A rail transit operation organization method based on online train coupling and uncoupling

Abstract

In response to the common differences in passenger flow between peak and off-peak hours in urban rail transit, the present invention proposes a method for organizing rail transit operations based on online train coupling and uncoupling. The method includes analyzing the online train coupling and uncoupling process, and calculating the coupling and uncoupling capacity of different stations based on the process analysis; obtaining the required number of coupling and uncoupling operation points based on the number of "N" train formations required during off-peak hours for the entire line; and implementing "N+N" coupling operation of trains during peak hours and "N" train formation operation during off-peak hours by setting up coupling and uncoupling lines at line turnaround stations and depot connection stations, thereby achieving the goal of low-carbon and environmentally friendly urban rail transit operations.

Description

Technical Field

[0001] The present invention relates to the field of rail transportation, and in particular to a rail transportation operation organization method based on online train coupling and uncoupling. Background Art

[0002] (1) Low-carbon and energy-saving requirements for urban rail transit

[0003] Urban rail transit is a high-capacity public transportation infrastructure and a key transportation mode for cities to guide green, low-carbon travel. Research is needed on energy-saving operating modes and the travel patterns of urban rail passengers, with a focus on the temporal and spatial distribution of passenger flow during peak and off-peak periods. This will enable precise matching of transport capacity and volume, reduce empty train rates, increase train load rates, and ensure a comfortable and convenient passenger experience.

[0004] (2) Limitations of train operation under fixed train formation conditions

[0005] Existing, widely used train organization methods primarily match transport capacity with passenger flow through route design and the adjustment of train schedules for different time periods. To address differences in passenger flow across different sections of a line, this approach primarily utilizes large and small routes or nested routes to spatially match transport capacity with cross-sectional passenger demand. To address differences in passenger demand across different time periods, the primary approach currently employed is to adjust train departure frequency, increasing the number of train pairs during peak hours and reducing the number during off-peak hours, thereby maximizing the matching of transport capacity with passenger demand across time periods.

[0006] The currently widely used fixed train formation organization method (including single and mixed formations) has the following problems. For single formations, passenger flow during off-peak and low-peak periods is low, typically only about one-quarter of peak hours. Single formations often reduce service levels, resulting in increased waiting times for passengers. For mixed formations, a mix of large and small formations runs during peak hours, complicating passenger platform flow organization.

[0007] (3) Coupling and uncoupling technology creates technical conditions for more flexible driving organization methods

[0008] Currently, rolling stock and signaling technologies are constantly evolving, and trials of online train coupling and uncoupling are underway in some cities, creating the technical conditions for more flexible train operation organization. To fully utilize online coupling and uncoupling technology to create more economical, flexible, and convenient operating conditions, it is necessary to analyze train operation organization methods based on the characteristics of coupling and uncoupling technology and develop a train operation organization method that is suitable for coupling and uncoupling. Summary of the Invention

[0009] In response to the above problems, the present invention analyzes the wiring coupling and uncoupling capabilities based on the difference characteristics of passenger flow during off-peak and peak hours in urban rail transit, combined with the vehicle online coupling and uncoupling technology, comprehensively considers the passenger flow demand during off-peak hours and the service level requirements during off-peak hours, calculates the coupling and uncoupling operation requirements of the entire line, and then obtains the number of coupling and uncoupling operation points required for the entire line. By designing corresponding wiring and driving organization plans, the conversion between off-peak and peak hours is reasonably completed, and "N+N" marshaling trains are operated during peak hours and "N" marshaling trains are operated during off-peak hours, so as to solve the technical problems raised in the above background technology. To achieve the above purpose, the present invention provides the following technical solution: a rail transit driving organization method based on online coupling and uncoupling of trains, comprising the following steps:

[0010] Step 1: Based on the existing online coupling and uncoupling technology for urban rail transit trains and the conditions required for coupling and uncoupling operations, analyze different train coupling and uncoupling operation processes;

[0011] Step 2: Based on the train coupling and uncoupling operation processes, calculate the coupling and uncoupling capabilities of the "N+N" train under different wiring configurations;

[0012] Step 3: Based on the peak and off-peak passenger flows, calculate the number of train pairs for "N+N" marshaling during peak hours and "N" marshaling during off-peak hours. Calculate the number of "N+N" marshaling and "N" marshaling trains required for the line based on the number of train pairs, and then determine the coupling and uncoupling requirements for the line.

[0013] Step 4: Calculate the number of coupling and uncoupling points required along the entire line based on the coupling and uncoupling requirements and the coupling and uncoupling capabilities of different wiring arrangements.

