CN116279597A - Rail transit driving organization method based on train online linkage de-braiding - Google Patents
Rail transit driving organization method based on train online linkage de-braiding Download PDFInfo
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Abstract
Aiming at the common peak passenger flow difference characteristic of urban rail transit, the invention provides a rail transit driving organization method based on-line train hanging and unbinding. Analyzing the on-line train wire hanging and unfolding operation flow, and analyzing the capability calculation method of different station wire hanging and unfolding according to the operation flow; obtaining the number of required linkage and uncoupling operation points based on the number of 'N' marshalling trains required by the full line peak-flattening period; the train 'N+N' linkage operation in peak hours is realized by arranging the linkage and linkage wires at the line turn-back station and the field section rail connecting station, and the train adopts 'N' marshalling operation in peak hours, so that the low-carbon and environment-friendly aims of urban rail transit operation are achieved.
Description
Technical Field
The invention relates to the field of rail transit transportation, in particular to a rail transit driving organization method based on train online hanging and unbinding.
Background
(1) Low-carbon energy-saving requirement for urban rail transit
Urban rail transit is a large-capacity public transportation infrastructure and is a backbone transportation mode for urban guide bearing green low-carbon travel. The energy-saving operation mode is required to be researched, the travel rule of urban rail transit passengers is researched, the time and space distribution rule of the passenger flow in the peaked period is mainly researched Gao Fengqi, the accurate matching of the transportation capacity is realized, the empty rate of the train is reduced, and the full rate of the train and the convenient and comfortable experience of the passengers are improved.
(2) Limitations of driving organization under fixed grouping conditions
The existing traffic organization method with wider application mainly realizes the matching of the transportation capacity and the passenger flow through the design of traffic routes and the adjustment of different time periods of traffic plans. For the difference of passenger flows in different sections of the line, matching of the transportation capacity and the passenger flow section requirements is realized as far as possible in space mainly through a large-small intersection scheme or a nested intersection scheme; for the difference of passenger flow demands in different time periods, the train departure frequency is mainly adjusted at present, the driving logarithm of the peak hour is improved, the driving logarithm of the peak hour is reduced, and the matching of the traffic energy and the passenger flow demands in different time periods is realized as much as possible.
The following problems exist in the driving organization method under the condition of fixed marshalling (including single marshalling and mixed marshalling) which is widely adopted at present. For single groupings, where flat and low peak traffic is small, typically only about 1/4 of the peak hours, the single grouping typically employs a reduced service level approach, which can lead to increased waiting times for served passengers. For mixed consist, peak hours are mixed with size consist and the streamlined organization of the passenger platform is relatively complex.
(3) The combined hanging and unbinding technology creates technical conditions for a more flexible driving organization method
At present, vehicle and signal technologies are continuously developed, and a train on-line coupling and coupling uncoupling technology is used for carrying out experiments in partial cities, so that technical conditions are created for a more flexible driving organization method. How to make full use of the online coupling and uncoupling technology, and create more economical, flexible and convenient operation conditions, the driving organization method needs to be analyzed by combining the characteristics of the coupling and uncoupling technology, and the driving organization method suitable for coupling and uncoupling is obtained.
Disclosure of Invention
Aiming at the problems, the invention analyzes and obtains wiring coupling and uncoupling capacity according to urban rail transit peak traffic passenger flow difference characteristics and combining with a vehicle on-line coupling and uncoupling technology, synthesizes peak time period passenger flow requirements and peak time period service level requirements, calculates the coupling and uncoupling operation requirements of the whole line, further obtains the number of coupling and uncoupling operation points required by the whole line, reasonably completes the conversion of peak time period by designing corresponding wiring and driving organization schemes, realizes operating 'N+N' marshalling trains in peak hours, and operates 'N' marshalling trains in peak time periods, so as to solve the technical problems raised in the background technology; in order to achieve the above purpose, the invention provides a rail transit driving organization method based on-line train hanging and unbinding, which comprises the following steps:
step one: according to the existing urban rail transit train online coupling and uncoupling technology, different train coupling operation flows and train uncoupling operation flows are analyzed by combining the conditions required by coupling and uncoupling operation;
step two: based on the train coupling operation flow and the train uncoupling operation flow, calculating coupling and uncoupling capacity of the 'N+N' marshalling trains under different wiring forms;
step three: based on the passenger flow of peak hours and peak hours, the running logarithm of the train with the 'N+N' group in the peak hours and the 'N' group in the peak hours is calculated, and the number of the 'N+N' group and the 'N' group trains required by the line is calculated according to the running logarithm, so that the coupling and uncoupling demands of the line are obtained;
step four: based on the required coupling and uncoupling requirements of the whole line and the coupling and uncoupling capabilities of different wires, calculating the number of the coupling and uncoupling operation points of the whole line;
step five: based on passenger flow section characteristics, the joint hanging and unlocking operation points are combined with the distribution conditions of the terminal turning station, the small-traffic turning station and the field section rail connecting station to carry out overall design, and the design of the flat-peak driving traffic and the conversion operation flow are completed.
