A train operation regulation system and method for rail transit line congestion

Abstract

The present application relates to a kind of rail transit line congestion train operation control system and method, comprising: step 1, according to the delay time of congestion, determine the each train in the range of affected area;Step 2, introduce travel speed-interval calculation model, obtain the slow-down multi-stop control time of each train for each train in the range of affected area;Step 3, slow-down multi-stop control time is automatically issued to each train to execute.The system includes intelligent scheduling strategy operation module and intelligent scheduling strategy decomposition execution module, for running travel speed-interval calculation model, dynamically calculate the slow-down multi-stop control time of each train, and output to each train for execution.The system relies on algorithm to automatically control the automatic adjustment of all trains in upstream and downstream direction, without scheduling manual control, and execution efficiency is excellent.

Description

Technical Field

[0001] This invention relates to the field of rail transit, specifically to a train operation control system and method for rail transit line congestion. Background Technology

[0002] Due to the high density of urban rail transit, short distances between stations, and short track intervals, random malfunctions and other unforeseen events are inevitable during operation, especially given the complex and ever-changing external factors. In particular, most urban rail lines operate on a single track in each direction, lacking overtaking or detour routes. A sudden disruption at any point along the route will inevitably interfere with subsequent train operations, resulting in numerous trains stopping and waiting, and extended intervals between trains. Furthermore, in cities with interconnected networks, a single-track disruption can also affect the operation of adjacent lines through transfer stations. If timely and efficient adjustments to train operations are not made, it could lead to widespread train delays, thereby impacting the normal operation of the entire network.

[0003] Current Automatic Train Control (ATS) systems for rail transit can automatically control train operations and adjust deviations according to the planned timetable under normal operation and minor delays. However, when line operation is disrupted and delays are prolonged, the automatic adjustment function cannot support this. Dispatchers must then implement large-scale train operation adjustments at multiple stations during subsequent operations, using strategies such as detaining, skipping, and short-route rerouting, depending on the severity of the fault. This process suffers from high manual workload, low adjustment efficiency, and suboptimal adjustment results. Dispatchers urgently need more intelligent and optimized multi-train collaborative automatic control functions to support rapid decision-making on the optimal solution and automatic execution of control objectives, reducing the impact of train disruptions during faulty operations on passenger travel. Summary of the Invention

[0004] The purpose of this invention is to overcome the technical challenge of accurately controlling the train intervals of the entire line in the event of a mid-line fault or blockage scenario in rail transit, and to provide a system and method for automatic train operation control in the event of blockage in urban rail transit lines. This system enables automatic control of multiple train operations, significantly reduces the workload of manual train control by dispatchers, and shortens the control time.

[0005] This invention proposes a train operation control method for congestion on rail transit lines, comprising:

[0006] Step 1: Based on the congestion delay time, determine the trains within the affected area;

[0007] Step 2: Introduce the travel speed-interval calculation model to calculate the slow-moving and multi-stop control time for each train within the affected area.

[0008] Step 3: Automatically send the slow-moving multi-stop control time to each train for execution.

[0009] Optionally, the calculation of the slow-down multi-stop control time for each train includes:

[0010] Determine the location of the fault;

[0011] Dispatchers obtain the delay time through external information, and determine the minimum interval Gmin between subsequent upstream trains arriving at the fault point, and the maximum interval Gmax between downstream trains moving away from the fault point.

[0012] Calculate the relative planned travel speed reduction percentage for each train that arrives at the fault point sequentially and for trains that are far from the fault point;

[0013] Based on the calculated percentage decrease in relative travel speed of each train compared to the planned travel speed, the stop time and section travel time control quantities for each train are calculated.

