An event-based automated calculation method for train headway intervals on subway lines

Abstract

This application relates to an event-based automated calculation method for train headway on a subway line. By calculating the time between trains passing through specific locations sequentially according to a speed-position curve, and combining fixed turnout operations, route handling, and train turnaround times, the method automatically calculates the tracking time between trains passing through stations, turning around, and branching and merging at different locations. By defining the passage of trains through specific locations as events and calculating the time between each event, the method accurately determines the train headway time at different locations on the line, thereby reducing the workload of manual calculations and avoiding human errors.

Description

Technical Field

[0001] The present disclosure relates to the technical field of traffic planning, and in particular to an event-based method and device for automatically calculating train running intervals on subway lines, and a train running interval control system. Background Art

[0002] The shortest running interval of urban rail transit trains is a key indicator that determines the line's throughput capacity. To calculate the shortest running interval, it is necessary to know the line operating conditions, such as: line topology, warning beacon locations, station locations and lengths, switch locations and types, curves, slopes, etc.; vehicle conditions, such as: vehicle formation length, vehicle traction and braking performance parameters, etc.; signal system configuration, such as: track circuit section or axle counting section (hereinafter referred to as physical section) settings, protection section settings, signal system processing response time, etc.

[0003] When calculating mainline headway intervals, where there are no line bifurcations or intersections, the principle of moving blocks allows for a two-step approach. The first step involves calculating the speed limit curve based on the aforementioned line and vehicle conditions. The second step involves calculating the speed curve obtained in the first step, based on the safe tracking distance between preceding and following trains and the dwell time, in a single direction. This process eliminates the need for train-ground system coordination. Therefore, the train headway model can be easily expressed mathematically, enabling automated calculations.

[0004] Calculation of running intervals in signal system backup mode requires adherence to the fixed block principle. Even under the moving block principle, in areas such as turnarounds, diverging junctions, and depots, where switch movement is required for route selection, the train position and ground operation authorization relationship must be analyzed, as the following train is no longer tracking the tail of the preceding train. This involves physical sections, interlocking routes, switch protection areas, and other objects. Currently, running interval performance calculations in these complex scenarios are still primarily manual or require extensive manual assistance using tools.

[0005] Furthermore, communication-based moving block (CBTC) systems have been widely used in urban rail transit. In areas without switches, existing performance calculation methods are based on the safe braking model of the IEEE 1474.1 standard. For example, in the invention patent with publication number CN 102376075 B, the safe tracking distance between the preceding and following trains is calculated based on the train's maximum operating speed at different locations (the following train's safe tracking distance can be traced to the rear of the preceding train or the logical segment boundary occupied by the preceding train's rear). The normal operating time of this safe tracking distance is then calculated to obtain the minimum operating interval for interval tracking. The tracking interval of the line also needs to take into account the time the preceding train spends at the station and the time it takes to leave the platform. The sum of these three time components yields the interval performance of the line's mainline. Since these calculations do not involve changes in the paths of the preceding and following trains, the entire process involves time, speed, and distance calculations, making them easy to model and, therefore, implement using automated tools.

[0006] However, the following vehicle does not always track the leading vehicle to the rear end. There are two situations: First, when passing a switch, the following vehicle's path diverges from the leading vehicle's. Tracking may be blocked by a switch at an unexpected location on the path. This blocked location can be at the physical segment boundary or switch protection zone where the switch is located, until the leading vehicle's rear end clears this segment or the route to which the switch belongs. Second, when operating in backup mode, the following vehicle tracks to the boundary of the previous segment of the physical segment occupied by the leading vehicle (one signal interval apart) until the leading vehicle clears this physical segment or its route. In these cases, the model requires more than just time, speed, and distance; it also needs to consider the configuration of the physical segment, the location of the switch, the settings of the protection zone, and the route settings. The states of these objects are interdependent with the position of the leading vehicle. Existing automated tools do not check these complex relationships. Therefore, the interval performance in these cases still requires extensive manual calculations, which is labor-intensive and prone to errors. Summary of the Invention

[0007] In order to solve the above problems, the present application proposes an event-based method and device for automatically calculating the train running interval of subway lines and a train running interval control system.

[0008] In one aspect, the present application proposes an event-based method for automatically calculating the intervals between trains on subway lines, comprising the following steps:

[0009] Calculate the maximum operating speed-position curve of a single train on different operating routes;

[0010] According to the speed at each position point of the speed-position curve, a preset braking model is used to calculate the safe braking distance, and a two-tuple sequence Pad including the position point P and the safe braking distance Pd is constructed;

[0011] According to the train control system rule base, the tracking limit points of the service station, the designated return parking rail, and the designated bifurcation and merging point are determined. The starting position point aP corresponding to the binary sequence Pad is determined by tracking the limit points. Based on the starting position point, a triple sequence Ptd including the starting position point aP, the target parking point sP, and the clearing limit point cP is constructed.