Preferably, the train coupling operation flow includes:
the method comprises the following steps that a coupling step 1 is a coupling train preparation stage, a coupled train is operated to a coupling and uncoupling designated area in a FAM/CBTC mode after a passenger is cleared, a system issues a coupled instruction to the coupled train and applies braking; after the train is cleared, the train is operated in a FAM/CBTC mode until the train is parked at a distance Y from the train to be hung, and the signal and the train hanging preparation work are completed;
the coupling step 2 is a coupling stage, the coupling train is removed to run in RM mode until the coupling train is separated from the coupled train by a Z distance, and after judging that the coupled train is allowed to be coupled, the system sends a coupling instruction, and after the coupling train collides with the coupled train at a low speed, the coupling marshalling train is formed;
the coupling step 3 is a data configuration stage, the signal and the vehicle determine correct grouping information according to the state information of the coupling of the two ends, and the TCMS network of the signal and the vehicle is automatically reconfigured, and the system configuration is completed within a specified time;
and in the step 4 of coupling, corresponding routes are arranged by the ATS according to a subsequent operation plan of the coupling train in a departure stage, and the coupling is completed to departure of the train according to the subsequent operation plan and put into operation.
Preferably, the train de-editing operation flow includes:
the unpacking step 1 is a command receiving stage of the unpacking train, the system issues an unpacking command to the unpacking train, and the unpacking train runs to a specified area of the linked unpacking in a FAM/CBTC mode after the unpacking train is cleared;
the unpacking step 2 is a preparation stage of an unpacking train, and after the unpacking train stops in a specified area of the linkage unpacking, a unpacking working condition request is sent to the vehicle;
the step 3 of uncoupling is a uncoupling and data configuration stage, the system automatically or manually forms electric uncoupling and mechanical uncoupling, and displays the uncoupling state, the vehicle breaks off the two-vehicle electric and mechanical couplers according to the signal system instruction, separates the two-vehicle electric and mechanical couplers into two trains, determines correct marshalling information according to the state information of the two-end coupling of the signal and the vehicle, and automatically reconfigures the signal and the TCMS network of the vehicle, wherein the system configuration is completed within a specified time;
and in the unpacking step 4, in the departure stage, the ATS arranges corresponding routes according to a subsequent operation plan of the unpacked train, and the unpacked train is sent according to the subsequent operation plan and put into operation.
Preferably, the hanging and unbinding capability includes: the post-station parking line linking and hanging capability and the post-station parking line unbinding capability; the station rear parking line coupling and hanging capability comprises the following steps:
step A1: the first train 'N' marshalling trains go from the platform to the foldback line, and the second train 'N' marshalling trains handle the train receiving route operation;
step A2: the second train 'N' marshalling train receives the train to enter the station and stops stably;
step A3: the second train 'N' is used for grouping trains to handle the work of getting off and simultaneously handling the work of going to the folding line;
step A4: the second train goes to the foldback line and stops at the Y position of the front train once;
step A5: the operation of coupling and hanging is carried out, and the route operation of the departure operation is handled;
step A6: the train is hung to run to a platform, and the train receiving and route operation is conducted for the third train 'N' marshalling train;
the time interval of the coupling operation of the stop line after the stop is T 1 According to T 1 Calculating to obtain the linkage capacity C of the stop line after the stop 1 The following are provided:
C 1 ＝3600/T 1 ；
the post-station parking line de-braiding capability comprises:
step A'1: the first train 'N+N' marshalling train is unpacked, and meanwhile, the first train departure operation is handled;
step A'2: a first train of "N" consist trains from the foldback line to the platform;
step A'3: the first train 'N' marshalling train handles the passenger-taking operation, and simultaneously handles the second train 'N' marshalling train departure operation;
step A'4: the first train of 'N' marshalling trains is launched;
step A'5: the second train 'N' marshalling trains are sent to the platform according to a certain departure interval, and the second train 'N+N' linkage trains enter the reentry line to enter and stop stably;
the time interval of the stop line de-braiding operation after the stop is T 2 According to T 2 Calculating to obtain the post-stop parking line unwrapping capability C 2 The following are provided:
C 2 ＝3600/T 2 。
