Design method and structure for giving full play to transport capacity of rail transit line

Abstract

The application range of the invention comprises but is not limited to the field of rail transit, and discloses a design method structure for fully exerting the transportation capacity of a rail transit line, an original first rail line is abstracted into a line segment, and two ends are respectively set as a point A and a point B as starting and ending points of a new line; the second track line is abstracted into a rectangle, one station C point is selected as a starting and ending point of a new line, the station C is opposite to two starting and ending points A and B of the original first track line, each station C is provided with two optional lines, and the four lines are arranged and combined to form four modes. According to the method, the transport capacity of all stations of the original second track line can be fully exerted, operation management is flexible, the difficulty is controllable, the maximum transport capacity can be achieved by increasing a small number of personnel, the transformation cost is minimized, and the method has huge economic value and social value.

Description

Technical Field

[0001] The present invention relates to, but is not limited to, the field of rail transit technology, and in particular to a design method and structure for fully utilizing the transport capacity of a rail transit line. Background Art

[0002] With the completion and continuous development of the rail transit network, the second rail line, as the only urban ring line, has played the role of connecting the entire road network into an organic whole; with the gradual completion of the road network, the transfer passenger flow of the ring line is increasing, and the transportation pressure is also increasing. The main problems are as follows:

[0003] 1. Unbalanced capacity distribution: Since the No. 1 and No. 2 rail lines operate on the same line in some sections, there is a significant difference in the capacity demand between the non-colonized sections and the colonized sections. In the colonized sections, the passenger flow pressure of the two lines is concentrated, while the capacity may not be fully utilized in the non-colonized sections. This unbalanced capacity distribution limits the operating efficiency of the entire system, especially during peak hours.

[0004] 2. Increased operational complexity: Co-line operation increases the complexity of operational organization, especially when responding to emergencies. The station equipment and wiring of the co-line section limit the ability to quickly adjust the operation strategy. Once equipment failure or other operational problems occur in the co-line section, it will affect the operating efficiency of the two lines and even cause large-scale delays.

[0005] 3. Safety hazards and passenger service issues: The complexity of co-line operations not only poses a potential threat to operational safety, but may also complicate the passenger guidance system, thereby increasing the inconvenience of passenger travel. For example, passengers may be confused about transfers and guidance within the co-line section due to the diversity of routes, especially during peak hours.

[0006] 4. Huge capital investment: In order to solve these problems, the proposed transformation plan requires huge capital investment. Whether it is the truncation of the first track line or the complete loop of the second track line, it involves high-cost projects such as station transformation and signal system upgrade. This is a big burden on the investment strategy and fiscal budget of urban public transportation. Summary of the invention

[0007] In view of the problems existing in the prior art, the present invention provides a design method for fully utilizing the transportation capacity of a rail transit line.

[0008] The present invention is implemented as follows. A design method for fully exerting the transportation capacity of a rail transit line abstracts the original No. 1 rail line as a line segment, and sets the two ends as points A and B respectively, which serve as the starting and ending points of a new line; the No. 2 rail line is abstracted as a rectangle, and one of its stations, point C, is selected as a starting and ending point of the new line. Station C runs in opposite directions with the two starting and ending points A and B of the original No. 1 rail line, and there are two optional routes for each, and the 4 routes are arranged and combined to form 4 ways.

[0009] Further, Scheme 1: (1) Form a horizontally written "ji" shape to run through all non-common line segments of the No. 1 rail line and the No. 2 rail line; (2) Form a horizontally written "you" shape to continuously run through the entire No. 1 rail line and the No. 2 rail line.

[0010] Further, Scheme 2: Between stations A and C and between stations B and C, they are respectively combined to run in an upper "Q" shape and a lower "Q" shape.

[0011] Further, Scheme 3: The horizontally written "you" shape running the whole journey at one time in Scheme 1 can be split and simplified into the existing operation of the No. 1 rail line and the No. 2 rail line, plus a rail hybrid line running in a horizontally written "ji" shape, changing from two rail lines to three rail lines.

[0012] Further, Scheme 4: The outer circles of the original No. 1 rail line and the No. 2 rail line except for the right side of the common line segment are regarded as a whole and run unidirectionally in the outer circle operation mode of the original No. 2 rail line (when passing through the two starting stations of the original No. 1 rail line, the purpose of outer circle operation is achieved by extending the rails and reversing the track through the original station to return to the opposite track); the inner circle operation of the original No. 2 rail line remains unchanged.