[0014] Optionally, calculating the relative planned travel speed reduction percentage includes:

[0015] i) Calculate the relative planned travel speed reduction Rc of the upstream train reaching the fault point:

[0016] Rc = Original planned travel time from the current location to the fault point / (Estimated delay time + n·Gmin);

[0017] Where n represents the sequence value of each train arriving at the fault point;

[0018] ii) Calculate the relative planned travel speed reduction Rd of the downstream train as it moves further away from the fault point:

[0019] Rd = m·Gmax / (Estimated delay time + Scheduled running time from the current location to the fault point);

[0020] Where m represents the train sequence value farthest from the fault point.

[0021] Optionally, based on the calculated percentage decrease in speed relative to the planned travel speed for each train, the stop time and section running time control quantities for each train are calculated as follows:

[0022] The interval running time Tr = min((Trs / R), Trmax), where Trs is the running time of the chart scale and Trmax is the longest running time that can be applied to this interval.

[0023] The platform dwell time Td = (Tds + Trs) / R - Tr, where Tds is the scheduled dwell time and Trs is the scheduled travel time within the section.

[0024] R represents the relative planned travel speed reduction ratio of the upstream or downstream train, Rc and Rd.

[0025] Optionally, if the calculated decrease rate Rd is greater than 1, then take 1, which means that there is no need to slow down the operation.

[0026] In addition, the present invention also proposes a train operation control system for rail transit line congestion, used in the aforementioned train operation control method, comprising:

[0027] The operation control module is used to control train operation;

[0028] The automatic train monitoring system is used to send adjustment commands to the operation control module to control the operation of the train, and to obtain train position and status information from the operation control module.

[0029] The intelligent scheduling strategy calculation module is used to run the travel speed-interval calculation model; the automatic train monitoring system transmits the position and status information of the train to the intelligent scheduling strategy calculation module, which generates the travel speed reduction ratio control amount for each train.

[0030] The intelligent scheduling strategy decomposition and execution module dynamically calculates the slow-moving and multi-stop control time for each train based on the train speed reduction ratio control amount, and outputs it to each train for execution.

[0031] Optionally, the adjustment instructions include: vehicle impoundment, vehicle departure, and speed limit instructions.

[0032] Optionally, the intelligent scheduling strategy calculation module obtains information including: the train's current location, running time, scheduled time, and delay time.

[0033] Optionally, the intelligent scheduling strategy calculation module obtains delay time information from the scheduler.

[0034] Optionally, the time for slowing down and stopping multiple times for each train is sent to the automatic train monitoring system, which then sends it to the operation control module, which controls each train to execute the control.

[0035] This invention provides a generalized multi-vehicle cooperative slow-down control strategy algorithm based on congestion location and congestion delay time. The output data can be directly connected to the signal train control system for automatic execution.

[0036] This invention constructs an automated operation control method based on a signal train control system. After the dispatcher initiates a decision once, the system automatically controls the adjustment of all trains in the upstream and downstream directions of the fault blockage area based on algorithm strategies, without the need for manual monitoring by the dispatcher, and has excellent execution efficiency. Attached Figure Description

[0037] Figure 1 This is a structural block diagram 1 of a train operation control system for traffic congestion on a rail transit line according to the present invention;

[0038] Figure 2 The output diagram of the multi-vehicle cooperative slow-down control algorithm towards the fault-blocked area;

[0039] Figure 3 Output diagram of the multi-vehicle cooperative slow-down control algorithm for moving away from fault-blocked areas. Detailed Implementation

[0040] The following detailed description, in conjunction with the accompanying drawings and specific embodiments, provides a further detailed explanation of the train operation control system and method for congestion on rail transit lines proposed in this invention. The advantages and features of this invention will become clearer from the following description. It should be noted that the accompanying drawings are in a very simplified form and use non-precise proportions, used only to facilitate and clearly illustrate the embodiments of this invention. Please refer to the accompanying drawings to make the objectives, features, and advantages of this invention more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes to aid those skilled in the art and are not intended to limit the implementation conditions of this invention. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in proportions, or adjustments to the size, without affecting the effects and objectives achieved by this invention, should still fall within the scope of the technical content disclosed in this invention.