preferably, the hanging and unbinding capability further comprises: intermediate parking line coupling capability and intermediate parking line uncoupling capability; the intermediate parking line coupling capability includes:
step B1: the first train 'N' marshalling trains enter the station to stop;
step B2: the first train 'N' marshalling train gets off, and handles the train receiving operation for the second train 'N' marshalling train;
step B3: the second train 'N' marshalling train receives the train and stops stably at a position Y away from the front train;
step B4: the second train 'N' marshalling train gets off;
step B5: hanging operation and handling departure routes;
step B6: 'N+N' linked trains get on guests;
step B7: the 'N+N' linked train gets out and processes the third train 'N' marshalling train to get in;
the time interval of the coupling operation of the intermediate parking line is T 3 According to T 3 Calculating to obtain the intermediate parking line coupling and hanging capacity C 3 The following are provided:
C 3 ＝3600/T 3 ；
the intermediate parking line de-braiding capability includes:
step B'1: the first train 'N+N' is linked to train to stop;
step B'2: the first train of 'N+N' is hung for train alighting;
step B'3: the first train of 'N+N' is hung for the de-braiding operation;
step B'4: the train gets on the bus and handles the train departure operation of the first train 'N' marshalling train;
step B'5: the first train 'N' marshalling train gets off, and the second train 'N' marshalling train gets off;
step B'6: the second train of 'N' marshalling trains gets off;
step B'7: handling a second train 'N+N' linkage train receiving route;
the time interval of the intermediate parking line de-braiding operation is T 4 According to T 4 Calculating to obtain the intermediate parking line unwrapping capability C 4 The following are provided:
C 4 ＝3600/T 4 。
preferably, the number of "N" grouped trains in the third step is specifically calculated in the following manner:
q= ((2L/v+t) ×m) +1, wherein: the average driving logarithm is M pairs/h, the traffic length is L, the calculated travel speed of the train is V, the turn-back time of the train starting and ending station is T, and the number of 'N' marshalling trains is Q.
Preferably, the number of "n+n" marshalling trains in the third step is specifically calculated in the following manner:
q '= ((2L/v+t) ×m') +1, wherein: the number of the pairs of the peak driving is M 'pairs/h, the length of the traffic is L, the calculated travel speed of the train is V, the turn-back time of the starting and ending stations of the train is T, and the number of the' N+N 'grouped trains is Q'.
Preferably, the full-line string-unwinding capability in the fourth step should meet the string-unwinding operation requirement, as follows:
1) When Q is even:
G 1 ×C 1 +G 2 ×C 3 ≥Q/2；
G 1 ×C 2 +G 2 ×C 4 ≥Q/2；
2) When Q is odd:
G 1 ×C 1 +G 2 ×C 3 ≥(Q+1)/2；
G 1 ×C 2 +G 2 ×C 4 ≥(Q+1)/2；
the number of the operation points of the post-station parking line and the intermediate parking line of the station for coupling, uncoupling and braiding is G respectively 1 、G 2 。
Preferably, the train conversion operation flow specifically includes: when the peak is changed into the flat peak, the 'N+N' linked trains are disassembled into 2 columns of 'N' grouped trains at the linked and unbinding operation points, and the 'N' grouped trains are adopted for operation in the flat peak hour; when the peak is changed into the peak, 2 columns of 'N' marshalling trains are linked at the linking and unbinding operation points to form 1 column of 'N+N' marshalling trains, and the 'N+N' marshalling trains are adopted for operation in peak hours.
Compared with the prior art, the invention has the beneficial effects that:
according to the method, the train operation number of the peak hour is calculated according to the passenger flow demand of the peak, and stations capable of carrying out the linkage and unbinding operation are reasonably arranged on the whole line by combining the linkage and unbinding capability of different station wiring and the related demand of operation feasibility. The train grouping is dynamically adjusted through the coupling-decoupling-editing, so that the dynamic matching of the running energy and the passenger flow demand is realized, and the aims of low carbon and environmental protection of urban rail transit operation are fulfilled.
Drawings
Fig. 1 is a schematic diagram of an on-line train hitch operation flow.
Fig. 2 is a schematic diagram of an online train de-editing operation flow.
Fig. 3 is a schematic diagram of a post-stop line coupling and decoupling assembly line.
Fig. 4 is a schematic diagram of the time interval between on-line coupling operations of a train in a stop line after a stop.
Fig. 5 is a schematic diagram of an on-line unpacking operation interval time of a stop-and-go train.
Fig. 6 is a schematic diagram of a station intermediate parking line coupling and decoupling assembly line.
Fig. 7 is a schematic diagram of the time interval between online linking operations of the train in the middle of the station.
Fig. 8 is a schematic diagram of an on-line unlocking operation interval time of a train in the middle of a station.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present invention, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to be within the scope of the invention.