[0012] The train running through the three position points in the triple sequence Ptd is defined as a sequential passing event. The interval time of the sequential passing event is calculated according to the speed-position curve. Combined with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations such as passing through stations, turning back, and forking and merging is automatically calculated.

[0013] As an optional embodiment of the present application, optionally, determining the starting position point aP corresponding to the binary sequence Pad by tracking the restriction point includes:

[0014] For each service station, designated return stop rail and designated bifurcation and merging point, a search is performed based on the train control system rule base according to station type and line conditions to determine the corresponding tracking restriction points;

[0015] For the tracking limit point, search the binary sequence Pad for the nearest position point P whose distance to the tracking limit point is greater than or equal to the corresponding Pd value, and use this position point P as the starting position point aP corresponding to the tracking limit point;

[0016] The tracking limit points are divided into two categories: backup mode position points and CBTC mode position points.

[0017] As an optional embodiment of the present application, optionally, by tracking the restriction point, a starting position point aP corresponding to the two-tuple sequence Pad is determined, and based on the starting position point, a three-tuple sequence Ptd including the starting position point aP, the target parking point sP, and the clearance restriction point cP is constructed, including:

[0018] Associate the starting position point aP, the target parking point sP and the clearance limit point cP to form a triple sequence Ptd;

[0019] The target parking point sP is a point passed from the starting position point aP to the associated clearance limit point cP, and the clearance limit point cP corresponds to aP, and there are backup mode position points and CBTC mode position points.

[0020] As an optional embodiment of the present application, optionally, before calculating the interval time of each train passing through the station, an event definition is further included to define the following train sequence passing events:

[0021] The train head passes the starting position point aP, which is defined as event Evt1;

[0022] The train arrives at the target stop point sP, which is defined as event Evt2;

[0023] The rear end of the vehicle passes the clearance limit point cP, which is defined as event Evt3;

[0024] The switch action time is fixed at Ts, and the event that completes the switch action is Evt4;

[0025] The route handling time excluding the turnout operation time is fixed at Tr, and the event of completing the handling is Evt5;

[0026] The time required for the train to perform the reversing operation at the turning point is fixed as Tc, and the event of completing the reversing after stopping is defined as Evt6.

[0027] As an optional implementation scheme of the present application, optionally, a train passing through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, including:

[0028] Calculation of tracking interval time when a train passes through a mainline station:

[0029] According to the speed-position curve, for each tuple in the triple sequence Ptd, calculate the train running time t1 from Evt1 to Evt2;

[0030] Calculate the train running time t2 from Evt2 to Evt3;

[0031] Calculate the train stop time td at each service platform;

[0032] According to t1+t2+td, the interval time between the front and rear trains passing through the station is calculated to be t1+t2+td.

[0033] As an optional embodiment of the present application, optionally, a train passing through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, which also includes:

[0034] According to the order of train passing events in the triple sequence Ptd, the running interval time at different locations is calculated, including the tracking interval time calculation of the train turning back before the station, including:

[0035] The turnout operation time Ts, route handling time Tr and time Tc required for the train to realize the operation are respectively included;

[0036] Based on Tc+Tr+Ts, it is calculated that the interval time required for the front and rear trains to turn around before the station is t1+t2+td+Tc+Tr+Ts.

[0037] As an optional embodiment of the present application, optionally, a train passing through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, which also includes:

[0038] The calculation of train headway time for diverging or merging tracking includes:

[0039] The turnout operation time Ts and route handling time Tr required for the train to achieve diverging tracking or merging tracking are respectively included;

[0040] According to Tr+Ts, the interval time required for the front and rear trains to achieve diverging tracking or merging tracking is calculated to be t1+t2+td+Tr+Ts.

[0041] As an optional embodiment of the present application, optionally, a train passing through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, which also includes:

[0042] The tracking interval time calculation for the train to turn around after the station includes:

[0043] Calculate the tracking time tz1 = t1 + t2 + td + Tr + Ts when the train enters the reversing station, and calculate the time t3 from Evt3 to Evt6 during the process, and the stay time tl = t1 - t3 of the leading train on the reversing track due to the following train entering the station;

[0044] Calculate the tracking time tz2 = t1 + t2 + td + 2*Tr + 2*Ts + tl required for the front car to fold out and the rear car to fold out;

[0045] Calculate the tracking time tz3 = t1 + t2 + td + Tr + Ts required for the preceding vehicle to exit the station and the following vehicle to fold out;

[0046] Take the maximum value max{tz1, tz2, tz3} among tz1, tz2 and tz3 as the train's return interval time after the station.

