return". Among them, the "passing" train runs through the single-track section, and the uplink train "passes" the single-track section originally in the down direction, which is reverse operation;

The "direct return" train only stops at the nearest station in the single-track two-way section (the uplink train only stops at station _DSI , and the downlink train only stops at station _DXI ); the "opportunistic turnaround" train may stop at any station in the single-track two-way section; "Two-way turn-back" trains reciprocate in the single-track two-way section with stations _DSI and _DXI at both ends as turn-back stations. The running paths of various trains are shown in Figure 3, Figure 4 and Figure 5.

The three strategies and their derivation and decision-making methods are described in detail below.

Strategy 1: "Train reconnection in both directions alternately passes through single-track sections"

If the single-track section is short (including 1-2 stations), and the passenger flow on both sides of the single-track section is large, the priority adjustment strategy is "two-way trains reconnect and alternately pass through the single-line section", that is, trains in both directions pass through the single-line section alternately. The stations D _so and D _xo on the outer side of the crossing line are assembled, and the virtual marshalling technology is used to carry out the virtual reconnection operation of the trains. The virtual reconnection train mode alternately enters and passes through the single-track section. Subsequent sections in the uplink direction of the bidirectional section continue to run.

The specific implementation steps of strategy 1 are as follows:

Step1: Arrange and adjust the first train S ₁ to normally stop at the station D _SO uplink platform, and wait on the platform for the one-way section to be emptied; make the downlink train X ₁ that has not yet entered the single-track section run normally and stop at station D _xo , and then go up each time , The down train runs and stops at the nearest station to stand by;

Step2: Estimate the running time T of a downlink train in the single-track section, that is, the shortest time required to clear the one-way section. Combined with the train interval t stipulated in the planned timetable, estimate the subsequent affected trains in the uplink and downlink directions. The number M=T/t of the virtual connection between DSO and S1 at station DSO (or the virtual connection between _Dxo and X1 at station _Dxo ) is M ₌ T/ _t , then the number of planned formations of virtual double-unit trains in both directions is M+1;

Step3: Each train in both directions confirms its current position and the relationship between the front and rear trains through vehicle-to-vehicle communication technology, and confirms its position in the estimated virtual reconnection train and its relationship with other trains based on the number of formations M+1; The head car in the reconnection train judges whether the station _{Dso or Dxo is} empty, and determines whether to enter the station _{Dso or Dxo to} wait according to the judgment result. Whether the previous train has entered the station _Dso or _Dxo , and determine whether to enter the station _{Dso or Dxo for} reconnection operation according to the judgment result;

Step4: After the downlink train in the single-track section is emptied, the virtual reconnection large-group train _SM1 formed by the virtual marshalling technology is sent in the uplink direction. After entering the one-way section through the transition line, it runs in the uplink direction on the downlink track and stops. Passenger boarding and landing operations are completed on the opposite platform, until the crossover line is used to return to the upward direction track to continue running after passing the one-way section;

Step5: After the uplink virtual multiple-group train S _M1 in the single-track section is cleared out, the virtual multiple-group train X _M1 formed by the virtual marshalling technology in the downlink direction enters the one-way section and runs on the track in the downlink direction, stopping at the single-track area Passenger boarding and landing operations are completed on each platform of the section, and continue to run along the downlink track until passing through the one-way section.

When the passenger flow does not change significantly, repeat Step4-5, organize trains in two directions to judge the number of trains in virtual marshalling in real time, notify the corresponding vehicles in advance to prepare for relevant technical operations and passenger flow guidance, and further use crossovers and one-way areas The section guarantees the normal operation of trains in both directions until the interruption is restored.