In the description of the present invention, it should be noted that the directions or positional relationships indicated by the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inner", "outer", etc. are based on the directions or positional relationships shown in the drawings, are merely for convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance. In the description of the present invention, it should be noted that, unless explicitly specified and limited otherwise, the terms "mounted," "connected," and "configured" are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally connected; can be mechanically or electrically connected; can be directly connected or indirectly connected through an intermediate medium, and can be communication between two elements. The specific meaning of the above terms in the present invention will be understood in specific cases by those of ordinary skill in the art. Hereinafter, an embodiment of the present invention will be described in accordance with its entire structure.
Referring to fig. 1-8, the present invention provides a technical solution, and embodiments of the present invention are described in detail below with reference to the accompanying drawings:
step one: designing different linkage-hanging-unlocking operation wiring
According to the current development state of the on-line coupling and uncoupling technology of the urban rail transit train, different coupling and uncoupling operation wiring is designed by combining the conditions required by the coupling and uncoupling operation.
Step two: calculation of wiring linkage unbinding capacity
Based on the train coupling operation flow and the train uncoupling operation flow, the coupling and uncoupling capacity of the 'N+N' marshalling train under different wiring forms is calculated.
Step three: line link de-braiding demand analysis
On the basis of peak and peak hour passenger flows, the peak hour adopts an 'N+N' marshalling train, the peak hour adopts an 'N' marshalling train, and the running logarithm of the 'N+N' marshalling train and the running logarithm of the 'N' marshalling train in the peak hour are calculated. According to the driving logarithm, the number of 'N+N' marshalling and 'N' marshalling trains required by the line is calculated, and then the line coupling and decoupling marshalling requirement is obtained.
Step four: and calculating the number of all-line hanging and unbinding operation points.
Based on the requirements of the whole line on the operation capability of the different wiring on the whole line, the number of the operation points of the whole line on the whole line is calculated.
Step five: and designing a station wiring and driving organization scheme.
According to the section characteristics of the whole passenger flow, the overall design is carried out by combining the wiring of the combined hanging and unbinding operation with the terminal turning station, the small-traffic turning station and the field section rail connecting station, the train is grouped by 'N+N' in peak hours, the train is grouped by 'N' in peak hours, and the train conversion operation flow and the traffic organization traffic are reasonably designed.
(1) On-line hanging and unbinding operation flow
1) Train on-line coupling operation flow
The invention firstly analyzes the online coupling and decoupling process of the train, and the online coupling process is shown in figure 1. And the coupling step 1 is a preparation stage of a coupled train, and after the coupled train is cleared, the coupled train runs to a coupling and uncoupling designated area in a FAM/CBTC mode to stop and stabilize, and the system issues a coupled instruction to the coupled train and applies braking. After the train is cleared, the train is operated in a FAM/CBTC mode until the train is stopped at a certain distance from the train to be hung, and the signal and the train hanging preparation work is completed. And 2, in the coupling stage, the coupling-removing train runs in the RM mode to a certain distance from the coupled train and stops again, and after judging that the coupled train is allowed to be coupled, the system sends a coupling instruction, and after the coupling-removing train collides with the coupled train at a low speed, the coupling-removing marshalling train is formed. And the coupling step 3 is a data configuration stage, the signals and the vehicles are required to determine correct grouping information according to the state information of the coupling of the two ends, and the TCMS network of the signals and the vehicles is automatically reconfigured, so that the system configuration is required to be completed within a specified time. And step four, in the departure stage, the ATS arranges corresponding routes according to a subsequent operation plan of the train to be hung, and the train to be hung is launched according to the subsequent operation plan and put into operation.
2) Train online de-compiling operation flow
The online unpacking flow is shown in fig. 2, the unpacking step 1 is a command receiving stage of the unpacking train, the system issues an unpacking command to the unpacking train, and the unpacking train runs to a specified area of the linked unpacking in a FAM/CBTC mode after the unpacking train is cleared. And the unpacking step 2 is a preparation stage of a unpacking train, and the unpacking train sends a unpacking working condition request to the vehicle after the unpacking train stops and stabilizes in a specified linkage unpacking area. The step 3 of uncoupling is the stage of uncoupling and data configuration, and the system automatically or manually forms the electric uncoupling and the mechanical uncoupling, and displays the uncoupling state. The vehicle breaks the two-vehicle electric and mechanical coupler according to the instruction of the signal system and is separated into two trains. The signal and the vehicle should determine the correct grouping information according to the state information of the two-end linkage, and automatically reconfigure the signal and the TCMS network of the vehicle, and the system configuration needs to be completed within a specified time. And in the unpacking step 4, in the departure stage, the ATS arranges corresponding routes according to a subsequent operation plan of the unpacked train, and the unpacked train is sent according to the subsequent operation plan and put into operation.