[0013] Combined with the above technical solutions and the technical problems solved, the advantages and positive effects of the technical solution to be protected by the present invention are as follows:

[0014] First, the present invention does not need to abandon any original stations, and all four schemes can fully exert the transportation capacity of each station. The transformation difficulty and cost are minimized, and the later operation and management are relatively not complicated.

[0015] It solves the operation and operation problems that have plagued the No. 1 rail line and the No. 2 rail line of rail transit for many years, and can fully exert the transportation capacity of each station.

[0016] All four solutions for fully exerting the transportation capacity of the rail transit line can fully exert the transportation capacity of all stations of the original No. 1 rail line and the No. 2 rail line. The operation and management difficulty is controllable, and the additional cost caused by the additional transportation capacity is relatively much smaller, and the transformation cost is minimized, having great economic value and social value.

[0017] Second, all the operation capacities of all stations can be fully utilized in the present invention. Compared with the 2019 plan and the 2009 plan, the renovation cost and the renovation difficulty of any one of the four sets of plans are greatly reduced.

[0018] The third set of plan is as follows: On the basis of the normal operation of the existing No. 1 track line and No. 2 track line, add a horizontal "Ji" - shaped operation line (formed by connecting all non - collinear stations in series), which can not only give full play to the operation capacity of each station; at the same time, the renovation difficulty and cost are minimized, and the later operation management is relatively not complex; in addition, the fourth set of plan has simple operation management and small renovation cost, and the advantages after comprehensive evaluation are also quite large.

[0019] Third, the design method for fully utilizing the operation capacity of the rail transit line proposed in the present invention mainly solves the following technical problems of the existing technologies and has made remarkable technical progress:

[0020] 1. Technical problems of the existing technologies:

[0021] Unbalanced operation capacity: In the existing design of rail transit lines, the collinear section becomes the bottleneck of operation capacity, resulting in an unbalanced satisfaction of the passenger flow demands in the non - collinear section and the collinear section, and affecting the overall line efficiency.

[0022] Complex operation organization: In the collinear operation, the operation organization is complex. Once a failure occurs (especially in the collinear section) or in the case of abnormal operation, it is difficult to compile the emergency plan and adjust the operation, and it is difficult to respond quickly and effectively.

[0023] Equipment limitation: The collinear section is greatly affected by equipment limitations. Once an equipment failure occurs, the line passing capacity drops significantly, affecting the overall operation efficiency of the line.

[0024] 2. Remarkable technical progress:

[0025] Optimize operation capacity allocation: Through innovative line design methods, such as the "Ji" - shaped and "You" - shaped layouts, the problems of uneven operation capacity and complex operation organization of the original line are effectively solved. This design enables Lines 3 and 4 of the rail transit to achieve a more efficient operation organization while ensuring high operation capacity.

[0026] Improve operation efficiency and response speed: By adopting the Q - shaped route design, not only the operation efficiency of the line is optimized, but also the response ability of the system to abnormal operations is enhanced, and the impact of equipment failures on the overall operation is reduced.

[0027] Reduce equipment and maintenance costs: The new design method reduces the dependence on complex equipment by simplifying the operation mode and optimizing the line structure, thereby reducing the maintenance cost and improving the reliability of the line.

[0028] Improving customer satisfaction and safety: Through improved line design and operation strategies, more stable and reliable services are provided, increasing passenger satisfaction while enhancing operation safety.

[0029] Through innovative line design and operation strategies, the present invention not only solves the problems existing in the prior art, but also makes remarkable technological progress in aspects such as improving operation efficiency, reducing maintenance costs, and enhancing system response capabilities, providing important technical support for the development of modern urban rail transit systems. Brief Description of the Drawings

[0030] To more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings required for use in the embodiments of the present invention will be briefly introduced below. Obviously, the following described drawings are only some embodiments of the present invention. For those of ordinary skill in the art, other drawings can be obtained based on these drawings without creative efforts.