[0014] Step 5: Based on the characteristics of passenger flow sections, the coupling and uncoupling operation points are comprehensively designed in combination with the distribution of terminal turnaround stations, small route turnaround stations, and section connection stations, and the peak and flat-peak traffic route design and conversion operation process are completed.

[0015] Preferably, the train coupling operation process includes:

[0016] Step 1 of the coupling process is the coupling train preparation phase. After the coupled train clears its passengers, it runs in FAM / CBTC mode to the designated coupling and uncoupling area and stops accurately and steadily. The system then issues a coupling instruction to the coupled train and applies the brakes. After the uncoupling train clears its passengers, it runs in FAM / CBTC mode to a stop at a distance Y from the coupled train, completing the signal and vehicle coupling preparations.

[0017] The coupling step 2 is the coupling stage. The uncoupling train runs in RM mode until it stops at a distance of Z from the coupled train. After determining that the coupled train allows coupling, the system sends a coupling instruction. After the uncoupling train collides with the coupled train at a low speed, a coupling train is formed.

[0018] The third stage of coupling is the data configuration phase. The signal and vehicle should determine the correct marshaling information based on the coupling status information at both ends and automatically reconfigure the TCMS network of the signal and vehicle. This system configuration must be completed within the specified time.

[0019] The fourth step of coupling is the departure stage. ATS arranges the corresponding route according to the subsequent operation plan of the coupled train. After the coupling is completed, the train departs according to the subsequent operation plan and is put into operation.

[0020] Preferably, the train unmarshalling process includes:

[0021] Step 1 of the unbundling process is the stage where the unbundling train receives instructions. The system issues unbundling instructions to the unbundling train. After clearing the passengers, the unbundling train runs in FAM / CBTC mode to the designated unbundling area and stops accurately and steadily.

[0022] Step 2 of the uncoupling process is the uncoupling train preparation phase. After the uncoupling train stops accurately and stably in the designated uncoupling area, it sends an uncoupling condition request to the vehicle.

[0023] Step 3 of the unbundling process is the unbundling and data configuration phase. The system automatically or manually completes the electrical and mechanical unbundling, and displays the uncoupled status. The vehicle disconnects the electrical and mechanical couplers at both cars according to the signal system's instructions, separating into two trains. The signal and vehicle determine the correct marshaling information based on the coupling status information at both ends, and automatically reconfigure the signal and vehicle TCMS networks. This system configuration must be completed within the specified time.

[0024] Step 4 of the de-assembly is the departure stage. ATS arranges the corresponding route according to the subsequent operation plan of the de-assembly train. After the de-assembly is completed, the train departs according to the subsequent operation plan and is put into operation.

[0025] Preferably, the coupling and uncoupling capability includes: the coupling capability of the stop-behind-station line and the uncoupling capability of the stop-behind-station line; the coupling capability of the stop-behind-station line includes:

[0026] Step A1: The first "N" marshaling train goes from the platform to the reversing track to prepare for the second "N" marshaling train to enter the route;

[0027] Step A2: The second "N" marshaling train enters the station and stops steadily;

[0028] Step A3: The second "N" marshaling train disembarks passengers and proceeds to the reversing line at the same time;

[0029] Step A4: The second train arrives at the reversing track and stops once at position Y of the preceding train;

[0030] Step A5: Connect and connect the vehicle and handle the route operation for the departure operation;

[0031] Step A6: The coupled train runs to the platform and performs the train receiving and routing operation for the third "N" marshaling train;

[0032] The time interval for the coupling operation of the post-station stop line is T1. Based on T1, the coupling capacity C1 of the post-station stop line is calculated as follows:

[0033] C1=3600 / T1;

[0034] The post-station parking line demarsating capabilities include:

[0035] Step A'1: The first "N+N" marshaling train is disassembled and the first train is dispatched at the same time;

[0036] Step A'2: The first "N" marshaling train goes from the turnaround line to the platform;

[0037] Step A'3: The first "N" marshaling train carries out the passenger boarding operation, and the second "N" marshaling train carries out the departure operation at the same time;

[0038] Step A'4: The first "N" train departs;

[0039] Step A'5: The second "N" marshaling train arrives at the platform at a certain departure interval, and the second "N+N" coupled train enters the reversing line and stops steadily;

[0040] The time interval for the demarshalling operation of the parking line after the station is T2. The demarshalling capacity C2 of the parking line after the station is calculated based on T2 as follows:

[0041] C2=3600 / T2.