(2) Calculation of wiring linkage unbinding capacity
1) Stop line after standing
The wiring of the stop line after the stop is shown in figure 3, and the time interval of the linking operation of the stop line after the stop is T 1 The first train "N" consist to the foldback line to the third train "N" consist, and the completion to foldback line approach is included, as shown in fig. 4. The method comprises the following steps: the first train 'N' marshalling trains go from the platform to the foldback line, and the second train 'N' marshalling trains handle the train receiving route operation; the second train 'N' marshalling train receives the train to enter the station and stops stably; the second train 'N' is used for grouping trains to handle the work of getting off and simultaneously handling the work of going to the folding line; the second train goes to the foldback line and stops once when a certain distance is kept from the front train; the operation of coupling and hanging is carried out, and the route operation of the departure operation is handled; the train is hung up and operated to the platform, and the train receiving and route operation is conducted for the third train of the 'N' marshalling trains. Calculating according to T1 to obtain the linkage capacity C of the stop line after standing 1 The following are provided:
C 1 ＝3600/T 1 1 (1)
The time interval of the unpacking operation of the stop line after the stop is T 2 The first train of "n+n" consists is unwound at the stopping line and the second train of "n+n" consists enters the stopping line to stop as shown in fig. 5. The method comprises the following steps: the first train 'N+N' marshalling trains are unpacked, and meanwhile, the first train 'N' marshalling trains are transacted to get off; a first train of "N" consist trains from the foldback line to the platform; the first train N-shaped train handles the passenger-taking operation and handles the second train N-shaped train departure operationThe method comprises the steps of carrying out a first treatment on the surface of the The first train of 'N' marshalling trains is launched; the second train 'N' marshalling train arrives at the platform at a certain departure interval, and the second train 'N+N' linkage train enters the return line to enter and stop. According to T 2 Calculating to obtain the post-stop parking line unwrapping capability C 2 The following are provided:
C 2 ＝3600/ T 2 2, 2
2) Intermediate parking line
As shown in FIG. 6, the intermediate parking line is connected with the intermediate parking line at a time interval of T 3 The first train 'N' to the platform to the third train 'N' to complete the train receiving operation is included, as shown in FIG. 7. The method comprises the following steps: the first train 'N' marshalling trains enter the station to stop; the first train 'N' marshalling train gets off, and handles the train receiving operation for the second train 'N' marshalling train; the second train 'N' marshalling train receives the train and stops stably when a certain distance is kept from the front train; the second train 'N' marshalling train gets off; hanging operation and handling departure routes; 'N+N' linked trains get on guests; the 'N+N' linked train gets out and handles the receiving operation of the third train 'N' marshalling train. According to T 3 Calculating to obtain the intermediate parking line coupling and hanging capacity C 3 The following are provided:
C 3 ＝3600/T 3 3
The time interval of the intermediate stop line de-braiding operation is T 4 The first train of "n+n" trains stops and stops until the second train of "n+n" trains completes the train receiving route, as shown in fig. 8. The method comprises the following steps: the first train 'N+N' is linked to train to stop; the first train of 'N+N' is hung for train alighting; the first train of 'N+N' is hung for the de-braiding operation; the train gets on the bus and handles the train departure operation of the first train 'N' marshalling train; the first train 'N' marshalling train gets off, and the second train 'N' marshalling train gets off; the second train of 'N' marshalling trains gets off; and handling the train receiving route of the second train 'N+N' linkage. According to T 4 Calculating to obtain the intermediate parking line unwrapping capability C 4 The following are provided:
C 4 ＝3600/T 4 4. The method is to
(3) Calculating line coupling-decoupling-braiding operation requirement
According to the passenger flow scale of the line peak hours and the service level requirement of the peak hours, the driving logarithm of the line peak hours is determined to be M pairs/h, the traffic length is set to be L, a single traffic is started, the travel speed of the train calculation attached vehicles is set to be V, the turn-back time of the train starting and ending station is set to be T, and the number Q required by the 'N' marshalling trains of the peak hours can be calculated.
Q= ((2L/v+t) ×m) +1 formula 5
The driving logarithm in the peak hour is M 'pair/h, and the number Q' required by 'N+N' marshalling trains can be obtained through calculation.
Q '= ((2L/v+t) ×m') +1 formula 6
Q '= ((2L/v+t) ×m') +1, wherein: the number of the pairs of the peak driving is M 'pairs/h, the length of the traffic is L, the calculated travel speed of the train is V, the turn-back time of the starting and ending stations of the train is T, and the number of the' N+N 'grouped trains is Q'.