[0047] In another aspect, the present application provides a device for implementing the above-mentioned event-based method for automatically calculating subway line train intervals, comprising:

[0048] The speed-position curve acquisition module is used to calculate the maximum operating speed-position curve of a single train on different operating routes;

[0049] A binary sequence Pad construction module is used to calculate the safe braking distance using a preset braking model according to the speed at each position point of the speed-position curve, and to construct a binary sequence Pad including the position point P and the safe braking distance Pd;

[0050] The triple sequence Ptd construction module is used to determine the tracking limit points of the service station, the designated return parking rail, and the designated bifurcation and merging point according to the train control system rule base, determine the starting position point aP corresponding to the sequence Pad through the tracking limit points, and construct the triple sequence Ptd containing the starting position point aP, the target parking point sP, and the clearing limit point cP based on the starting position point;

[0051] The train interval time calculation module is used to define the train running through the three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and automatically calculate the tracking interval time of the front and rear trains when passing through stations, turning back, and forking and merging at different locations, combined with fixed turnout actions, route handling and train turning and switching time.

[0052] On the other hand, the present application also proposes a train interval control system, comprising:

[0053] processor;

[0054] a memory for storing processor-executable instructions;

[0055] Wherein, the processor is configured to implement the above-mentioned event-based automatic calculation method for subway line train running intervals when executing the executable instructions.

[0056] Technical effects of the present invention:

[0057] The present application calculates the maximum operating speed-position curve of a single train on different operating routes; according to the speed at each position point of the speed-position curve, a preset braking model is used to calculate the safe braking distance, and a sequence Pad including the position point P and the safe braking distance Pd is constructed; according to the train control system rule base, the tracking limit points of the service station, the designated return parking rail and the designated fork and merging point are determined, and the starting position point aP corresponding to the sequence Pad is determined by the tracking limit points. Based on the starting position point, a triple sequence Ptd including the starting position point aP, the target parking point sP and the clearing limit point cP is constructed; the train running through the three position points in the triple sequence Ptd is defined as a sequential passing event, the interval time of the sequential passing event is calculated according to the speed-position curve, and the tracking interval time of the front and rear trains when passing through the station, turning back, and forking and merging at different locations is automatically calculated in combination with the fixed switch action, route handling and train turnaround time. The time intervals between trains passing different events can be calculated by defining events on the sequence Pad and tuple sequence Ptd constructed by the train, so as to accurately know the time intervals between trains completing different actions or events. This can reduce manual workload, avoid human errors, and realize the automatic calculation of train line intervals.

[0058] Further features and aspects of the present disclosure will become apparent from the following detailed description of exemplary embodiments with reference to the attached drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0059] The accompanying drawings, which are incorporated in and constitute a part of the specification, illustrate exemplary embodiments, features, and aspects of the disclosure and, together with the description, serve to explain the principles of the disclosure.

[0060] Figure 1 FIG2 is a schematic diagram showing an implementation flow of an event-based automatic calculation method for subway line train intervals according to the present invention;

[0061] Figure 2 Shown is a schematic diagram of the relative relationship of tuple position points in the Ptd sequence of the present invention under different circumstances. DETAILED DESCRIPTION

[0062] Various exemplary embodiments, features, and aspects of the present disclosure will be described in detail below with reference to the accompanying drawings. The same reference numerals in the accompanying drawings represent elements with the same or similar functions. Although various aspects of the embodiments are shown in the accompanying drawings, the drawings are not necessarily drawn to scale unless otherwise indicated.

[0063] The word “exemplary” is used exclusively herein to mean “serving as an example, example, or illustration.” Any embodiment described herein as “exemplary” is not necessarily to be construed as preferred or advantageous over other embodiments.

[0064] In addition, numerous specific details are provided in the following detailed description to better illustrate the present disclosure. Those skilled in the art will appreciate that the present disclosure can be practiced without certain specific details. In some instances, methods, means, components, and circuits well known to those skilled in the art are not described in detail in order to highlight the main points of the present disclosure.

[0065] Example 1

[0066] In this embodiment, because up and down platforms may not be parallel, to facilitate understanding of this technology, the following assumptions are made: the up and down platform layouts are essentially symmetrical, which does not affect the travel time calculation. Only cases without interfering stops, such as those in a depot, are analyzed for forking and converging points; all other cases can be included in the mainline service platform tracking. The time from the rear of the train clearing the turnaround stop track to stopping and changing direction on the turnaround stop track is greater than the turnout operation time.

[0067] In this embodiment, the definition and specific description of each position point are technical terms commonly used by those skilled in the art and will not be explained or elaborated upon again.

[0068] The data required on the train can be obtained directly through the train system, such as train speed, driving position, etc.

[0069] like Figure 1 As shown, in one aspect, the present application proposes an event-based method for automatically calculating the interval between trains on a subway line, comprising the following steps:

[0070] S1. Calculate the maximum operating speed-position curve of a single train on different operating routes;

[0071] First, it is necessary to calculate the maximum operating speed-position curve of a single train on different operating traffic roads (for example, at a resolution of 1 meter). The operating speed-position curve includes zero speed during platform stops and turnaround stops. The maximum operating speed and position of the train can be directly output by the train control system.