[0041] like Figure 1 As shown, this invention proposes a train operation control system for congested rail transit lines, comprising: an operation control module, an automatic train monitoring system, an intelligent scheduling strategy calculation module, and an intelligent scheduling strategy decomposition and execution module.

[0042] The operation control module is used to control train operation. It operates on the rail transit train and at ground stations, receives instructions from the Automatic Train Monitoring System (ATS) and the dispatcher, accurately completes the train stopping process and section operation process according to the control time requirements, strictly follows the instructions to depart from the platform, and strictly follows the instructions to complete the automatic driving process of departing from the previous platform and arriving at the next platform to stop.

[0043] The Automatic Train Monitoring System (ATS) is used to issue adjustment commands to the Operation Control Module (OCM) to control train operation, and to obtain train position and status information from the OCM. The ATS can collect and manage the line's timetable in real time during train operation, execute adjustment commands output by the execution module according to the planned time or the intelligent scheduling strategy, track the OCM's completion of the entire train operation control process, and transmit the operating positions and dynamic status of all trains to the intelligent scheduling strategy calculation module. Optionally, the adjustment commands include: train detaining, train departure, and speed limit commands.

[0044] The intelligent scheduling strategy calculation module is used to run the travel speed-interval calculation model. The Automatic Train Monitoring System (ATS) transmits the train's location and status information to the intelligent scheduling strategy calculation module, which generates the travel speed reduction ratio control amount for each train. Based on the train's current running location, running time, scheduled time, and fault congestion delay time reported by the ATS, human-machine interaction decision-making is carried out with the dispatcher. The human-machine interaction includes: the dispatcher estimating the fault congestion delay time based on the received progress of fault repair and inputting it. According to the aforementioned model algorithm, the real-time travel speed reduction ratio control amount of the train is calculated and generated.

[0045] The intelligent scheduling strategy decomposition and execution module, based on the train speed reduction ratio control target output by the intelligent scheduling strategy calculation module, and combined with the train's current stopping time or interval running time provided by the ATS, dynamically calculates the current stopping time control target and interval running time control target, and outputs and tracks the ATS execution.

[0046] This invention also provides a method for regulating train operation in response to congestion on rail transit lines, comprising:

[0047] Step 1: Based on the congestion delay time, determine the trains within the affected area;

[0048] Step 2: Introduce the travel speed-interval calculation model to calculate the slow-moving and multi-stop control time for each train within the affected area.

[0049] Step 3: Automatically send the slow-moving multi-stop control time to each train for execution.

[0050] Optionally, the calculation of the slow-down multi-stop control time for each train includes:

[0051] Determine the location of the fault;

[0052] Dispatchers obtain the delay time through external information, and determine the minimum interval Gmin between subsequent upstream trains arriving at the fault point, and the maximum interval Gmax between downstream trains moving away from the fault point.

[0053] Calculate the relative planned travel speed reduction percentage for each train that arrives at the fault point sequentially and for trains that are far from the fault point;

[0054] Based on the calculated percentage decrease in relative travel speed of each train compared to the planned travel speed, the stop time and section travel time control quantities for each train are calculated.

[0055] It should be noted that when a train's operation slows down due to a delay in the scheduled travel time caused by the adjustment process, the percentage decrease in the actual train speed relative to the original scheduled speed is defined as R = V / Vs, where V is the actual train speed and Vs is the scheduled train speed.

[0056] Based on the relationship between train travel time and distance, the travel speed reduction ratio R = (D / T) / (D / Ts) = Ts / T, where D is the distance the train travels, Ts is the planned time for traveling the corresponding distance, and T is the actual time or adjusted time for traveling the corresponding distance.

[0057] According to the above formula, the calculation of the relative planned travel speed reduction ratio includes:

[0058] i) Calculate the relative planned travel speed reduction Rc of the upstream train reaching the fault point:

[0059] Rc = Originally planned travel time from the current location to the fault point / (Estimated delay time + n·Gmin); where n represents the sequence value of each train arriving at the fault point;

[0060] ii) Calculate the relative planned travel speed reduction Rd of the downstream train as it moves further away from the fault point:

[0061] Rd = m·Gmax / (estimated delay time + scheduled travel time from the current location to the fault point); where m represents the train sequence value farthest from the fault point.