[0042] Preferably, the coupling and uncoupling capability further includes: intermediate stop line coupling capability and intermediate stop line uncoupling capability; the intermediate stop line coupling capability includes:

[0043] Step B1: The first train of “N” marshaling enters the station and stops;

[0044] Step B2: The first "N" marshaling train disembarks passengers and prepares for the second "N" marshaling train to receive passengers;

[0045] Step B3: The second "N" marshaling train takes over and stops at position Y from the preceding train;

[0046] Step B4: passengers disembark from the second "N" train;

[0047] Step B5: Perform the coupling operation and arrange the departure route;

[0048] Step B6: Boarding of passengers on the “N+N” coupled train;

[0049] Step B7: The "N+N" train is dispatched, and the third "N" train is connected;

[0050] The time interval for coupling and hanging operations at the middle stop line is T3. Based on T3, the coupling and hanging capacity C3 of the middle stop line is calculated as follows:

[0051] C3=3600 / T3;

[0052] The middle stop line decoding capabilities include:

[0053] Step B'1: The first "N+N" coupled train enters the station and stops;

[0054] Step B'2: passengers disembark from the first "N+N" train;

[0055] Step B'3: unmarshalling the first "N+N" coupled train;

[0056] Step B'4: board the train and process the departure of the first "N" marshaling train;

[0057] Step B'5: The first "N" marshaling train departs, and the second "N" marshaling train departs;

[0058] Step B'6: The second "N" train departs;

[0059] Step B'7: Handle the route for the second "N+N" coupled train;

[0060] The time interval for the middle stop line demarcation operation is T4. Based on T4, the middle stop line demarcation capacity C4 is calculated as follows:

[0061] C4=3600 / T4.

[0062] Preferably, the specific calculation method of the number of "N" marshaled trains in step 3 is:

[0063] Q=((2L / V+T)*M)+1, where: the number of off-peak train pairs is M pairs / h, the route length is L, the train calculation speed of the assigned vehicle is set to V, the train's return time at the starting and ending stations is set to T, and the number of "N" train formations is Q.

[0064] Preferably, the specific calculation method for the number of "N+N" marshaling trains in step 3 is:

[0065] Q'=((2L / V+T)*M')+1, where: the number of peak train pairs is M' pairs / h, the route length is L, the train calculation speed of the assigned vehicle is set to V, the train's return time at the starting and ending stations is set to T, and the number of "N+N" train formations is Q'.

[0066] Preferably, the full-line coupling and uncoupling capability in step 4 should meet the coupling and uncoupling operation requirements, as shown in the following formula:

[0067] 1) When Q is an even number:

[0068] G1×C1+G2×C3≥Q / 2;

[0069] G1×C2+G2×C4≥Q / 2;

[0070] 2) When Q is an odd number:

[0071] G1×C1+G2×C3≥(Q+1) / 2;

[0072] G1×C2+G2×C4≥(Q+1) / 2;

[0073] The number of coupling and uncoupling operation points for the rear stop line and the middle stop line of the station are G1 and G2 respectively.

[0074] Preferably, the train conversion operation process is specifically as follows: when the morning peak hour turns to the off-peak hour, the "N+N" coupled train is separated into two "N"-formed trains at the coupling and disassembly operation point, and the "N"-formed train is used for operation during the off-peak hour; when the off-peak hour turns to the peak hour, the two "N"-formed trains are coupled at the coupling and disassembly operation point to form one "N+N"-formed train, and the "N+N"-formed train is used for operation during the peak hour.

[0075] Compared with the prior art, the present invention has the following beneficial effects:

[0076] This method calculates the number of trains in operation during off-peak hours based on off-peak passenger demand. This method then integrates the coupling and uncoupling capabilities of different stations and operational feasibility requirements to rationally locate stations along the entire line capable of coupling and uncoupling. This dynamic adjustment of train formations through coupling and uncoupling achieves a dynamic match between transport capacity and passenger demand, ultimately achieving the low-carbon and environmentally friendly goals of urban rail transit operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0077] Figure 1 This is a schematic diagram of the train online coupling operation process.

[0078] Figure 2 Schematic diagram of the train online de-assembling operation process.

[0079] Figure 3 This is a schematic diagram of the connection and decoupling of the parking line behind the station.

[0080] Figure 4 This is a schematic diagram of the interval time for online coupling operations of trains on the stop line behind the station.

[0081] Figure 5 This is a schematic diagram of the interval time for online de-marshalling operations of trains on the stop line behind the station.

[0082] Figure 6 This is a schematic diagram of the connection and decoupling of the middle parking line in the station.

[0083] Figure 7 This is a schematic diagram of the interval time for online coupling operations of trains on the middle stop line of the station.