Strategy 2: "Trains turn back directly in the double-track section + train reciprocating operation in the single-track section"

If the single-line section is long (including 2 or more stations), the clearing time is correspondingly longer. When the passenger flow distribution of the line is characterized by short-distance travel, that is, according to the existing section division, the OD of a large number of passengers does not exceed two two-way section (two-line two-way section on the uplink side, two-way section on one-line line, two-way section on the downlink side), then for the sake of operational efficiency, the priority adjustment strategy adopts the "direct return of trains in the two-line section + "Trains running back and forth in the single-track section", that is, the trains in the double-track section in both directions are determined to be in the "direct return" state, and the train in the upward direction enters the single-track section through the crossing line, and changes ends after clearing passengers at the station _DSI and turns back ; The train in the down direction crosses the transition line and changes ends and turns back after clearing passengers at station _DXI ; the train in the single-track section adopts a virtual reconnection method with stations _DXI and _DSI as the two terminal stations of the train running path. Passenger clearing and end-changing are completed at each station and "reciprocating operation", and follow-up services are provided for passengers who need to go to other stations in the double-line section but are forced to get off here.

When adjusting the D _SO of the first train at the station, it is estimated and determined that the formation number of double trains in the single-track section is N according to the actual situation. Judging the number of downlink trains in the single-track section at this time, taking N-1 as the judgment point, there are two cases of less than, equal to, and greater than N-1, and in the latter two cases, subsequent trains in the downlink direction that have not entered the single-track section can be arranged directly Turn back. 1) If the number of downlink trains in the single-track section is N-1, adjust the uplink direction. The first train departs directly from the station D _SO and passes through the crossover line, then enters the single-track section and the downlink train in the section determines the virtual train through vehicle-to-vehicle communication. The reconnection operation station, after virtual reconnection, runs in the uplink direction in the form of large marshalling to the station _DXI , clears passengers, changes terminals, and reciprocates at the station _DSI and _DXI in the single-track section; 2) if the single-track section If the number of down trains is greater than N-1 _trains , then adjust the first train in the up direction and wait until the number of down trains in the single-track section is equal to N-1 and then enter, followed by operation category 1); 3) if it is less than N-1 trains , the number of follow-up trains in the downlink direction is N-2 to enter the single-track section instead of turning back directly, and the follow-up operation is the same as 1). In these three cases, the trains that fail to enter the single-track two-way section in both directions are directly determined to be in the "direct return" state until the interruption is restored.

It is worth noting that the _DXI and _DSI downlink platforms and some tracks of the station are the overlapping parts of the two running paths, and it is necessary to pay attention to judging the safety requirements during the adjustment process, and the real-time confirmation of the relative position of the train can be realized based on the vehicle-to-vehicle communication technology , Effectively guarantee the safety of train driving.

The specific implementation steps of strategy 2 are as follows (taking one downlink train in the single-track section, and the proposed formation of multiple trains is 2 trains as an example):

Step1: Arrange and adjust the uplink platform of the station D _SO where the first train S ₁ normally stops, and determine the position of the downlink train X ₁ and the next station D _n that it will stop at this time; make the uplink train S ₂ , downlink train that has not yet entered the single-track section Train X ₂ and subsequent up and down trains are ready to clear passengers at station _DSI or station _DXI and to turn back directly;

Step2: S ₁ and X ₁ respectively estimate the arrival and departure times (including the stop time) of the stations (stations D _SI , D ₁ , D ₂ ... D _n ) that they may meet in the single-track section, and choose the arrival (or departure time) of the two trains ) is the closest station at time as a virtual reconnection station, and this moment is recorded as Tu, and the two trains are running to this station and are ready for virtual reconnection;

Step3: At time Tu, S ₁ enters and stops normally at station Du, and after X ₁ arrives at station Du, it organizes passenger clearing operations and completes the terminal change. The two trains realize virtual reconnection at the station, forming a reconnection train M with X ₁ The head train runs along the upward direction and normally stops at the station _DXI ; during this period, the upward train S ₂ , the downward train X ₂ and the follow-up trains all carry out direct return operations through the crossing line;

Step4: When the reconnection train M is about to arrive at D _XI , the head car X ₁ judges whether the track in the platform area in the downlink direction of Dx _I is clear. At this time, the follow-up train X _L1 closest to the platform in the downlink direction of _DXI is made according to the actual situation. Decision of _XI to stop at the last station or wait in the section outside the station entering D _XI ; head car X1 determines that the track is clear and the safety interval _of the crossover switch is allowed, and the reconnecting train M enters the platform of D _XI in the down direction to clear passengers And change the end, take S1 as the head car to form the double train M _' to run in the downward direction;