[0062] Optionally, based on the calculated percentage decrease in speed relative to the planned travel speed for each train, the stop time and section running time control quantities for each train are calculated as follows:

[0063] The interval running time Tr = min((Trs / R), Trmax), where Trs is the running time of the chart scale and Trmax is the longest running time that can be applied to this interval.

[0064] The platform dwell time Td = (Tds + Trs) / R - Tr, where Tds is the scheduled dwell time, Trs is the scheduled travel time within the section, and R is the relative planned speed reduction ratio Rc or Rd of the upstream or downstream train.

[0065] Optionally, if the calculated decrease rate Rd is greater than 1, then take 1, which means that there is no need to slow down the operation.

[0066] The following will provide an explanation of the above calculation process with specific examples.

[0067] There is a rail transit line where trains run at uniform intervals as planned, with a 4-minute interval between adjacent trains. Each train stops for 30 seconds at each station and travels for 120 seconds in each section. A section refers to the track segment between adjacent stations. If the speed is slowed down in a section, the maximum travel time can be extended to 140 seconds. Train m experiences a fault at station K. The dispatching decision determines that the fault is expected to be repaired in 20 minutes, therefore the minimum interval Gmin is set at 2 minutes, and the maximum interval Gmax at 10 minutes. The intelligent dispatching strategy calculation module calculates the following real-time speed reduction percentages for trains at different distances from the fault point based on the train fault alarms and train positions reported by the Automatic Train Monitoring System (ATS), and transmits this information to the intelligent dispatching strategy decomposition and execution module:

[0068] The percentage decrease in travel speed for trains 1, 2, and 3 heading towards the fault point were as follows:

[0069] Rc1 = 4 / (20 + 1 × 2) = 0.18;

[0070] Rc2 = 8 / (20 + 2 × 2) = 0.33;

[0071] Rc3 = 12 / (20 + 3 × 2) = 0.46;

[0072] The intelligent scheduling strategy decomposition and execution module calculates the deceleration and multiple-stop control time for trains at different distances from the fault point based on the travel speed reduction ratio, as follows:

[0073] The time allotted for slow, multi-stop control of the first train while it is traveling toward the fault point is as follows:

[0074] After adjustment, the running time for each interval is Tr1 = min((120 / 0.18), 140) = 140 seconds;

[0075] The stop adjustment time for each platform is Td1 = (30 + 120) / 0.18 - 140 = 693 seconds;

[0076] For the second train traveling towards the fault point, the controlled time for slow-moving and multiple stops is as follows:

[0077] After adjustment, the running time for each interval is Tr2 = min((120 / 0.33), 140) = 140 seconds;

[0078] The stop adjustment time for each platform is Td2 = (30 + 120) / 0.33 - 140 = 310 seconds;

[0079] For the third train traveling towards the fault point, the time allotted for slow-moving and multiple-stop control is as follows:

[0080] After adjustment, the running time for each interval is Tr3 = min((120 / 0.46), 140) = 140 seconds;

[0081] The stop adjustment time for each platform is Td3 = (30 + 120) / 0.46 - 140 = 186 seconds;

[0082] The percentage decrease in travel speed for trains 1, 2, and 3, which are moving further away from the fault point, are as follows:

[0083] Rd1 = 1 × 10 / (20 + 4) = 0.42;

[0084] Rd2 = 2 × 10 / (20 + 8) = 0.71;

[0085] Rd3 = 3 × 10 / (20 + 12) = 0.94;

[0086] The time allotted for slow, multi-stop control of the first train while it is traveling toward the fault point is as follows:

[0087] After adjustment, the running time for each interval is Tr1 = min((120 / 0.42), 140) = 140 seconds;