[0084] Figure 8 This is a schematic diagram of the interval time for online train demarshalling operations on the middle parking line of the station. DETAILED DESCRIPTION

[0085] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts are within the scope of protection of the present invention.

[0086] In the description of the present invention, it should be noted that the terms "center", "up", "down", "left", "right", "vertical", "horizontal", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the devices or components referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as limiting the present invention. In addition, the terms "first", "second", and "third" are only used for descriptive purposes and should not be understood as indicating or implying relative importance. In the description of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", and "set" should be understood in a broad sense, for example, they can be fixedly connected, detachably connected, or connected in one piece; they can be mechanically connected or electrically connected; they can be directly connected, or indirectly connected through an intermediate medium, or they can be internal connections between two components. For those of ordinary skill in the art, the specific meanings of the above terms in the present invention can be understood according to specific circumstances. The following describes an embodiment of the present invention based on its overall structure.

[0087] See also Figures 1-8 The present invention provides a technical solution, and the embodiments of the present invention are described in detail as follows with reference to the accompanying drawings:

[0088] Step 1: Design wiring for different connection and unconnection operations

[0089] According to the development status of online coupling and uncoupling technology of urban rail transit trains and the conditions required for coupling and uncoupling operations, different coupling and uncoupling operation wiring is designed.

[0090] Step 2: Calculation of wiring connection and unwiring capacity

[0091] Based on the train coupling and uncoupling operation processes, the coupling and uncoupling capabilities of "N+N" trains under different wiring forms are calculated.

[0092] Step 3: Line connection and decoupling requirements analysis

[0093] Based on peak and off-peak passenger flows, "N+N" train formations are used during peak hours, and "N" train formations are used during off-peak hours. The number of train pairs for "N+N" train formations during peak hours and "N" train formations during off-peak hours are calculated. Based on the number of train pairs, the required number of "N+N" and "N" train formations is calculated, which in turn determines the coupling and uncoupling requirements for the line.

[0094] Step 4: Calculate the number of coupling and uncoupling operation points along the entire line.

[0095] Based on the coupling and uncoupling requirements of the entire line and the coupling and uncoupling operation capabilities of different wiring, the number of coupling and uncoupling operation points required for the entire line is calculated.

[0096] Step 5: Design station wiring and train operation organization plan.

[0097] According to the passenger flow section characteristics of the entire line, the coupling and uncoupling operation wiring is comprehensively designed in combination with the terminal turnaround station, small route turnaround station, and yard connection station. "N+N" train formation is used during peak hours, and "N" train formation is used during off-peak hours. The train conversion operation process and traffic organization route are reasonably designed.

[0098] (1) Online linking and unlinking process

[0099] 1) Train online coupling operation process

[0100] The present invention first analyzes the train online coupling and uncoupling process. Figure 1As shown. Coupling step 1 is the coupling train preparation stage. After the coupled train clears the passengers, it runs in FAM / CBTC mode to the designated coupling and uncoupling area and stops accurately and steadily. The system sends a coupling instruction to the coupled train and applies the brakes. After the decoupling train clears the passengers, it runs in FAM / CBTC mode to stop a certain distance from the coupled train, completing the coupling preparation work of the signal and vehicle. Coupling step 2 is the coupling stage. The decoupling train runs in RM mode to stop again a certain distance from the coupled train. After determining that the coupled train allows coupling, the system sends a coupling instruction. After the decoupling train collides with the coupled train at low speed, it forms a coupled train. Coupling step 3 is the data configuration stage. The signal and vehicle should determine the correct formation information based on the coupling status information at both ends, and automatically reconfigure the TCMS network of the signal and vehicle. This system configuration must be completed within the specified time. The fourth step of coupling is the departure stage. ATS arranges the corresponding route according to the subsequent operation plan of the coupled train. After the coupling is completed, the train departs according to the subsequent operation plan and is put into operation.

[0101] 2) Train online disassembly and assembly process

[0102] Online decompilation process Figure 2 As shown, uncoupling step 1 is the uncoupling train receiving instructions. The system issues uncoupling instructions to the uncoupling train. After clearing passengers, the uncoupling train operates in FAM / CBTC mode to the designated uncoupling area and stops accurately and steadily. Uncoupling step 2 is the uncoupling train preparation stage. After the uncoupling train stops accurately and steadily in the designated uncoupling area, it sends an uncoupling condition request to the train. Uncoupling step 3 is the uncoupling and data configuration stage. The system automatically or manually completes electrical and mechanical uncoupling and displays the uncoupling status. Following the signal system's instructions, the train disconnects the electrical and mechanical couplings of the two cars, separating them into two trains. Based on the coupling status information at both ends, the signal and train determine the correct marshaling information and automatically reconfigure the TCMS network for the signal and train. This system configuration must be completed within the specified time. Uncoupling step 4 is the departure stage. The ATS arranges the corresponding route according to the uncoupling train's subsequent operation plan. After uncoupling is completed, the train departs according to the subsequent operation plan and enters operation.