(4) Calculating the number of all-line coupling, uncoupling operation points
And calculating the number of all-line coupling and uncoupling operation points according to the calculated coupling and uncoupling operation requirements and coupling and uncoupling operation capacities of different wires. The whole-line coupling and uncoupling capability should meet the requirements of coupling and uncoupling operation, the numbers of the coupling and uncoupling operation points of the stop line after station setting and the stop line in the middle of station are G1 and G2 respectively, and the following formulas should be met:
1) When Q is even:
G 1 ×C 1 + G 2 ×C 3 not less than Q/2 type 6
G 1 ×C 2 + G 2 ×C 4 Not less than Q/2 type 7
2) When Q is odd:
G 1 ×C 1 + G 2 ×C 3 not less than (Q+1)/2 type 8
G 1 ×C 2 + G 2 ×C 4 Not less than (Q+1)/2 and 9
(5) Design station wiring and driving intersection
Based on the online hanging and unbinding technology, the train is grouped by 'N+N' in the peak hours of the line, and the train is grouped by 'N' in the peak hours of the line. It is recommended to arrange the operation wiring of the linkage, the hanging and the uncoupling at the full line starting and ending station, the small intersection turn-back station and the station of the field section rail.
In the operation process, when the early peak changes to the flat peak, the 'N+N' linked trains are disassembled into 2 columns of 'N' grouped trains at the linked and unbinding operation points, and the 'N' grouped trains are used for operation in the flat peak hours. When the peak is changed into the peak, 2 columns of 'N' marshalling trains are linked at the linking and unbinding operation points to form 1 column of 'N+N' marshalling trains, and the 'N+N' marshalling trains are adopted for operation in peak hours.
Implementation case:
taking a common urban rail transit line as an example, a running organization scheme of coupling, uncoupling is adopted for analysis.
Basic parameters:
1) The length of the line is 40km, and the design speed of the line is 80km/h;
2) The system selects 3+3 marshalling B-type vehicles which have the highest running speed of 80km/h and can be hung and unfolded online;
3) Setting each year to adopt a single intersection, and opening 14 pairs/h, 18 pairs/h, 24 pairs/h and 9 pairs/h, 10 pairs/h and 12 pairs/h in peak hours of the beginning, the ending and the ending of the beginning, the ending of each year;
4) The travel speed of the line is 35km/h and is used for calculating an attached vehicle;
(2) Driving organization scheme based on online linkage unbinding
Based on the online linkage de-braiding technology, the '3+3' linkage trains are started in peak hours, and the 3 marshalling trains are started in peak hours after de-braiding.
1) Peak hour and peaked hour vehicle calculation
Peak hour vehicle ("3+3" train): initial 34, 43, 58.
Flat hours of operation vehicle (3 marshalled trains after de-marshalling): initial 22, 24, 29.
2) Full-day driving plan with combined hanging and unlocking scheme
Table 1 full day drive plan for link and link solution
(3) Power consumption saving analysis for a link de-compiling scheme
Based on the above-mentioned all-day driving schedule, the all-day kilometer indicators with respect to the fixed 6 groups are compared as follows:
table 2 train kilometer index with combined hanging and unlocking scheme and fixed grouping scheme
| Whole day vehicle kilometers (vehicle kilometers) | Combined hanging and unbinding travelling crane scheme | Fixed marshalling driving scheme |
| Initial stage | 57120 (saving 31%) | 83040 |
| Recent times | 69120 (saving 30%) | 98880 |
| Long term | 87840 (saving 29%) | 123840 |
In conclusion, the combined hanging and releasing driving scheme of each year adopts small marshalling trains in the peak-to-peak period, so that the total daily train kilometers are saved by about 30 percent compared with the fixed six marshalling schemes under the condition of the same service level. According to statistics, the operation cost of the kilometers of the urban rail transit vehicle in 2021 nationwide is 23.6 yuan, wherein the labor cost is 51.2 percent, the electricity charge is 9.6 percent (the traction energy consumption is 50 percent of the total electric energy consumption), and the traction energy consumption is about 1.13 yuan/kilometer, so that 1069 ten thousand yuan/year, 1227 ten thousand yuan/year and 1485 ten thousand yuan/year of the traction energy consumption can be saved in each year, 3.4 hundred million yuan of the traction energy consumption can be saved in the operation period of 25 years, and the energy-saving effect is obvious.
It will be evident to those skilled in the art that the invention is not limited to the details of the foregoing illustrative embodiments and that the present invention may be embodied in other specific forms without departing from the spirit or essential attributes thereof, and accordingly, the embodiments are to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein.