Step5: When the downlink train _X1 judges based on the vehicle _- to-vehicle communication that the platform in the downlink direction of the station DXI has been emptied, it runs and stops at the station to clear passengers, and after changing terminals, it enters the uplink track through the crossover line; the reconnection train M' runs along the downlink The normal stop in the direction until the station before the station D _SI ; during this period, the trains in the up and down directions pass through the crossover line and perform direct return operations at the station D _SI or D _XI ;

Step6: When the reconnection train M' is about to go to D _SI , the head train S ₁ judges whether the track of the platform in the down direction of D _SI is clear. At this time, the train S _L2 closest to the platform in the up direction of D _SO leaves the station in the up direction of D _SO . Stop and wait; when the head car S ₁ determines that the track is clear, the double train M' stops at the station D _SI in the down direction platform to clear the passengers and change ends, and recomposes the double train M with X ₁ as the head car to run in the upward direction;

_Step7 : When the train S _L2 judges that the downlink platform of the station DSO has been cleared based on the vehicle-to-vehicle communication, it enters the single-track two-way section through crossover operation and stops to clear passengers, and then runs in the downlink direction after changing ends;

Repeat Step4-7, do a good job of safety protection for the intersection points D _SI and D _XI of the two operating paths, improve the transportation capacity of the single-line section through virtual marshalling technology, and ensure the accessibility of all passengers in the transportation service until the interruption is restored.

Strategy 3: "Trains in both directions use the crossing line to choose an opportunity to turn back"

If the single-line section is longer, the clearing time will be correspondingly longer. The single-line section contains 2 or more stations. If the passenger flow distribution of the line is characterized by long-distance travel, that is, according to the existing section division, the OD of a large number of passengers They are a certain station in the two-way section of the uplink double-track and a certain station in the two-way section of the downlink double-track. In the direction section, based on the judgment and contact of the relative position relationship of the trains based on the vehicle-to-vehicle communication technology, a certain station in the single-track section is determined to perform virtual reconnection and continue to run. The running direction of the reconnected train is determined in an alternate way of up and down.

The specific implementation steps of strategy 3 are as follows:

Step1: Arrange and adjust the first train S ₁ to normally stop at the platform in the upbound direction of station D _SO , and wait for the one-way section to be cleared at the station; make the downlink train X ₁ that has not yet entered the single-track section run normally and stop at station D _xo , for subsequent boarding , The down train runs and stops at the nearest station to stand by;

_Step2 : After the _one -way section is cleared, _{S 1} and X ₁ enter the single-track section and estimate their arrival and _departure times (including Stopping time), select the station Du ₁ which is the closest to the arrival (or departure) time of the two trains as the virtual reconnection station, and record this moment as Tu ₁ , the two trains are running to this station and ready for virtual reconnection; judge Du ₁ If it is close to D _so , S ₁ is ready to clear passengers at station Du ₁ and change terminals; if it is close to D _xo , X ₁ is ready to clear passengers and change terminals at station Du ₁ ;

Step3: When the first train S ₁ and the down train X ₁ arrive at the station Du ₁ , consider the situation that Du ₁ is close to D _XO , the down train X ₁ clears passengers and changes ends at the station Du ₁ , and the first train S ₁ is normal at the station Du ₁ Stop, the downlink train X ₁ is the head car to realize the virtual reconnection of the two cars, travel in the upward direction in the single-track section in the form of a large marshalling train to station D _XI , and then enter the uplink track of the double-track section via the crossover line to continue running. Note that the moment when the heavy-duty train leaves station _DXI is T1 _; the uplink follow-up train S2 enters the single _- track section through the crossover after normally stopping at station _DSO and runs in the uplink direction, and the downlink follow _- up train X2 stops and waits at station _DXO Large-group trains leave the single-track section;