[0103] (2) Calculation of wiring connection and unbinding capacity

[0104] 1) Stop line after the station

[0105] The wiring of the parking line after the station is as follows Figure 3 As shown, the time interval for coupling operation of the rear parking line is T1, including the time from the first "N" marshaling train to the reversing line to the third "N" marshaling train completing the operation and entering the reversing line, as shown in the figure. Figure 4As shown. Specifically divided into: the first "N" marshaling train from the platform to the reversing line, handles the train receiving route operation for the second "N" marshaling train; the second "N" marshaling train receives the train and enters the station and stops steadily; the second "N" marshaling train handles the passenger disembarkation operation and handles the operation to the reversing line at the same time; the second train arrives at the reversing line and stops once when it is a certain distance away from the preceding train; the coupling operation is carried out and the departure operation route operation is handled; the coupling train runs to the platform and handles the train receiving route operation for the third "N" marshaling train. Based on T1, the coupling capacity C1 of the post-station stop line is calculated as follows:

[0106] C1=3600 / T1 Formula 1

[0107] The time interval for the unmarshalling operation at the stop line after the station is T2, including the unmarshalling of the first "N+N" marshalling train at the stop line, and the second "N+N" marshalling train entering the stop line and stopping steadily. Figure 5 As shown. Specifically divided into: the first "N+N" marshaling train is disassembled, and the first "N" marshaling train is dispatched at the same time; the first "N" marshaling train goes from the reversing line to the platform; the first "N" marshaling train handles the passenger boarding operation, and the second "N" marshaling train is dispatched at the same time; the first "N" marshaling train departs; the second "N" marshaling train arrives at the platform at a certain departure interval, and the second "N+N" coupled train enters the reversing line and stops steadily. Based on T2, the disassembly capacity C2 of the parking line after the station is calculated as follows:

[0108] C2=3600 / T2 Formula 2

[0109] 2) Middle stop line

[0110] The middle parking line wiring is as follows Figure 6 As shown, the time interval for the coupling operation on the middle stop line is T3, which includes the time when the first "N" marshaling train arrives at the platform and the time when the third "N" marshaling train completes the train receiving operation. Figure 7 As shown. Specifically, it is divided into: the first "N" marshaling train enters the station and stops steadily; the first "N" marshaling train disembarks passengers and prepares for the second "N" marshaling train to receive the train; the second "N" marshaling train receives the train and stops steadily at a certain distance from the preceding train; the second "N" marshaling train disembarks passengers; the coupling operation is carried out and the departure route is handled; the "N+N" coupled train boards passengers; the "N+N" coupled train departs and prepares for the third "N" marshaling train to receive the train. Based on T3, the coupling capacity C3 of the intermediate parking line is calculated as follows:

[0111] C3=3600 / T3 Formula 3

[0112] The time interval for the unmarshalling operation at the middle stop line is T4, which includes the time from the first "N+N" coupled train entering the station and stopping to the time when the second "N+N" coupled train completes the train connection route. Figure 8As shown. Specifically, it is divided into: the first "N+N" coupled train enters the station and stops steadily; the first "N+N" coupled train disembarks passengers; the first "N+N" coupled train is unmarshalled; the train is loaded with passengers, and the first "N" marshalling train is dispatched; the first "N" marshalling train is dispatched, and the second "N" marshalling train is dispatched; the second "N" marshalling train is dispatched; and the second "N+N" coupled train is received. Based on T4, the unmarshalling capacity C4 of the middle stop line is calculated as follows:

[0113] C4=3600 / T4 Formula 4

[0114] (3) Calculate the line connection and disconnection operation requirements

[0115] According to the passenger flow scale and service level requirements of the line during off-peak hours, the number of train pairs running during off-peak hours is determined to be M pairs / h. The route length is set to L, a single route is operated, the travel speed of the train calculation vehicle is set to V, and the return time of the train at the starting and ending stations is set to T. Then the number Q of "N" train formations required during off-peak hours can be calculated.

[0116] Q=((2L / V+T)*M)+1 Formula 5

[0117] The number of train pairs running during peak hours is M' pairs / h, so the required number of "N+N" train formations Q' can be calculated.