[0031] Figure 1 It is the Q-shaped operation plan of the No. 2 track line provided by the prior art

[0032] Figure 2 It is the schematic cross-sectional view of Baoshan Road before renovation provided by the prior art;

[0033] Figure 3 It is the schematic cross-sectional view of Baoshan Road after renovation provided by the prior art;

[0034] Figure 4 It is the abstract schematic diagram of the No. 1 track line and the No. 2 track line provided by the embodiments of the present invention;

[0035] Figure 5 It is the schematic diagram of the line from point A to point C provided by the embodiments of the present invention;

[0036] Figure 6 It is the schematic diagram of the line from point B to point C provided by the embodiments of the present invention;

[0037] Figure 7 It is the schematic diagram of the "Ji" character written horizontally running through all non-common line segments of the No. 1 track line and the No. 2 track line provided by the embodiments of the present invention;

[0038] Figure 8 It is the schematic diagram of the "You" character written horizontally running through the whole journey of the No. 1 track line and the No. 2 track line provided by the embodiments of the present invention;

[0039] Fig. 9 It is the operation schematic diagram of the upper Q character and the lower Q character provided by the embodiments of the present invention;

[0040] Fig.10 It is the schematic diagram of the track hybrid line of Scheme 3 provided by the embodiments of the present invention;

[0041] Fig.11 It is a schematic diagram of the operation of the track hybrid line in Solution 3 provided by the embodiment of the present invention;

[0042] Fig.12 It is a schematic diagram of the line in Solution 4 provided by the embodiment of the present invention. Specific Embodiments

[0043] In order to make the objectives, technical solutions and advantages of the present invention clearer, the present invention will be further described in detail below in conjunction with specific examples. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not used to limit the present invention.

[0044] As Figure 4 shown, the design method for fully exerting the transportation capacity of the rail transit line provided by the embodiment of the present invention abstracts the original No. 1 track line as a line segment, and sets the two ends as points A and B respectively as the starting and ending points of the new line; the No. 2 track line is abstracted as a rectangle, and one of the stations, point C, is selected as a starting and ending point of the new line. The C station runs in opposite directions with the two starting and ending points A and B of the original No. 1 track line, and there are two optional routes for each. The 4 routes are arranged and combined to form 4 ways. The two optional routes are respectively as Figure 5 、 Figure 6 shown.

[0045] Solution 1: As Figure 7 shown, (1) form a horizontally written "ji" shape to run all non - common line segments of the No. 1 track line and the No. 2 track line; as Figure 8 shown, (2) form a horizontally written "you" shape to run the whole journey of the No. 1 track line and the No. 2 track line.

[0046] As Fig. 9 shown, Solution 2: Run in upper and lower "Q" shapes respectively between stations A and C and between stations B and C.

[0047] As Fig.10 shown, the yellow line is Line 3, the blue line is Line 4, and the pink line is the newly added train line. Solution 3: The horizontally written "you" shape running the whole journey in Solution 1 can be split and simplified into the operation of the existing No. 1 track line and the No. 2 track line, plus the track hybrid line running in a horizontally written "ji" shape. The two rail transit lines become three rail transit lines for operation, that is, the original No. 1 and No. 2 track lines and the newly added track hybrid line, as Fig.11 shown.

[0048] As Fig.12As shown in the figure, Plan 4: The outer circles of the original Track Line 1 and Track Line 2 were originally regarded as a whole and operated unidirectionally in the same way as the outer circle of the original Track Line 2. At the two originating stations of the original Track Line 1, the trains can reach the outer circle by extending the railway tracks and reversing the tracks at the original stations to return to the opposite railway tracks; the operation of the inner circle of the original Track Line 2 remains unchanged.

[0049] A design method for fully exploiting the transport capacity of a rail transit line provided by the present invention adopts a "Ji" - shaped design. This design connects the non - common line segments of Track Line 1 and Track Line 2 through points A, B to point C.

[0050] Track Line 1 and Track Line 2 form intersections at points A, B and point C respectively through this "Ji" - shaped design, optimizing the distribution of transport capacity and reducing the operation pressure on the common line segments.

[0051] A design method for fully exploiting the transport capacity of a rail transit line provided by the present invention is characterized in that:

[0052] Adopt a "You" - shaped design. This design method arranges the entire lines of Track Line 1 and Track Line 2 through points A, B to point C.

[0053] This plan realizes the full - line connection of Track Line 1 and Track Line 2. By optimizing the operation management of the intersection point C, the maximization of transport capacity is achieved.

[0054] A design method for fully exploiting the transport capacity of a rail transit line provided by the present invention is characterized in that:

[0055] Adopt a Q - shaped design. A Q - shaped operation route is formed between point A and point C and between point B and point C.

[0056] Through the Q - shaped design plan, efficient operation from A to C and from B to C is realized. This plan reduces traffic congestion by streamlining line intersections and improves the line operation efficiency.