Step4: At time T1, it is judged that the next stop of train S ₂ is Dm ₁ , then train S ₂ and train X ₂ respectively estimate their own arrival and departure times (including stops ₎ at each station (station Dm ₁ ... D _XI ) in the single-track section time), select the station Du ₂ closest to the arrival (or departure) time of the _two trains as the virtual reconnection station, and record this moment as Tu ₂ . Preparation for clearing passengers and changing ends at station Du ₂ ;

Step5: When train S ₂ and train X ₂ arrive at station Du ₂ , train S ₂ clears passengers at station Du ₂ and changes terminals, train X ₂ stops normally at station Du ₂ , and train S ₂ is the first train to realize virtual Reconnection, traveling in the form of a large marshalling train in the downward direction to the station D _SI and then continuing to run in the downward direction, remember that the time when the reconnection train leaves the station _{D SI} is _{T 2} ; Enter the single-track section and run along the downlink direction, and the uplink follow _- up train S3 stops at the station _DSO and waits for the large-group train to leave the single-track section;

Step6: At time T2, it is judged that the next station _of train _X3 is _Dm2 , then S3 and _X3 respectively estimate their own arrival and departure times (including stops ₎ at each station (station _DSI ... _Dm2 ) of the single-track section Time), select the station Du ₃ closest to the arrival (or departure) time of the _two trains as the virtual reconnection station, and record this moment as Tu ₃ . Preparation for clearing passengers and changing ends at station Du ₃ ;

When the passenger flow does not change significantly, repeat Step3-6, organize trains in two directions to judge the position of the virtual marshalling in real time, and the running direction of the large marshalling train after virtual reconnection is alternately up and down until the interruption is restored.

The above strategic steps all take "the adjustment of the first car that has not yet entered the interruption section after the uplink interruption" is taken as an example. If the adjustment first car has entered the interruption section, stop at the nearest station to clear passengers, change terminals and run in reverse to the station D _SO . Yes, under the vehicle-to-vehicle communication technology, the relative safety distance between it and the subsequent train in the upward direction can be effectively guaranteed, and the subsequent operation is similar to the case of not entering.

About the track situation. It is not limited to crossover lines, but all lines that can be used for trains to change tracks in two tracks, such as return lines, safety lines, etc., should also be covered.

If there is a wiring parallel to the main line, such as a crossing line, at the interrupted position, the opposite track in this method can be replaced by a wiring. In fact, this invention is aimed at the situation that there is no overrunning line at the interruption position, and if there is an overrunning line, the interruption position can be bypassed directly through the overrunning line.

To sum up, compared with the existing train operation adjustment strategy in the same scenario, the method of the embodiment of the present invention compresses the driving interval between trains through virtual marshalling technology while ensuring line accessibility and service balance. Significantly increase the total capacity of trains passing in two directions within a certain period of time, which can shorten the recovery time and improve the efficiency of train operation adjustment. Compared with the situation in the existing scheme where several trains in the up and down direction are artificially stipulated to pass through the single-track two-way section successively, the present invention links the number of formations in the virtual formation scheme with parameters such as section length, driving speed and driving interval, based on the train- Vehicle communication technology automatically judges the number of vehicles that need to be connected in a virtual connection, realizes the adjustment automation, and better improves the adjustment effect.

Different from the application of general virtual marshalling technology in optimizing the running plan, the present invention fully utilizes the advantages of vehicle-to-vehicle communication technology in the problem of train operation adjustment, flexibly determines the operating status of each adjusted vehicle, and performs instructions for each train in advance. It can cover multiple possible preparations such as clearing passengers, changing terminals, turning back, and virtual connection, greatly enhancing the flexibility of train operation adjustment, reducing the pressure on passenger flow organization, and significantly improving the effect of train operation adjustment. At the same time, it also has more extensive and flexible applicability.

Those skilled in the art can understand that the accompanying drawing is only a schematic diagram of an embodiment, and the modules or processes in the accompanying drawing are not necessarily necessary for implementing the present invention.