[0088] The stop adjustment time for each platform is Td1 = (30 + 120) / 0.42 - 140 = 217 seconds;

[0089] For the second train traveling towards the fault point, the controlled time for slow-moving and multiple stops is as follows:

[0090] After adjustment, the running time for each interval is Tr2 = min((120 / 0.71), 140) = 140 seconds;

[0091] The stop adjustment time for each platform is Td2 = (30 + 120) / 0.71 - 140 = 71 seconds;

[0092] For the third train traveling towards the fault point, the time allotted for slow-moving and multiple-stop control is as follows:

[0093] After adjustment, the running time for each interval is Tr3 = min((120 / 0.94), 140) = 128 seconds;

[0094] The stop adjustment time for each platform is Td3 = (30 + 120) / 0.94 - 128 = 32 seconds;

[0095] The calculated interval travel times and platform stop adjustment times are transmitted to the ATS. The ATS tracks the train's operating status and signal status. When a train arrives at the corresponding station, it is impounded. When the stop time has elapsed, a departure instruction is issued, along with a speed-limited driving instruction specifying the interval travel time. The train operation execution module receives the impounding / departure instructions and speed-limited driving instructions, and executes the required departure and interval travel times according to the control objectives to arrive at the next station on time.

[0096] Figure 2 The diagram shows the train's trajectory on the planned route after the calculation and execution of the multi-train cooperative slow-down control quantity, based on the multi-train cooperative slow-down control algorithm. The train m is blocked at the fault station i+2 for a period of time and then moves towards the fault area.

[0097] In the diagram, the thin solid lines represent the planned arrival times and stopping times of each train at each station, while the thin dashed lines represent the adjusted stopping times and travel times between stations after calculating the slowdown control measures. The dotted-dash arrows represent the reduced travel speed for each train calculated based on the slowdown control target, and the slope of their angle relative to the horizontal line represents the adjusted travel speed.

[0098] Figure 3 The diagram shows the train's trajectory on the planned route after the calculation and execution of the multi-train coordinated slow-down and multi-stop control quantity, based on the multi-train coordinated slow-down control algorithm. The train m is blocked at the fault station i-1 for a period of time, and the downstream area is far from the fault area.

[0099] In the diagram, the thin solid lines represent the planned arrival times and stopping times of each train at each station, while the thin dashed lines represent the adjusted stopping times and travel times within the sections after calculating and implementing traffic control measures. The dotted-dash line arrows represent the adjusted travel speed reduction for each train calculated based on the traffic control algorithm's target; the slope of the angle relative to the horizontal line represents the adjusted travel speed. Gmax is the maximum target distance for controlled train intervals (calculated in terms of station distances) manually specified by the dispatcher before the calculation is executed.

[0100] In existing technologies, when a line congestion occurs, dispatchers need to adjust the operation of trains heading towards and away from the congestion point based on the estimated duration of the congestion, thus mitigating abnormally short or long intervals. Current dispatching systems lack effective algorithms and functionalities to support this operation; dispatchers must manually track the location and arrival / departure of each train on the line, manually instruct drivers to adjust train schedules, and observe the effects, which are often unsatisfactory. This invention introduces a travel speed-interval model, allowing the system to automatically calculate and execute multi-train coordinated adjustment targets in the affected area based on the estimated delay time.

[0101] This invention proposes a generalized multi-train cooperative slow-moving control strategy algorithm based on the location and delay time of the congestion. The output data can be directly connected to the signaling and train control system for automatic execution. This invention constructs an automated operation control method based on the signaling and train control system. After the dispatcher initiates a decision once, the system automatically controls the adjustment of all trains in the upstream and downstream directions of the fault congestion area based on the algorithm strategy, without the need for manual monitoring by the dispatcher, and achieves excellent execution efficiency.

[0102] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element.

[0103] In the description of this invention, it should be understood that the terms "center," "height," "thickness," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In the description of this invention, unless otherwise stated, "a plurality of" means two or more.