[0118] Q'=((2L / V+T)*M')+1 Formula 6

[0119] Q'=((2L / V+T)*M')+1, where: the number of peak train pairs is M' pairs / h, the route length is L, the train calculation speed of the assigned vehicle is set to V, the train's return time at the starting and ending stations is set to T, and the number of "N+N" train formations is Q'.

[0120] (4) Calculate the number of coupling and uncoupling operation points along the entire line

[0121] Based on the calculated coupling and uncoupling operation requirements and the coupling and uncoupling operation capabilities of different distribution lines, the number of coupling and uncoupling operation points on the entire line is calculated. The coupling and uncoupling capacity of the entire line should meet the coupling and uncoupling operation requirements. The number of coupling and uncoupling operation points on the stop line after the station is set and the stop line in the middle of the station is G1 and G2 respectively, which should meet the following formula:

[0122] 1) When Q is an even number:

[0123] G1×C1+ G2×C3≥Q / 2 Equation 6

[0124] G1×C2+ G2×C4≥Q / 2 Equation 7

[0125] 2) When Q is an odd number:

[0126] G1×C1+ G2×C3≥ (Q+1) / 2 Equation 8

[0127] G1×C2+ G2×C4≥ (Q+1) / 2 Equation 9

[0128] (5) Design station wiring and train routes

[0129] Based on online coupling and uncoupling technology, the line will use "N+N" train formations during peak hours and "N" train formations during off-peak hours. It is recommended that coupling and uncoupling operation lines be installed at all starting and ending stations, short-circuit turnaround stations, and depot connection stations along the entire line.

[0130] During operation, when the morning peak turns to off-peak, the "N+N" train is split into two "N" trains at the coupling and uncoupling point, and the "N" train is used for operation during off-peak hours. When the off-peak turns to peak, the two "N" trains are coupled at the coupling and uncoupling point to form one "N+N" train, and the "N+N" train is used for operation during peak hours.

[0131] Implementation Cases:

[0132] Taking common urban rail transit lines as an example, the driving organization scheme of coupling and uncoupling is used for analysis.

[0133] Basic parameters:

[0134] 1) Line length 40km, line design speed 80km / h;

[0135] 2) The system selection is for "3+3" B-type trains with a maximum operating speed of 80 km / h and can be coupled and uncoupled online;

[0136] 3) Assuming that a single route is used in each year, 14 pairs of trains / hour, 18 pairs of trains / hour, and 24 pairs of trains / hour will be operated in the initial, near, and long-term peak hours, and 9 pairs of trains / hour, 10 pairs of trains / hour, and 12 pairs of trains / hour will be operated in the off-peak hours in each year;

[0137] 4) The line travel speed is 35km / h for calculating the assigned vehicle;

[0138] (2) Driving organization scheme based on online coupling and uncoupling

[0139] Based on online coupling and uncoupling technology, "3+3" coupled trains are operated during peak hours, and 3-car trains after uncoupling are operated during off-peak hours.

[0140] 1) Calculation of vehicle usage during peak hours and off-peak hours

[0141] Peak hour trains ("3+3" coupled trains): initially 34, 43 and 58 trains.

[0142] Trains used during off-peak hours (3-car trains after disassembly): initially 22, 24 and 29 trains.

[0143] 2) Full-day driving plan for coupling and uncoupling scheme

[0144] Table 1 Full-day driving plan for coupling and uncoupling scheme

[0145]

[0146]

[0147] (3) Energy saving analysis of coupling and uncoupling scheme

[0148] Based on the above full-day driving plan, the comparison of the full-day vehicle-kilometer indicators compared with the fixed 6-car train is as follows:

[0149] Table 2 Car-kilometer indicators for coupling and uncoupling schemes and fixed marshaling schemes

[0150] Daily vehicle kilometers (vehicle kilometers) Coupling and uncoupling driving plan Fixed train formation scheme Early stage 57120 (save 31%) 83040 recent 69120 (save 30%) 98880 Long-term 87840 (save 29%) 123840

[0151] In summary, the coupled and uncoupled operation schemes for each year utilize small trains during off-peak hours, thus saving approximately 30% in daily vehicle-kilometers compared to the fixed six-car train scheme, while maintaining the same service level. According to statistics, the national urban rail transit vehicle-kilometer operating cost in 2021 was 23.6 yuan, of which labor costs accounted for 51.2% and electricity costs accounted for 9.6% (traction energy consumption accounted for 50% of total electricity consumption). Traction energy consumption was approximately 1.13 yuan per vehicle-kilometer. Therefore, the annual traction energy savings for each year are 10.69 million yuan, 12.27 million yuan, and 14.85 million yuan, respectively. Over the 25-year operation period, the cumulative traction energy savings are 340 million yuan, representing a significant energy saving effect.