Claims (9)
1. The rail transit driving organization method based on train online linkage and uncoupling is characterized by comprising the following steps of:
step one: according to the existing urban rail transit train online coupling and uncoupling technology, analyzing a train coupling operation flow and a train uncoupling operation flow by combining the conditions required by coupling and uncoupling operation;
step two: based on the train coupling operation flow and the train uncoupling operation flow, calculating coupling and uncoupling capacity of the 'N+N' marshalling trains under different wiring forms;
step three: based on the passenger flow of peak hours and peak hours, the running logarithm of the train with the 'N+N' group in the peak hours and the 'N' group in the peak hours is calculated, and the number of the 'N+N' group and the 'N' group trains required by the line is calculated according to the running logarithm, so that the coupling and uncoupling demands of the line are obtained;
step four: calculating the number of the coupling and uncoupling operation points required by the whole line based on the coupling and uncoupling requirements required by the whole line and the coupling and uncoupling capabilities of different wires;
step five: based on passenger flow section characteristics, the joint hanging and unlocking operation points are combined with the distribution conditions of the terminal turning station, the small-traffic turning station and the field section rail connecting station to carry out overall design, and the design of the flat-peak driving traffic and the conversion operation flow are completed.
2. The rail transit driving organization method based on train on-line hanging and unbinding according to claim 1, wherein the train on-line hanging operation flow comprises:
the method comprises the following steps that a coupling step 1 is a coupling train preparation stage, a coupled train is operated to a coupling and uncoupling designated area in a FAM/CBTC mode after a passenger is cleared, a system issues a coupled instruction to the coupled train and applies braking; after the train is cleared, the train is operated in a FAM/CBTC mode until the train is parked at a distance Y from the train to be hung, and the signal and the train hanging preparation work are completed;
the coupling step 2 is a coupling stage, the coupling train is removed to run in RM mode until the coupling train is separated from the coupled train by a Z distance, and after judging that the coupled train is allowed to be coupled, the system sends a coupling instruction, and after the coupling train collides with the coupled train at a low speed, the coupling marshalling train is formed;
the coupling step 3 is a data configuration stage, the signal and the vehicle determine correct grouping information according to the state information of the coupling of the two ends, and the TCMS network of the signal and the vehicle is automatically reconfigured, and the system configuration is completed within a specified time;
and in the step 4 of coupling, corresponding routes are arranged by the ATS according to a subsequent operation plan of the coupling train in a departure stage, and the coupling is completed to departure of the train according to the subsequent operation plan and put into operation.
3. The rail transit driving organization method based on train online hanging and uncoupling as claimed in claim 1, wherein the train uncoupling operation flow comprises the following steps:
the unpacking step 1 is a command receiving stage of the unpacking train, the system issues an unpacking command to the unpacking train, and the unpacking train runs to a specified area of the linked unpacking in a FAM/CBTC mode after the unpacking train is cleared;
the unpacking step 2 is a preparation stage of an unpacking train, and after the unpacking train stops in a specified area of the linkage unpacking, a unpacking working condition request is sent to the vehicle;
the step 3 of uncoupling is a uncoupling and data configuration stage, the system automatically or manually forms electric uncoupling and mechanical uncoupling, and displays the uncoupling state, the vehicle breaks off the two-vehicle electric and mechanical couplers according to the signal system instruction, separates the two-vehicle electric and mechanical couplers into two trains, determines correct marshalling information according to the state information of the two-end coupling of the signal and the vehicle, and automatically reconfigures the signal and the TCMS network of the vehicle, wherein the system configuration is completed within a specified time;
and in the unpacking step 4, in the departure stage, the ATS arranges corresponding routes according to a subsequent operation plan of the unpacked train, and the unpacked train is sent according to the subsequent operation plan and put into operation.
4. The rail transit driving organization method based on train online linkage de-editing according to claim 1, wherein the linkage de-editing capability comprises: the post-station parking line linking and hanging capability and the post-station parking line unbinding capability; the station rear parking line coupling and hanging capability comprises the following steps:
step A1: the first train 'N' marshalling trains go from the platform to the foldback line, and the second train 'N' marshalling trains handle the train receiving route operation;
step A2: the second train 'N' marshalling train receives the train to enter the station and stops stably;
step A3: the second train 'N' is used for grouping trains to handle the work of getting off and simultaneously handling the work of going to the folding line;
step A4: the second train goes to the foldback line and stops at the Y position of the front train once;
step A5: the operation of coupling and hanging is carried out, and the route operation of the departure operation is handled;
step A6: the train is hung to run to a platform, and the train receiving and route operation is conducted for the third train 'N' marshalling train;