[0072] S2. Calculate the safe braking distance using a preset braking model based on the speed at each position point on the speed-position curve, and construct a two-tuple sequence Pad including the position point P and the safe braking distance Pd;

[0073] According to the speed at each position point on the speed-position curve, the preset braking model is used to calculate the safe braking distance to form a (position point P, position point + safe braking distance Pd) sequence Pad; the braking model can calculate the safe braking distance required by the train at each position point on the speed-position curve in real time based on the speed at that position point.

[0074] In this embodiment, as an optional implementation scheme of the present application, optionally, the preset braking model is an IEEE1474.1 safety braking model.

[0075] The Pad sequence contains the train's position information at each position point P and the safe braking distance Pd at that position point.

[0076] S3. According to the train control system rule base, the tracking limit points of the service station, the designated return stop rail, and the designated bifurcation and confluence point are determined. The starting position point aP corresponding to the sequence Pad is determined by tracking the limit points. Based on the starting position point, a triple sequence Ptd is constructed, which includes the starting position point aP, the target stop point sP, and the clearance limit point cP.

[0077] The various location points are defined as follows:

[0078] Clearing restriction point: A position point after the rear end of the leading vehicle leaves the service station, the designated turnaround stop track, or the designated fork and merging point. When the rear end of the leading vehicle clears this position point, the movement authorization of the following vehicle can be extended beyond the tracking restriction point, so that it can enter the service station for parking, the designated turnaround stop track for parking, or run through the designated fork and merging point without being affected by the normal speed-position curve;

[0079] Starting position point: the point at which the front vehicle passes the clearance limit point at the moment when the rear vehicle of the leading vehicle follows the normal speed curve and enters the service station, designated return parking track or designated fork and merging point without being affected;

[0080] Target stop point: the platform stop point of the service station, the stop point of the designated return stop track, the fork and junction point has no target stop point and is replaced by a predefined fixed invalid value.

[0081] For each service station, it is first necessary to specify the return parking rail and fork convergence point, and then search and mark the corresponding tracking restriction points and clearing restriction points based on the system rule base; tracking restriction points and clearing restriction points are divided into two categories: backup mode restriction points and CBTC mode restriction points.

[0082] After the tracking limit point is determined, the corresponding starting position point aP is determined in the two-tuple sequence Pad. A two-tuple sequence Ptd is constructed, which includes the starting position point aP, the target parking point sP, and the clearance limit point cP. The sequence Ptd includes multiple tuples corresponding to different position points.

[0083] S4. Define the train running through the three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and automatically calculate the tracking interval time of the front and rear trains when passing through stations, turning back, and forking and merging at different locations, combined with the fixed switch action, route handling and train turnaround time.

[0084] In order to facilitate the calculation of the driving process of a train at different positions during driving, this embodiment defines different train driving events to respectively represent the time required for the train to spend in each event.

[0085] According to the speed-position curve, for each tuple in the sequence Ptd, the passing event of the train in the tuple sequence Ptd can be calculated, and the running interval time of each train passing through the station can be calculated.

[0086] The following will be specifically combined Figure 2 The figure shows how to calculate the interval time of tuple position points in the Ptd sequence under different situations (events).

[0087] As an optional embodiment of the present application, optionally, determining the starting position point aP corresponding to the binary sequence Pad by tracking the restriction point includes:

[0088] For each service station, designated return stop rail and designated bifurcation and merging point, a search is performed based on the train control system rule base according to station type and line conditions to determine the corresponding tracking restriction points;

[0089] For the tracking limit point, search the binary sequence Pad for the nearest position point P whose distance to the tracking limit point is greater than or equal to the corresponding Pd value, and use this position point P as the starting position point aP corresponding to the tracking limit point;

[0090] The tracking limit points are divided into two categories: backup mode position points and CBTC mode position points.

[0091] Each service station is designated with a turnaround stop and a bifurcation / merging point. Based on these points, the system's rule base can be used to determine the corresponding tracking and clearing limit points (cP). These tracking and clearing limit points can be pre-defined and set up with corresponding conversion relationships within the system. The specific locations of these points vary depending on the train's mode. In different backup and CBTC modes, the corresponding tracking and clearing limit points differ in location. This is determined by the respective operating mechanisms of the backup and CBTC modes. Once the driving mode is determined, the specific limit points will be standardized and positioned accordingly.

[0092] The tuple sequence Ptd is constructed as follows:

[0093] As an optional embodiment of the present application, optionally, by tracking the restriction point, a starting position point aP corresponding to the two-tuple sequence Pad is determined, and based on the starting position point, a three-tuple sequence Ptd including the starting position point aP, the target parking point sP, and the clearance restriction point cP is constructed, including:

[0094] Associate the starting position point aP, the target parking point sP and the clearance limit point cP to form a triple sequence Ptd;

[0095] The target parking point sP is a point passed from the starting position point aP to the associated clearance limit point cP, and the clearance limit point cP corresponds to aP, and there are backup mode position points and CBTC mode position points.