[0104] In the description of this invention, unless otherwise explicitly specified and limited, the terms "installation," "connection," "linking," and "fixing" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral part; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0105] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0106] Although the present invention has been described in detail through the preferred embodiments above, it should be understood that the above description should not be considered as a limitation of the present invention. Various modifications and substitutions to the present invention will be apparent to those skilled in the art after reading the above description. Therefore, the scope of protection of the present invention should be defined by the appended claims.

Claims

1. A method for controlling train operation in response to congestion on rail transit lines, characterized in that, include: Step 1: Based on the congestion delay time, determine the trains within the affected area; Step 2: Introduce the travel speed-interval calculation model to calculate the slow-moving and multi-stop control time for each train within the affected area. Step 3: Automatically send the slow-moving multi-stop control time to each train for execution; The calculation of the deceleration and multi-stop control time for each train includes: Determine the location of the fault; Dispatchers obtain the delay time through external information, and determine the minimum interval Gmin between subsequent upstream trains arriving at the fault point, and the maximum interval Gmax between downstream trains moving away from the fault point. Calculate the relative planned travel speed reduction percentage for each train that arrives at the fault point sequentially and for trains that are far from the fault point; Based on the calculated percentage decrease in relative planned travel speed for each train, the stop time and section running time control quantities for each train are calculated. The calculation of the relative planned travel speed reduction percentage includes: i) Calculate the relative planned travel speed reduction Rc of the upstream train reaching the fault point: Rc = Original planned travel time from the current location to the fault point / (Estimated delay time + n·Gmin); Where n represents the sequence value of each train arriving at the fault point; ii) Calculate the relative planned travel speed reduction ratio Rd of the downstream train as it moves further away from the fault point: Rd = m·Gmax / (Estimated delay time + scheduled running time from the current location to the fault point); Where m represents the train sequence value farthest from the fault point; Based on the calculated percentage decrease in relative planned travel speed for each train, the stop time and interval travel time control quantities for each train are calculated as follows: The interval running time Tr = min ( (Trs / R), Trmax), where Trs is the running time of the chart scale and Trmax is the longest running time that can be applied to this interval. Platform dwell time Td = (Tds+Trs) / R - Tr, where Tds is the scheduled dwell time and Trs is the scheduled travel time within the section. R represents the relative planned travel speed reduction ratio of the upstream or downstream train, Rc and Rd.

2. The train operation control method as described in claim 1, characterized in that, If the calculated decrease rate Rd is greater than 1, then take 1, which means that there is no need to slow down the operation.

3. A train operation control system for congested rail transit lines, used to implement the train operation control method as described in claim 1 or 2, characterized in that, include: The operation control module is used to control train operation; The automatic train monitoring system is used to send adjustment commands to the operation control module to control the operation of the train, and to obtain train position and status information from the operation control module. The intelligent scheduling strategy calculation module is used to run the travel speed-interval calculation model; the automatic train monitoring system transmits the position and status information of the train to the intelligent scheduling strategy calculation module, which generates the travel speed reduction ratio control amount for each train. The intelligent scheduling strategy decomposition and execution module dynamically calculates the slow-moving and multi-stop control time for each train based on the train speed reduction ratio control amount, and outputs it to each train for execution.

4. The train operation control system as described in claim 3, characterized in that, The adjustment instructions include: vehicle impoundment, vehicle departure, and speed limit instructions.

5. The train operation control system as described in claim 3, characterized in that, The intelligent scheduling strategy calculation module obtains information including: the train's current location, running time, scheduled time, and delay time.

6. The train operation control system as described in claim 5, characterized in that, The intelligent scheduling strategy calculation module obtains delay time information from the scheduler.

7. The train operation control system as described in claim 3, characterized in that, The time for slowing down and stopping multiple times for each train is sent to the Automatic Train Monitoring System (ATMS), which then sends it to the Operation Control Module (OCM), which controls each train to execute the commands.

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