the time interval of the coupling operation of the stop line after the stop is T 1 According to T 1 Calculating to obtain the linkage capacity C of the stop line after the stop 1 The following are provided:
C 1 ＝3600/T 1 ；
the post-station parking line de-braiding capability comprises:
step A'1: the first train 'N+N' marshalling train is unpacked, and meanwhile, the first train departure operation is handled;
step A'2: a first train of "N" consist trains from the foldback line to the platform;
step A'3: the first train 'N' marshalling train handles the passenger-taking operation, and simultaneously handles the second train 'N' marshalling train departure operation;
step A'4: the first train of 'N' marshalling trains is launched;
step A'5: the second train 'N' marshalling trains are sent to the platform according to a certain departure interval, and the second train 'N+N' linkage trains enter the reentry line to enter and stop stably;
the time interval of the stop line de-braiding operation after the stop is T 2 According to T 2 Calculating to obtain the post-stop parking line unwrapping capability C 2 The following are provided:
C 2 ＝3600/T 2 。
5. the rail transit driving organization method based on train online linkage de-editing according to claim 1, wherein the linkage de-editing capability further comprises: intermediate parking line coupling capability and intermediate parking line uncoupling capability; the intermediate parking line coupling capability includes:
step B1: the first train 'N' marshalling trains enter the station to stop;
step B2: the first train 'N' marshalling train gets off, and handles the train receiving operation for the second train 'N' marshalling train;
step B3: the second train 'N' marshalling train receives the train and stops stably at a position Y away from the front train;
step B4: the second train 'N' marshalling train gets off;
step B5: hanging operation and handling departure routes;
step B6: 'N+N' linked trains get on guests;
step B7: the 'N+N' linked train gets out and processes the third train 'N' marshalling train to get in;
the time interval of the coupling operation of the intermediate parking line is T 3 According to T 3 Calculating to obtain the intermediate parking line coupling and hanging capacity C 3 The following are provided:
C 3 ＝3600/T 3 ；
the intermediate parking line de-braiding capability includes:
step B'1: the first train 'N+N' is linked to train to stop;
step B'2: the first train of 'N+N' is hung for train alighting;
step B'3: the first train of 'N+N' is hung for the de-braiding operation;
step B'4: the train gets on the bus and handles the train departure operation of the first train 'N' marshalling train;
step B'5: the first train 'N' marshalling train gets off, and the second train 'N' marshalling train gets off;
step B'6: the second train of 'N' marshalling trains gets off;
step B'7: handling a second train 'N+N' linkage train receiving route;
the time interval of the intermediate parking line de-braiding operation is T 4 According to T 4 Calculating to obtain the intermediate parking line unwrapping capability C 4 The following are provided:
C 4 ＝3600/T 4 。
6. the rail transit driving organization method based on-line train coupling and uncoupling according to claim 1, wherein the number of 'N' marshalling trains in the third step is specifically calculated in the following manner:
q= ((2L/v+t) ×m) +1, wherein: the average driving logarithm is M pairs/h, the traffic length is L, the calculated travel speed of the train is V, the turn-back time of the train starting and ending station is T, and the number of 'N' marshalling trains is Q.
7. The rail transit driving organization method based on-line train coupling and uncoupling according to claim 1, wherein the number of 'n+n' marshalling trains in the third step is specifically calculated in the following manner:
q '= ((2L/v+t) ×m') +1, wherein: the number of the pairs of the peak driving is M 'pairs/h, the length of the traffic is L, the calculated travel speed of the train is V, the turn-back time of the starting and ending stations of the train is T, and the number of the' N+N 'grouped trains is Q'.
8. The rail transit driving organization method based on train on-line hang-off and hang-off according to claim 1, wherein the full-line hang-off and hang-off capability in the fourth step meets the requirement of the hang-off and hang-off operation, and the following formula is adopted:
1) When Q is even:
G 1 ×C 1 +G 2 ×C 3 ≥Q/2；
G 1 ×C 2 +G 2 ×C 4 ≥Q/2；
2) When Q is odd:
G 1 ×C 1 +G 2 ×C 3 ≥(Q+1)/2；
G 1 ×C 2 +G 2 ×C 4 ≥(Q+1)/2；
the number of the operation points of the post-station parking line and the intermediate parking line of the station for coupling, uncoupling and braiding is G respectively 1 、G 2 。
9. The rail transit driving organization method based on train online linkage de-editing according to claim 1, wherein the conversion operation flow in the fifth step is specifically as follows: when the peak is changed into the flat peak, the 'N+N' linked trains are disassembled into 2 columns of 'N' grouped trains at the linked and unbinding operation points, and the 'N' grouped trains are adopted for operation in the flat peak hour; when the peak is changed into the peak, 2 columns of 'N' marshalling trains are linked at the linking and unbinding operation points to form 1 column of 'N+N' marshalling trains, and the 'N+N' marshalling trains are adopted for operation in peak hours.
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117485398A (en) * | 2024-01-02 | 2024-02-02 | 成都交控轨道科技有限公司 | Method, equipment and storage medium for calculating train number based on virtual marshalling |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| CN117485398A (en) * | 2024-01-02 | 2024-02-02 | 成都交控轨道科技有限公司 | Method, equipment and storage medium for calculating train number based on virtual marshalling |
| CN117485398B (en) * | 2024-01-02 | 2024-04-05 | 成都交控轨道科技有限公司 | Method, equipment and storage medium for calculating train number based on virtual marshalling |
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