[0057] A design method for fully exploiting the transport capacity of a rail transit line provided by the present invention is characterized in that:

[0058] Adopt the design of Plan 4, merge the operation modes of Track Line 1 and the outer circle of the original Track Line 2 to achieve unidirectional operation.

[0059] By extending the railway tracks at both ends of Track Line 1 and reversing the tracks at the original stations, the trains at the originating stations can bypass to the opposite railway tracks, realizing continuous operation of the outer circle, thereby optimizing the overall operation efficiency and reducing the complexity of vehicle dispatching.

[0060] Plan 3 is the best plan.

[0061] The first value of the present invention:

[0062] All four solutions can achieve the goal of fully utilizing the transport capacity of all sites without abandoning any site.

[0063] The present invention has two values:

[0064] The three rail lines, the original No. 1 rail line, the original No. 2 rail line and the newly added rail mixed line, can flexibly adjust the departure order and frequency according to passenger flow needs.

[0065] The following is a description of the most possible operation mode of the present invention using Scheme 3 as an example:

[0066] When the train departure interval is the smallest, that is, the transport capacity is the largest, in the non-collinear section, the original two track lines and the track mixed line respectively depart at intervals (the departure intervals of the original two track lines and the departure of the track mixed line are both twice the minimum interval, that is: the original No. 1 track line in the non-collinear section sends a train and then the track mixed line sends a train, the No. 2 track line in the non-collinear section sends a train and then the track mixed line sends a train); in the collinear section, the No. 1 and the second track lines pass alternately (the intervals are both twice the minimum interval) and operate at full capacity.

[0067] Or to put it another way, when the train departure interval is the smallest, that is, the transport capacity is the largest, the departure intervals of the two original track lines and the track mixed line are twice the minimum interval, and in the co-linear section, the first track line and the second track line alternately pass through the track; in the non-co-linear section, the non-co-linear section of the original No. 1 track line alternates with the track mixed line, or the non-co-linear section of the original No. 2 track line alternates with the track mixed line.

[0068] The train departure interval does not need to be minimum, that is, when the transport capacity is not maximum, the three rail lines can adjust the departure frequency according to their respective needs, with greater freedom.

[0069] That is, this plan has a very significant value: regardless of whether it is peak hours, the first rail line, the second rail line and the rail mixed line can flexibly adjust the departure order and departure interval according to needs. For example, in order to give full play to the role of the second rail line as the only loop line, the departure frequency of the second rail line can be appropriately increased, and the departure frequency of the first rail line and the rail mixed line can be relatively reduced, which leaves a lot of room for free play. Or, it can be flexibly adjusted according to the number of passengers on the three rail lines to serve actual needs and maximize transportation capacity.

[0070] The present invention has three values:

[0071] If 46 new subway stations and 55.265 kilometers of subway lines are built, a large number of operating personnel will be needed to ensure smooth operation; if this solution (all four sets are available) is adopted, since each line station already has a considerable number of staff, only a small increase is needed to maximize the transportation capacity. The increase in operating costs caused by the reconstruction of tracks and stations, as well as the purchase of subway trains for new hybrid rail lines, is much less than the additional operating costs of building the same number of new subway stations and subway track lines.

[0072] The present invention has the following value:

[0073] In the third plan, the hybrid rail line (i.e., all non-collinear sections) has a total of 46 subway stations with a length of 55.265 kilometers. If the new construction takes more than six years (preliminary planning, exploration, design, etc. are not included), the construction cost will be 76 billion to 87 billion yuan, plus other costs such as planning and design, the total amount will be even higher. Given that the utilization rate of hybrid rail lines is the smallest when the transportation capacity is maximum: about half. That is, when the transportation capacity is maximum, the departure interval of the hybrid rail line is twice the minimum departure interval, and only half of the total transportation capacity is used (the utilization rate in other time periods is greater than half), so the value of the hybrid rail line is at least equivalent to half of the total new construction cost. Based on the value of halving the construction cost, the value of the mixed rail line is conservatively estimated to be approximately RMB 38 billion to 43.5 billion; coupled with the short renovation time, the total time for planning, renovation and purchasing operating vehicles can be completed in no more than one year, which can save more than five years compared to the time for all new construction (excluding other planning and design time). The time value of the cost of such a large number of new rail lines is at least more than one billion yuan per year, and the five-year time value far exceeds the total cost of additional operating expenses caused by track, station renovation, additional transport capacity, and purchase of subway trains.