[0152] It is obvious to those skilled in the art that the present invention is not limited to the details of the above-mentioned exemplary embodiments, and that the present invention can be implemented in other specific forms without departing from the spirit or essential characteristics of the present invention. Therefore, from any point of view, the embodiments should be regarded as exemplary and non-restrictive. The scope of the present invention is defined by the appended claims rather than the above description. Therefore, it is intended that all changes that fall within the meaning and scope of the equivalent elements of the claims are included in the present invention, and any figure marks in the claims should not be regarded as limiting the claims involved.

Claims

1. A rail transit operation organization method based on online train coupling and uncoupling, characterized in that: The following steps are involved: Step 1: Based on the existing online coupling and uncoupling technology for urban rail transit trains and the conditions required for coupling and uncoupling operations, analyze the train coupling and uncoupling operation processes; Step 2: Based on the train coupling and uncoupling operation processes, calculate the coupling and uncoupling capabilities of "N+N" trains under different wiring configurations; Step 3: Based on the peak and off-peak passenger flows, calculate the number of train pairs for "N+N" marshaling during peak hours and "N" marshaling during off-peak hours. Calculate the number of "N+N" marshaling and "N" marshaling trains required for the route based on the number of train pairs, and then determine the coupling and uncoupling requirements for the route. Step 4: Calculate the number of coupling and uncoupling points required for the entire line based on the coupling and uncoupling requirements and the coupling and uncoupling capabilities of different wiring arrangements. Step 5: Based on the characteristics of passenger flow sections, the coupling and uncoupling operation points are comprehensively designed in combination with the distribution of terminal turnaround stations, small route turnaround stations, and section connection stations. The design of the peak and off-peak traffic routes and the conversion operation process are completed. The train coupling operation process includes: Step 1 of the coupling process is the coupling train preparation phase. After the coupled train clears its passengers, it runs in FAM / CBTC mode to the designated coupling and uncoupling area and stops accurately and steadily. The system then issues a coupling instruction to the coupled train and applies the brakes. After the uncoupling train clears its passengers, it runs in FAM / CBTC mode to a stop at a distance Y from the coupled train, completing the signal and vehicle coupling preparations. The coupling step 2 is the coupling stage. The uncoupling train runs in RM mode until it stops at a distance of Z from the coupled train. After determining that the coupled train allows coupling, the system sends a coupling instruction. After the uncoupling train collides with the coupled train at a low speed, a coupling train is formed. The third stage of coupling is the data configuration phase. The signal and vehicle should determine the correct marshaling information based on the coupling status information at both ends and automatically reconfigure the TCMS network of the signal and vehicle. This system configuration must be completed within the specified time. The fourth step of coupling is the departure stage. ATS arranges the corresponding route according to the subsequent operation plan of the coupled train. After the coupling is completed, the train departs according to the subsequent operation plan and is put into operation.

2. A rail transit operation organization method based on online train coupling and uncoupling according to claim 1, characterized in that: The train unmarshalling process includes: Step 1 of the unbundling process is the stage where the unbundling train receives instructions. The system issues unbundling instructions to the unbundling train. After clearing the passengers, the unbundling train runs in FAM / CBTC mode to the designated unbundling area and stops accurately and steadily. Step 2 of the uncoupling process is the uncoupling train preparation phase. After the uncoupling train stops accurately and stably in the designated uncoupling area, it sends an uncoupling condition request to the vehicle. Step 3 of the unbundling process is the unbundling and data configuration phase. The system automatically or manually completes the electrical and mechanical unbundling, and displays the uncoupled status. The vehicle disconnects the electrical and mechanical couplers at both cars according to the signal system's instructions, separating into two trains. The signal and vehicle determine the correct marshaling information based on the coupling status information at both ends, and automatically reconfigure the signal and vehicle TCMS networks. This system configuration must be completed within the specified time. Step 4 of the de-assembly is the departure stage. ATS arranges the corresponding route according to the subsequent operation plan of the de-assembly train. After the de-assembly is completed, the train departs according to the subsequent operation plan and is put into operation.