It can be seen from the above description of the implementation manners that those skilled in the art can clearly understand that the present invention can be implemented by means of software plus a necessary general hardware platform. Based on this understanding, the essence of the technical solution of the present invention or the part that contributes to the prior art can be embodied in the form of software products, and the computer software products can be stored in storage media, such as ROM/RAM, disk , CD, etc., including several instructions to make a computer device (which may be a personal computer, server, or network device, etc.) execute the methods described in various embodiments or some parts of the embodiments of the present invention.

Each embodiment in this specification is described in a progressive manner, the same and similar parts of each embodiment can be referred to each other, and each embodiment focuses on the differences from other embodiments. In particular, for the device or system embodiments, since they are basically similar to the method embodiments, the description is relatively simple, and for relevant parts, refer to part of the description of the method embodiments. The device and system embodiments described above are only illustrative, and the units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, It can be located in one place, or it can be distributed to multiple network elements. Part or all of the modules can be selected according to actual needs to achieve the purpose of the solution of this embodiment. It can be understood and implemented by those skilled in the art without creative effort.

The above is only a preferred embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art within the technical scope disclosed in the present invention can easily think of changes or Replacement should be covered within the protection scope of the present invention. Therefore, the protection scope of the present invention should be determined by the protection scope of the claims.

Claims (5)

1. A train operation adjusting method for dealing with a one-way interrupt scene by combining a virtual marshalling technology is characterized by comprising the following steps of:

step S10, after the one-way line interruption occurs in the urban rail transit operation, judging the line interruption position and the position of each train, and determining an interruption section range, wherein the interruption section range is a section formed by the interruption position to two crossovers nearest to the interruption position;

step S20 three alternative adjustment strategies for dealing with unidirectional interruption are designed by applying a virtual grouping technology: strategy 1: "bidirectional train reconnection alternately passes through a single-line section", strategy 2: "direct return of train in double-track section + reciprocating operation of train in single-track section", strategy 3: "bidirectional train turns back by using crossline machine-selection";

s30, selecting a train adjustment strategy from the three alternative adjustment strategies corresponding to the one-way interruption based on the length of the interruption section range and the passenger flow distribution condition;

s40, aiming at the selected train adjustment strategy, the virtual marshalling technology is applied, and the train operation adjustment process is realized by judging the current position of the on-line train and estimating the operation track of each train for a period of time in the future;

the step S10 includes:

after the one-way line interruption occurs in the urban rail transit operation, the position and the layout form of a transition line closest to an interruption point are searched and positioned based on a vehicle-vehicle communication technology, the line interruption position and the positions of all trains are judged, and an interruption section range, a single-line two-way section and two-line two-way sections at the two sides of an uplink and a downlink are determined, wherein the interruption section range is a section formed from the interruption position to the transition line closest to the interruption position;

the nearest station of the inner distance crossover line of the double-line bidirectional section at the uplink side is named as D _SO The station closest to the two-line bidirectional section on the upstream side in the single-line bidirectional section is named as D _SI The station with two-line bidirectional section at the descending side nearest to the crossroad is named as D _XO The station closest to the two-line bidirectional section on the downstream side in the single-line bidirectional section is named as D _XI ；

When the first train does not enter the range of the interrupted section after the interruption, the step S20 of "bidirectional train reconnection alternating through single line section" in the strategy 1 includes:

station D with bidirectional train outside crossovers _SO And D _XO Performing aggregation, namely performing virtual reconnection operation on the train by applying a virtual marshalling technology, alternately entering and passing through a single-line section in a virtual reconnection train mode, and enabling the train in the uplink direction to enter a subsequent section in the uplink direction of the double-line section by virtue of a crossover line after reversely passing through the single-line section to continue running;

the strategy 2 of 'direct return of the train in the double-line section + reciprocating running of the train in the single-line section' comprises the following steps:

the trains in the two-way double-line section are determined to be in direct turn-back state, the train in the uplink direction enters the single-line section through the crossover line, and the train in the station D _SI Changing the end and turning back after clearing the guests; train crossing transition line in descending direction at station D _XI Changing the end and turning back after clearing the guests; single line segmentThe train in the station adopts a virtual reconnection mode to use a station D _XI And D _SI The method comprises the following steps that passenger clearing and end changing are completed and reciprocating operation is carried out on two end stations of a train running path, and follow-up service is provided for passengers needing to go to other stations and forced to get off the train in a double-line section;

adjusting the first carriage at station D _SO And then, according to actual conditions, estimating and determining the grouping number of the reconnection trains in the single line section as N, and judging the number of downlink trains in the single line section at the moment:

case 1) if the number of downstream trains in the single-line section is N-1, the upstream direction is adjusted to the first train directly from station D _SO After departure passes through a crossover line, the train enters a single-line section and a descending train in the section determines a virtual reconnection operation station through train-vehicle communication, and after virtual reconnection, the train runs to a station D in a large marshalling mode along the uplink direction _XI Station D for clearing passengers and changing terminals in single-line section _SI And D _XI Reciprocating;

case 2) if the number of downstream trains in the single-line section is greater than N-1, the upstream direction adjusts the first train at station D _SO Entering after the number of the downlink trains in the single-line section is equal to N-1;

case 3) if the number of trains going down in the single line section is less than the N-1 train, arranging the subsequent number of trains in the down direction to be N-2 trains to enter the single line section instead of being directly turned back,

in the three cases, the trains which cannot enter the single-line bidirectional section in the two directions are directly determined to be in the state of direct turn-back until interruption and recovery;

the strategy 3 of bidirectional train turn-back by using crossline machine-selecting comprises the following steps:

the bidirectional trains enter the unidirectional section, the relative position relation of the trains is judged and communicated based on the train-vehicle communication technology, a certain station in the single-line section is determined to be subjected to virtual reconnection and continuously run, the subsequent trains are determined to be subjected to virtual reconnection according to the same rule, and the running direction of the virtual reconnection trains is determined in an up-down alternative mode.

2. The method according to claim 1, wherein the step S30 comprises:

if the single-line section comprises 1 or 2 stations and the passenger flow volume on two sides of the single-line section is larger than the set passenger flow value, selecting a strategy 1 that the bidirectional train reconnection alternately passes through the single-line section;

if the single line section comprises 2 or more stations, the emptying time is greater than a set time value, and when the passenger flow distribution characteristics of the line are that short distance travel accounts for most, a strategy 2 'direct return of trains in the double line section + reciprocating running of trains in the single line section' is selected;

if the single line section comprises 2 or more stations, the emptying time is greater than the set time value, and when the passenger flow distribution characteristic of the line is that long-distance travel accounts for most, a strategy 3 'bidirectional trains are folded by using a crossover route selector' is selected.

3. The method according to claim 1 or 2, wherein, when policy 1 is selected, said step S40 comprises:

step1: adjusting the first carriage S ₁ Normal stop station D _SO Ascending to the station and waiting for the one-way section to be emptied at the station; make the downstream train X not entering the single line section yet ₁ Normally running and stopping station D _xo The ascending and descending trains run and stop to the nearest station for standby in each subsequent time;

step2: estimating the time T required by running a train of descending trains in a single line section, namely the shortest time required by emptying a unidirectional section, and estimating the time T required by the train in the station D required by the subsequent influenced trains in the ascending and descending directions by combining the train running interval T specified by a schedule _SO And S ₁ Virtual coupling or need at station D _xo And X ₁ If the number of the virtual coupling is M = T/T, the planned marshalling number of the bidirectional virtual reconnection large marshalling train is M +1;

step3: confirming the current position of each train in two directions and the relation between the train and the front train and the rear train through a train-train communication technology, and confirming the position of each train in the estimated virtual reconnection train and the relation between the train and other trains by taking the marshalling number M +1 as a basis; predictive virtual reconnection columnsStation D is judged to first car in car _so Or D _xo Whether to empty or not, and whether to enter the station D or not is determined according to the judgment result _so Or D _xo Waiting, predicting the non-head train in the virtual multi-connection train to judge whether the head train in the same group or the train in the front of the sequence enters the station D _so Or D _xo Determining whether to enter the station D according to the judgment result _so Or D _xo Carrying out reconnection operation;