[0096] Specifically, the position of each tracking limit point is taken as the Pd value (if there is no equal value, the nearest Pd value is taken), and the corresponding position point P in the index Pad sequence is indexed. If there are multiple position points, the position point farthest from the tracking limit point is taken. This position point P is defined as the starting position point aP associated with the corresponding tracking limit point. Except for bifurcations and merging, the movement from the starting position point aP to the associated clearance limit point cP passes through a target parking point sP. The starting position point aP, the clearance limit point cP and the target parking point sP are associated with each other, and the tuple (starting position point aP, target parking point sP, clearance limit point cP) constitutes a sequence Ptd.

[0097] like Figure 2 As shown, the relative relationships between the three specific locations in the tuple vary depending on the train's route. The time calculations for the train's pre-station tracking, pre-station return tracking, and merging tracking are performed, as well as the train's interval calculation for the train's post-station return tracking. For cases where there is no stop between forks and merges, the target stop is filled with an invalid value.

[0098] To facilitate time calculation, different train process events are defined to indicate the time it takes for a train to pass through the event, making it easier to call them directly during calculation. As an optional implementation of this application, before calculating the interval time for each train passing through a station, an event definition is also included to define the following train passing events in sequence:

[0099] The train head passes the starting position point aP, which is defined as event Evt1;

[0100] The train arrives at the target stop point sP, which is defined as event Evt2;

[0101] The rear end of the vehicle passes the clearance limit point cP, which is defined as event Evt3;

[0102] The switch action time is fixed at Ts, and the event that completes the switch action is Evt4;

[0103] The route handling time excluding the turnout operation time is fixed at Tr, and the event of completing the handling is Evt5;

[0104] The time required for the train to perform the reversing operation at the turning point is fixed as Tc, and the event of completing the reversing after stopping is defined as Evt6.

[0105] The train running event interval is calculated by taking the train head passing the starting position point aP and the train tail passing the clearance limit point cP as an example. Specifically, as an optional implementation scheme of the present application, the train running through the three position points in the triple sequence Ptd is optionally defined as a sequential passing event. The interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing the station, turning around, and forking and merging is automatically calculated, including:

[0106] Calculation of tracking interval time when a train passes through a mainline station:

[0107] According to the speed-position curve, for each tuple in the triple sequence Ptd, calculate the train running time t1 from Evt1 to Evt2;

[0108] Calculate the train running time t2 from Evt2 to Evt3;

[0109] Calculate the train stop time td at each service platform;

[0110] According to t1+t2+td, the interval time between the front and rear trains passing through the station is calculated to be t1+t2+td.

[0111] That is, it is easy to calculate the interval time for each train passing through the station as t1+t2+td.

[0112] Therefore, by using the above defined events, the train interval time under each different tuple in the sequence Ptd can be quickly calculated.

[0113] This embodiment also calculates the following time:

[0114] (1) As an optional implementation scheme of the present application, optionally, a train running through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, which also includes:

[0115] According to the order in which the trains pass through the events in the triple sequence Ptd, the running interval time at different locations is calculated, including the tracking interval time calculation of the train turning back before the station:

[0116] The turnout operation time Ts, route handling time Tr and time Tc required for the train to realize the operation are respectively included;

[0117] Based on Tc+Tr+Ts, it is calculated that the interval time required for the front and rear trains to turn around before the station is t1+t2+td+Tc+Tr+Ts.

[0118] For turning back before the station, in addition to adding one stop and reversing time, route processing time and switch operation time, the turning back driving interval is calculated in the same way as the driving interval passing through the station, and its driving interval is t1+t2+td+Tc+Tr+Ts.

[0119] Turnout operation time: the time from when the turnout receives the rotation command to when it completes the rotation action and reaches the locked state.

[0120] Route processing time: In the backup mode, the route processing time is the time from the system receiving the route processing command to the time the route is locked and the signal is opened. In the CBTC mode, the route processing time is the time from the system receiving the route processing command to the time the route is locked. Since the difference between the two times is not large, a unified parameter Tr is used in the invention.

[0121] (2) As an optional implementation scheme of the present application, optionally, a train running through three position points in the triple sequence Ptd is defined as a sequential passing event, and the interval time of the sequential passing event is calculated according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging is automatically calculated, which also includes:

[0122] The tracking interval time calculation for trains to achieve diverging tracking or merging tracking includes:

[0123] The turnout operation time Ts and route handling time Tr required for the train to achieve diverging tracking or merging tracking are respectively included;

[0124] According to Tr+Ts, the interval time required for the front and rear trains to achieve diverging tracking or merging tracking is calculated to be t1+t2+td+Tr+Ts.