3. The method for organizing rail transit operations based on online train coupling and uncoupling according to claim 1, characterized in that: The coupling and uncoupling capability includes: the coupling capability of the stop line after the station and the uncoupling capability of the stop line after the station; the coupling capability of the stop line after the station includes: Step A1: The first "N" marshaling train goes from the platform to the reversing track to prepare for the second "N" marshaling train to enter the route; Step A2: The second "N" marshaling train enters the station and stops steadily; Step A3: The second "N" marshaling train disembarks passengers and proceeds to the reversing line at the same time; Step A4: The second train arrives at the reversing track and stops once at position Y of the preceding train; Step A5: Connect and connect the vehicle and handle the route operation for the departure operation; Step A6: The coupled train runs to the platform and performs the train receiving and routing operation for the third "N" marshaling train; The time interval for the coupling operation of the post-station stop line is T1. Based on T1, the coupling capacity C1 of the post-station stop line is calculated as follows: C1=3600 / T1; The post-station parking line demarsating capabilities include: Step A'1: The first "N+N" marshaling train is disassembled and the first train is dispatched at the same time; Step A'2: The first "N" train group goes from the turnaround line to the platform; Step A'3: The first "N" marshaling train carries out the passenger boarding operation, and the second "N" marshaling train carries out the departure operation at the same time; Step A'4: The first "N" train departs; Step A'5: The second "N" marshaling train arrives at the platform at a certain departure interval, and the second "N+N" coupled train enters the reversing line and stops steadily; The time interval for the demarshalling operation of the parking line after the station is T2. The demarshalling capacity C2 of the parking line after the station is calculated based on T2 as follows: C2=3600 / T2.

4. The method for organizing rail transit operations based on online train coupling and uncoupling according to claim 1, characterized in that: The coupling and uncoupling capability also includes: intermediate stop line coupling capability and intermediate stop line uncoupling capability; the intermediate stop line coupling capability includes: Step B1: The first train of "N" marshaling enters the station and stops; Step B2: The first "N" marshaling train disembarks passengers and prepares for the second "N" marshaling train to receive passengers; Step B3: The second "N" marshaling train takes over and stops at position Y from the preceding train; Step B4: Passengers disembark from the second "N" train; Step B5: Perform the coupling operation and arrange the departure route; Step B6: "N+N" coupled train boarding passengers; Step B7: The "N+N" train departs and the third "N" train is connected; The time interval for coupling and hanging operations at the middle stop line is T3. Based on T3, the coupling and hanging capacity C3 of the middle stop line is calculated as follows: C3=3600 / T3; The middle stop line decoding capabilities include: Step B'1: The first "N+N" coupled train enters the station and stops; Step B'2: passengers disembark from the first "N+N" train; Step B'3: Disassembling the first "N+N" coupled train; Step B'4: Board the train and process the departure of the first "N" train; Step B'5: The first "N" marshaling train departs, and the second "N" marshaling train departure operation is processed; Step B'6: The second "N" train departs; Step B'7: Handle the route for the second "N+N" coupled train; The time interval for the middle stop line demarcation operation is T4. Based on T4, the middle stop line demarcation capacity C4 is calculated as follows: C4=3600 / T4.

5. The method for organizing rail transit operations based on online train coupling and uncoupling according to claim 1, characterized in that: The specific calculation method for the number of "N" marshaled trains in step 3 is: Q=((2L / V+T)*M)+1, where: the number of off-peak train pairs is M pairs / h, the route length is L, the calculated travel speed of the train assigned vehicle is set to V, the train's return time at the starting and ending stations is set to T, and the number of "N" train formations is Q.

6. The method for organizing rail transit operations based on online train coupling and uncoupling according to claim 1, characterized in that: The specific calculation method for the number of "N+N" marshaling trains in step 3 is: Q'=((2L / V+T)*M')+1, where: the number of train pairs during peak hours is M' pairs / h, the route length is L, the calculated travel speed of the train's assigned vehicle is V, the train's return time at the starting and ending stations is T, and the number of "N+N" train formations is Q'.

7. The method for organizing rail transit operations based on online train coupling and uncoupling according to claim 1, characterized in that: The full-line coupling and uncoupling capability in step 4 should meet the coupling and uncoupling operation requirements, as shown in the following formula: G1×C1+ G2×C3≥Q / 2; G1×C2+ G2×C4≥Q / 2; G1×C1+ G2×C3≥(Q+1) / 2; G1×C2+ G2×C4≥(Q+1) / 2; The number of coupling and uncoupling operation points for the rear stop line and the middle stop line of the station are G1 and G2 respectively.

8. The rail transit operation organization method based on online train coupling and uncoupling according to claim 1 is characterized in that: The conversion operation process in step five is specifically as follows: when the morning peak hour turns to the off-peak hour, the "N+N" coupled train is separated into two "N" marshaling trains at the coupling and uncoupling operation point, and the "N" marshaling train is used for operation during the off-peak hour; when the off-peak hour turns to the peak hour, the two "N" marshaling trains are coupled at the coupling and uncoupling operation point to form one "N+N" marshaling train, and the "N+N" marshaling train is used for operation during the peak hour.

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