step4: virtual-reconnection large-marshalling train S formed by virtual marshalling technology in uplink direction after single-line section downlink train is driven out and emptied _M1 Sending out, entering a unidirectional section through a crossover line, running along an uplink direction on a track in a downlink direction, stopping an opposite platform to finish passenger flow taking and landing operation, and returning to the track in the uplink direction by the crossover line to continue running after passing through the unidirectional section;

step5, single-line section uplink virtual multi-connection large marshalling train S _M1 After the train is emptied, a virtual-reconnection large-marshalling train X formed by virtual marshalling technology in the descending direction _M1 After entering the unidirectional section, the passenger flow moves on the track in the descending direction, stops at each platform of the single-line section to finish passenger flow taking and descending operation, and continues to move along the track in the descending direction after passing through the unidirectional section;

and when the passenger flow does not change greatly, repeatedly executing the Step4-5 until the interruption is recovered.

4. The method according to claim 1 or 2, wherein when selecting strategy 2, taking as an example that there are 1 downstream train in the single line section and the reconnection train is drawn up to make a consist of 2, the step S40 comprises:

step1: adjusting the first carriage S ₁ Normal stop station D _SO Platform in the up direction and determining the down train X at that time ₁ Position and its next station D to be parked _n (ii) a Make the up train S not entering the single line section yet ₂ And a down train X ₂ And the subsequent ascending and descending trains are made at the station D _SI Or station D _XI Clearing the visitor and directly turning back;

step2: first vehicle S ₁ And a downstream train X ₁ Respectively estimating arrival and departure times of stations which are possibly met in a single-line section, selecting the station Du with the closest arrival or departure time of two trains as a virtual reconnection station, recording the time as Tu, and enabling the two trains to run to the station and prepare for virtual reconnection;

step3: at time Tu, the first vehicle S ₁ Normally entering the station and stopping at the station Du and descending the train X ₁ After arriving at the station Du, the passenger clearing operation is organized and the end change is completed, the virtual reconnection of two trains is realized at the station, and the formed reconnection train M and the downlink train X ₁ For the head car to run in the upward direction, normally stop to station D _XI (ii) a During which the ascending train S ₂ And a downstream train X ₂ And the subsequent trains are directly turned back through the crossover;

step4: when the multi-connected train M is about to arrive at D _XI Hour, head car X ₁ Determine Dx _I Whether the track of the platform area is empty in the descending direction, at this time, the distance D _XI Subsequent train X with nearest platform in descending direction ₁ According to actual conditions, the method is carried out at D _XI Waiting for parking at last stop or entering D _XI The inter-site area waiting decision; head vehicle X ₁ Under the condition that the track is determined to be empty and the safety interval of the cross over turnout is allowed, the multi-connected train M enters the station D _XI In the downstream direction, the station is cleared and switched with S ₁ Forming a reconnection train M' for the head train to run along the downlink direction;

step5: when the downstream train X ₁ Station D is judged based on car-car communication _XI After the platform in the descending direction is emptied, the station D is operated _XI Stopping the station and clearing passengers, and entering an uplink direction track for running through a crossover line after changing the end; the multi-connected train M' normally stops along the descending direction until reaching the station D _SI A former station; during the period, the trains in the up and down directions pass through the crossovers at the station D _SI Or D _XI Performing direct turning-back operation;

step6: when the reconnection train M' is going to the D _SI At first, the head car S ₁ Judgment of D _SI Whether the track of the platform is empty in the downward direction, at which time the station D is nearest to leave _SO Train S of platform in ascending direction _L2 At D _SO In the upstream directionThe platform stops for waiting; head vehicle S ₁ In the case of a clear track, the coupled train M' stops at the station D _SI In the downstream direction, the platform is cleared and changed in the direction of X ₁ The first train is recombined to form the multi-connection train M to run along the uplink direction;

step7: when the train S _L2 Station D is judged based on car-car communication _SO After the station platform in the downlink direction is emptied, the station platform enters a single-line bidirectional section through the operation of a crossover line and stops the station for clearing passengers, and the station platform moves in the downlink direction after the end is changed;

step4-7 is repeatedly executed until the interruption is recovered.