[0125] For merging tracking, the route handling time and turnout operation time must also be added. The remaining calculations are the same as for the interval between trains passing through the station: t1 + t2 + td + Tr + Ts. The method for forking tracking is the same as for merging tracking, so it will not be repeated here.

[0126] (3) As an optional implementation of this application, optionally, define the passing of the train through three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and combine the fixed turnout operation, route handling, and train turnaround and end-changing time to automatically calculate the tracking interval time of the front and rear trains at different locations such as passing through stations, turning back, and bifurcating and converging. It further includes:

[0127] Calculation of the tracking interval time for the train to achieve a station-back turn, including:

[0128] Calculate the tracking time tz1 for the train to enter the turning-back station as tz1 = t1 + t2 + td + Tr + Ts, and calculate the time t3 from Evt3 to Evt6 during the calculation process. The residence time tl of the leading train on the turning-back track due to the approaching of the following train is tl = t1 - t3;

[0129] Calculate the tracking time tz2 required for the leading train to depart and the following train to depart as tz2 = t1 + t2 + td + 2 * Tr + 2 * Ts + tl;

[0130] Calculate the tracking time tz3 required for the leading train to leave the station and the following train to depart as tz3 = t! + t2 + td + Tr + Ts; <00!0271>Take the maximum value max{tz1, tz2, tz3} of tz1, tz2, and tz3 as the train operation interval time for the station-back turn.

[0132] For the station-back turn, the turn-back operation interval needs to consider three steps (see the station-back turns 4-1, 4-2, and 4-3 in the appendix), which is consistent with the aforementioned calculation method. The total time needs to add the route handling time and turnout operation time once. The total time tz1 = t1 + t2 + td + Tr + Ts, and then calculate the time t3 from Evt3 to Evt6. In normal line design, t3 < t1, and tl = t1 - t3; for the second step of the calculation, which is consistent with the aforementioned calculation method, the total time needs to add the route handling time and turnout operation time twice, and the residence time tl on the turning-back track. The total time tz2 = t1 + t2 + td + 2 * Tr + 2 * Ts + tl; for the third step of the calculation, which is consistent with the aforementioned calculation method, the total time needs to add the route handling time and turnout operation time once. The total time tz3 = t1 + t2 + td + Tr + Ts. Compare the times calculated in the three steps, and take the maximum value max{tz1, tz2, tz3} as the turn-back operation interval time. Figure 1

[0133] Therefore, by defining events in this application, the operation interval time for the train to complete different actions or events can be accurately and quickly obtained, thereby reducing the manual workload, avoiding human errors, and realizing the automatic calculation of the train line operation interval time.

[0134]

[0134] It should be noted that although the above train interval calculation is described using pre-station tracking, pre-station return tracking, merging tracking, and post-station return tracking as examples, those skilled in the art will understand that the present disclosure is not limited to this. In fact, users can flexibly set the train driving status according to actual application scenarios, as long as the corresponding events can be defined according to the above technical methods to achieve the technical functions of this application.

[0135] Example 2

[0136] Based on the implementation principle of Example 1, this embodiment proposes a device for implementing the above-mentioned event-based method for automatically calculating the interval between trains on a subway line, including:

[0137] The speed-position curve acquisition module is used to calculate the maximum operating speed-position curve of a single train on different operating routes;

[0138] A binary sequence Pad construction module is used to calculate the safe braking distance using a preset braking model according to the speed at each position point of the speed-position curve, and to construct a binary sequence Pad including the position point P and the safe braking distance Pd;

[0139] The triple sequence Ptd construction module is used to determine the tracking limit points of the service station, the designated return parking rail, and the designated bifurcation and merging point according to the train control system rule base, determine the starting position point aP corresponding to the sequence Pad through the tracking limit points, and construct the triple sequence Ptd containing the starting position point aP, the target parking point sP, and the clearing limit point cP based on the starting position point;

[0140] The train interval time calculation module is used to define the train running through the three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and automatically calculate the tracking interval time of the front and rear trains when passing through stations, turning back, and forking and merging at different locations, combined with fixed turnout actions, route handling and train turning and switching time.

[0141] The specific functions and application implementations of the above modules are described in detail in Example 1 and will not be repeated here.

[0142] Obviously, those skilled in the art should understand that all or part of the processes in the above-mentioned embodiment methods can be implemented by instructing the relevant hardware through a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the embodiments of the above-mentioned control methods. The modules or steps of the present invention can be implemented by a general-purpose computing device. They can be concentrated on a single computing device or distributed on a network composed of multiple computing devices. Alternatively, they can be implemented by program codes executable by the computing device, so that they can be stored in a storage device and executed by the computing device, or they can be made into individual integrated circuit modules, or multiple modules or steps therein can be made into a single integrated circuit module for implementation. In this way, the present invention is not limited to any specific combination of hardware and software.