[0074] The above description is only the specific implementation mode and partial value of the present invention, but the protection scope of the present invention includes but is not limited to this. Any modification, equivalent substitution and improvement made by any person familiar with the technical field within the technical scope disclosed by the present invention and within the spirit and principle of the present invention shall be covered within the protection scope of the present invention.

[0075] The scope of application of the present invention includes but is not limited to the field of rail transit. It discloses a design method structure for fully utilizing the transportation capacity of rail transit lines. The original No. 1 rail line is abstracted as a line segment, and the two ends are set as points A and B respectively as the starting and ending points of the new line; the No. 2 rail line is abstracted as a rectangle, and one of the stations, point C, is selected as a starting and ending point of the new line. Station C is opposite to the two starting and ending points A and B of the original No. 1 rail line, each with two optional routes. The four routes are arranged and combined to form four modes. The present invention can make full use of the transportation capacity of all stations of the original No. 2 rail line, and the operation and management are flexible and controllable. The maximum transportation capacity can be achieved by adding a small number of personnel, and the transformation cost is minimized, which has great economic and social value.

[0076] The above description is only a specific implementation mode of the present invention, but the protection scope of the present invention is not limited thereto. Any modifications, equivalent substitutions and improvements made by any technician familiar with the technical field within the technical scope disclosed by the present invention and within the spirit and principle of the present invention should be covered by the protection scope of the present invention.

Claims

1. A design method for fully utilizing the transportation capacity of a rail transit line, characterized in that: Abstract the original No. 1 track line as a line segment, and set the two ends as points A and B respectively as the starting and ending points of the new line; abstract the No. 2 track line as a rectangle, and select one of the stations, point C, as a starting and ending point of the new line. Station C runs in opposite directions with the two starting and ending points A and B of the original No. 1 track line, and there are two optional routes for each. Arrange and combine the 4 routes to form 4 ways.

2. The design method for fully utilizing the transportation capacity of a rail transit line according to claim 1, characterized in that: Plan 1: (1) Form a horizontally written "ji" shape to run the non - collinear segment of the No. 2 track line; (2) Form a horizontally written "you" shape to run the whole journey of the No. 1 and No. 2 track lines.

3. The design method for fully utilizing the transportation capacity of a rail transit line as claimed in claim 1, characterized in that: Plan 2: Run in an upper and lower "Q" shape between stations A and C and between stations B and C respectively.

4. The design method for fully utilizing the transportation capacity of a rail transit line according to claim 1, characterized in that: Plan 3: The horizontally written "you" shape running the whole journey in Plan 1 can be split and simplified into the existing No. 1 and No. 2 track lines, plus the track hybrid line of the horizontally written "ji" shape running. Without building new stations, it is upgraded from two track lines to three track lines.

5. The design method for fully utilizing the transportation capacity of a rail transit line as claimed in claim 1, characterized in that: Plan 4: Consider the left - hand track of the original No. 1 track line and the track hybrid line as a whole, and run unidirectionally in the outer - circle running mode of the original No. 2 track line. The two starting stations of the original No. 1 track line can reach the outer - circle running purpose by extending the original station's track and reversing through the switch to return to the opposite track; the inner - circle running of the original No. 2 track line remains unchanged.

6. The design method for fully utilizing the transportation capacity of a rail transit line as claimed in claim 5, characterized in that: In Plan 4, the two starting stations of the original No. 1 track line can reach the outer - circle running purpose by extending the original station's track and reversing through the switch to return to the opposite track.

7. A design structure for fully utilizing the transportation capacity of a rail transit line, characterized in that: Including: Define the intersection points of the No. 1 and No. 2 track lines as A, B, and the central point C; Design a "ji" - shaped layout so that points A and B are directly connected to point C by a straight line, forming a direct intersection of the non - collinear segments of the No. 1 and No. 2 track lines, and optimizing the transport capacity allocation.

8. The structure according to claim 7, characterized in that Including: Utilize the "you" - shaped layout to connect the No. 1 and No. 2 track lines throughout the journey from points A and B to point C; Through the optimized intersection and operation management at point C, achieve complete coverage from A to B.

9. The structure according to claim 7, characterized in that Including: Implement the "Q" - shaped route design to connect between A, C and B, C, and build an efficient operation mode.

10. The structure according to claim 7, characterized in that Including: Adopt an integrated design to merge the original outer - circle routes of the No. 1 and No. 2 track lines and implement unidirectional continuous operation; By adding a switch mechanism at the starting station, allow the train to pass in reverse and return to the opposite track.

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