5. The method according to claim 1 or 2, wherein, when policy 3 is selected, said step S40 comprises:

step1: adjusting the first carriage S ₁ Normal stop station D _SO Ascending a platform in the direction, and waiting for the emptying of the unidirectional section at the station; make the downstream train X not entering the single line section yet ₁ Normally running and stopping station D _xo The ascending and descending trains run and stop to the nearest station for standby in each subsequent time;

step2: after the unidirectional section is emptied, the first vehicle S ₁ And downstream train X ₁ Entering a single line section, respectively estimating the arrival time and departure time of each station in the single line section, and selecting the station Du with the closest arrival time or departure time of two trains ₁ As a virtual reconnection station, the time is recorded as Tu ₁ Two trains to the station Du ₁ Running and preparing virtual reconnection; judgment of Du ₁ Position, if approaching D _so The first vehicle S ₁ Done at station Du ₁ Preparation for clearing and changing end, if approaching D _xo Then X ₁ Done at station Du ₁ Preparing for clearing customers and changing terminals;

step3: when the first car S ₁ And downstream train X ₁ To station Du ₁ When considering Du ₁ Near to D _XO Situation of (2), down train X ₁ At station Du ₁ Clear the guest and change the end, the first car S ₁ At station Du ₁ Normally parked, following ranks vehicle X ₁ Implementing virtual weighting for the first two vehiclesTo station D, in the single-track section, in the upward direction in the form of a large marshalling train _XI The train enters the double-line section by a rear crossing and continuously runs on the upward track, and the multi-connection train leaves the station D _XI At a time of T ₁ (ii) a Ascending follow-up train S ₂ At the normal stop station D _SO Then enters a single line section through a crossover line to run along the uplink direction and descend a subsequent train X ₂ At station D _XO Stopping the station to wait for the large marshalling train to leave the single-line section;

step4: time T ₁ Timely judging train S ₂ The next station is Dm ₁ Then S is ₂ And X ₂ The two trains respectively estimate the arrival and departure time of the two trains at each station in the single line section, and the two trains of stations Du with the closest arrival or departure time are selected ₂ As a virtual reconnection station, the time is recorded as Tu ₂ Two trains to the station Du ₂ Running and preparing virtual reconnection, and obtaining a train S ₂ Done at station Du ₂ Preparing for clearing customers and changing terminals;

step5: when the train S ₂ And train X ₂ To station Du ₂ Time, train S ₂ At station Du ₂ Clearing and changing the end, train X ₂ At station Du ₂ Normally stop with train S ₂ Realizing virtual reconnection for the first vehicle and the second vehicle, and driving to a station D in the form of a large marshalling train along the descending direction _SI Then the train continues to run along the descending direction, and the station D where the multi-connection train leaves completely is recorded _SI At a time of T ₂ (ii) a Downstream follow-up train X ₃ At the normal stop station D _XO Then directly enters a single line section to run along the downlink direction and go up a subsequent train S ₃ At station D _SO Stopping the station to wait for the large marshalling train to leave the single-line section;

step6: time T ₂ Timely judging train X ₃ The next station is Dm ₂ Then S is ₃ And X ₃ The two trains estimate the arrival and departure time of each station in the single line section, and the station Du with the two trains having the closest arrival or departure time is selected ₃ As a virtual reconnection station, the time is recorded as Tu ₃ Two trains to the station Du ₃ Running and preparing virtual reconnection of the trainX ₃ Done at station Du ₃ Preparing for clearing customers and changing terminals;

and when the passenger flow does not change greatly, repeatedly executing Step3-6 until the interruption is recovered.

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