[0143] Those skilled in the art will appreciate that all or part of the processes in the above-mentioned embodiments can be implemented by instructing the relevant hardware through a computer program. The program can be stored in a computer-readable storage medium. When the program is executed, it can include the processes of the above-mentioned control method embodiments. The storage medium can be a magnetic disk, an optical disk, a read-only memory (ROM), a random access memory (RAM), a flash memory, a hard disk drive (HDD), or a solid-state drive (SSD). The storage medium can also include a combination of the above-mentioned types of memory.

[0144] Example 3

[0145] Furthermore, in another aspect, the present application also proposes a train interval control system, comprising:

[0146] processor;

[0147] a memory for storing processor-executable instructions;

[0148] Wherein, the processor is configured to implement the above-mentioned event-based automatic calculation method for subway line train running intervals when executing the executable instructions.

[0149] The train interval control system according to the embodiment of the present disclosure includes a processor and a memory for storing processor-executable instructions. The processor is configured to implement any of the above-mentioned event-based automatic calculation methods for subway line train intervals when executing the executable instructions.

[0150] It should be noted that the number of processors can be one or more. Furthermore, the train interval control system according to the disclosed embodiment may also include an input device and an output device. The processor, memory, input device, and output device may be connected via a bus or other means, which are not specifically limited herein.

[0151] The memory, as a computer-readable storage medium, can be used to store software programs, computer-executable programs, and various modules, such as the program or module corresponding to the event-based automated calculation method for subway train headway intervals in the embodiments of the present disclosure. The processor executes the software programs or modules stored in the memory to perform various functional applications and data processing of the train headway interval control system.

[0152] The input device can be used to receive input numbers or signals. The signals can be key signals related to user settings and function control of the device / terminal / server. The output device can include a display device such as a display screen.

[0153] While various embodiments of the present disclosure have been described above, the foregoing description is intended to be illustrative, non-exhaustive, and not limited to the disclosed embodiments. Many modifications and variations will be apparent to those skilled in the art without departing from the scope and spirit of the described embodiments. The terminology used herein is selected to best explain the principles of the embodiments, their practical applications, or technical improvements to existing technologies, or to enable others skilled in the art to understand the embodiments disclosed herein.

Claims

1. An event-based method for automatically calculating the interval between trains on subway lines, characterized in that: Includes the following steps Steps: Calculate the maximum operating speed-position curve of a single train on different operating routes; According to the speed at each position point of the speed-position curve, a preset braking model is used to calculate the safe braking distance, and a two-tuple sequence Pad including the position point P and the safe braking distance Pd is constructed; According to the train control system rule base, the tracking limit points of the service station, the designated return parking rail and the designated bifurcation and merging point are determined, and the starting position point aP corresponding to the binary sequence Pad is determined through the tracking limit points. Based on the starting position point, a triple sequence Ptd including the starting position point aP, the target parking point sP and the clearance limit point cP is constructed; wherein, the starting position point aP corresponding to the binary sequence Pad is determined through the tracking limit points, including: for each service station, the designated return parking rail and the designated bifurcation and merging point; searching according to the station type and line conditions based on the train control system rule base to determine the corresponding tracking limit point; for the tracking limit point, searching the binary sequence Pad for the nearest position point P whose distance to the tracking limit point is greater than or equal to the corresponding Pd value, and using this position point P as the starting position point aP corresponding to the tracking limit point; wherein, the tracking limit points are divided into two categories: backup mode position points and CBTC mode position points; The train running through the three position points in the triple sequence Ptd is defined as a sequential passing event. The interval time of the sequential passing event is calculated according to the speed-position curve. Combined with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the front and rear trains at different locations such as passing through stations, turning back, and forking and merging is automatically calculated.

2. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 1, characterized in that: By tracking the restriction point, the starting position point aP corresponding to the binary sequence Pad is determined. Based on the starting position point, a triple sequence Ptd including the starting position point aP, the target parking point sP, and the clearance restriction point cP is constructed, including: Associate the starting position point aP, the target parking point sP and the clearance limit point cP to form a triple sequence Ptd; The target parking point sP is a point passed by the vehicle from the starting position point aP to the associated clearance limit point cP, and the clearance limit point cP corresponds to aP; Take the position of each tracking limit point as the Pd value and index the corresponding position point P in the Pad sequence. If there are multiple position points, take the position point farthest from the tracking limit point. This position point P is defined as the starting position point aP associated with the corresponding tracking limit point. Except for bifurcations and merging, the movement from the starting position point aP to the associated clearance limit point cP passes through a target parking point sP. The starting position point aP, the clearance limit point cP and the target parking point sP are associated to form a sequence Ptd in the form of a tuple.

3. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 1, characterized in that: Before calculating the interval time of each train passing through the station, the event definition is also included, defining the following train sequence passing events: The train head passes the starting position point aP, which is defined as event Evt1; The train arrives at the target stop point sP, which is defined as event Evt2; the rear of the train passes the clearance limit point cP, which is defined as event Evt3; The switch action time is fixed at Ts, and the event that completes the switch action is Evt4; The route handling time excluding the turnout operation time is fixed at Tr, and the event of completing the handling is Evt5; The time required for the train to perform the reversing operation at the turning point is fixed as Tc, and the event of completing the reversing after stopping is defined as Evt6.

4. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 3, characterized in that: Define the train running through the three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and automatically calculate the tracking interval time of the front and rear trains at different locations of passing through stations, turning around, and forking and merging, combining the fixed turnout action, route handling, and train turning and switching time, including: Calculation of the tracking interval time of a train passing through a mainline station: according to the speed-position curve, for each tuple in the triple sequence Ptd, calculate the train running time t1 from Evt1 to Evt2; Calculate the train running time t2 from Evt2 to Evt3; Calculate the train stop time td at each service platform; According to t1+t2+td, the interval time between the front and rear trains passing through the station is calculated to be t1+t2+td.

5. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 4, characterized in that: The process of defining the train passing through the three position points in the triple sequence Ptd as a sequential passing event is used to calculate the interval time of the sequential passing event according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the preceding and following trains at different locations such as passing through stations, turning around, and forking and merging is automatically calculated. The process also includes: According to the order of train passing events in the triple sequence Ptd, the running interval time at different locations is calculated, including the tracking interval time calculation of the train turning back before the station, including: The turnout operation time Ts, route handling time Tr and time Tc required for the train to realize the operation are respectively included; According to Tc+Tr+Ts, the interval time required for the front and rear trains to turn around before the station is calculated to be t1+t2+td+Tc+Tr+Ts.

6. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 4, characterized in that: The process of defining the train passing through the three position points in the triple sequence Ptd as a sequential passing event is used to calculate the interval time of the sequential passing event according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the preceding and following trains at different locations such as passing through stations, turning around, and forking and merging is automatically calculated. The process also includes: The tracking interval time calculation for trains to achieve diverging tracking or merging tracking includes: The turnout operation time Ts and route handling time Tr required for the train to achieve diverging tracking or merging tracking are respectively included; According to Tr+Ts, the interval time required for the front and rear trains to achieve diverging tracking or merging tracking is calculated to be t1+t2+td+Tr+Ts.

7. The method for automatically calculating the interval between trains on a subway line based on an event according to claim 4, characterized in that: The process of defining the train passing through the three position points in the triple sequence Ptd as a sequential passing event is used to calculate the interval time of the sequential passing event according to the speed-position curve. In combination with the fixed turnout action, route handling and train turnaround time, the tracking interval time of the preceding and following trains at different locations such as passing through stations, turning around, and forking and merging is automatically calculated. The process also includes: The tracking interval time calculation for the train to turn around after the station includes: Calculate the tracking time tz1 = t1 + t2 + td + Tr + Ts when the train enters the reversing station, and calculate the time t3 from Evt3 to Evt6 during the process, and the stay time tl = t1 - t3 of the leading train on the reversing track due to the following train entering the station; Calculate the tracking time tz2 = t1 + t2 + td + 2*Tr + 2*Ts + t1 required for the front car to fold out and the rear car to fold out; calculate the tracking time tz3 = t1 + t2 + td + Tr + Ts required for the front car to fold out and the rear car to fold out; Take the maximum value max{tz1, tz2, tz3} among tz1, tz2 and tz3 as the train's return interval time after the station.

8. A device for implementing the event-based automatic calculation method for subway line train headway intervals as claimed in any one of claims 1 to 7, comprising: The speed-position curve acquisition module is used to calculate the maximum operating speed-position curve of a single train on different operating routes; A binary sequence Pad construction module is used to calculate the safe braking distance using a preset braking model according to the speed at each position point of the speed-position curve, and to construct a binary sequence Pad including the position point P and the safe braking distance Pd; The triple sequence Ptd construction module is used to determine the tracking limit points of the service station, the designated return parking rail, and the designated bifurcation and merging point according to the train control system rule base, determine the starting position point aP corresponding to the sequence Pad through the tracking limit points, and construct the triple sequence Ptd containing the starting position point aP, the target parking point sP, and the clearing limit point cP based on the starting position point; The train interval time calculation module is used to define the train running through the three position points in the triple sequence Ptd as a sequential passing event, calculate the interval time of the sequential passing event according to the speed-position curve, and automatically calculate the tracking interval time of the front and rear trains when passing through stations, turning back, and forking and merging at different locations, combined with fixed turnout actions, route handling and train turning and switching time.

9. A train interval control system, characterized in that: include: processor; a memory for storing processor-executable instructions; Wherein, the processor is configured to implement an event-based automatic calculation method for subway line train running intervals as described in any one of claims 1 to 7 when executing the executable instructions.

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