Station minimum tracking interval based on rear vehicle jump and application of station minimum tracking interval

Abstract

The invention discloses a station minimum tracking interval based on rear train station jumping and application thereof, belongs to the technical field of urban rail transit operation organization and management, and provides a station minimum tracking interval condition for rear train station jumping and a train complete alternate station jumping operation method applying the interval condition. And the stations and the trains are classified respectively. When different trains pass through the same station, two station minimum tracking intervals of different sizes, namely station jumping of the rear train and station stopping of the rear train, are alternately changed, an equivalent minimum tracking interval is further provided, and the equivalent minimum tracking interval between any two adjacent trains is the mean value of the two minimum tracking intervals. The urban rail train station jumping operation method is provided, that is, when a train jumps at an individual station, the current station jumping train and the preceding train adopt the minimum tracking interval of the station jumping of the next train. Therefore, the jump station operation mode is beneficial to improving the train operation efficiency, and meanwhile, the passenger travel cost and the enterprise cost are reduced.

Description

Technical Field

[0001] The invention belongs to the technical field of urban rail transit operation organization and management, and is particularly suitable for the travel of large-volume subway passengers during peak hours. It provides a minimum tracking interval of a rear train skipping station and an urban rail train skipping station operation method using the minimum tracking interval of a rear train skipping station. Background Art

[0002] With the development of urban economy and the increase of population, the scale of cities is getting larger and larger. The problem of congestion during peak hours has seriously reduced the quality of people's travel. At the same time, the goal of energy conservation and emission reduction has also put forward higher requirements for the operation mode of trains. The large number of waiting passengers and the single operation mode of trains have caused some passengers to be stranded on the platform for a long time. Passengers hope to reduce travel costs. Therefore, they have put forward higher requirements for the train tracking interval while meeting the speed limit requirements. Therefore, from the perspective of transportation science, it is necessary to adjust the train operation organization mode to meet the operation system with a shorter tracking interval.

[0003] Nowadays, the railway system is developing in the direction of intelligence, efficiency and safety. The method of alternating skipping stations for urban rail trains can effectively alleviate the high passenger flow pressure during peak hours, reduce the difficulty of passenger travel and reduce the energy consumption costs of enterprises. The mismatch between the passenger flow demand of urban rail transit and the service capacity of trains is mainly reflected in two aspects: one is the mismatch in time, that is, the short-term passenger flow far exceeds the service capacity; the other is the mismatch in space, that is, the directional passenger flow makes the line station more crowded during peak hours. Existing scholars (Meng Fanting, Yang Lixing, Lu Yahan, et al. Study on the coordinated optimization of urban rail train operation diagram and station flow limit considering the skipping strategy [J]. Transportation Systems Engineering and Information, 2021, 21(03): 156-162.) have studied reducing passenger congestion by limiting the number of passengers on the station platform, but the passenger travel problem has not been solved. Some urban rail lines adopt the nested operation mode of fast and slow trains to meet the direct access needs of passengers at a few stations, but the tracking interval cannot be effectively shortened due to slow trains. Other scholars (Yao Enjian, Zhang Jinmeng, Xun Ning. Optimization of the operation scheme of large and small routes of urban rail under the guidance of efficiency and fairness [J]. Journal of South China University of Technology (Natural Science Edition), 2020, 48(05): 41-48+57) studied the operation mode of large and small routes, but did not consider the issue of transfer stations within the route. Another scholar (Cao Zhichao, Yuan Zhenzhou, Li Dewei, et al. Optimization of the operation scheme of urban rail transit crossing station mode [J]. Journal of the China Railway Society, 2017, 39(11): 15-22.) studied the use of flexible skipping station mode, but did not consider the minimum tracking interval requirement during the station crossing process in the research process, and the flexible skipping station mode increased the difficulty of operation organization and the difficulty of passengers' boarding decision-making. Although patents CN101786460A and CN113988371A propose a train skipping station operation mode, the same interval is still used during the skipping station operation, that is, the minimum tracking interval for each stop.

[0004] In order to shorten the travel time of passengers, higher requirements are put forward for the train tracking interval under the speed limit requirements. Therefore, the train operation organization mode needs to be adjusted from the perspective of transportation science. Since the calculation of the minimum tracking interval of urban rail train stations does not take into account the intervals of train arrival, arrival, departure, and departure under the condition of multiple wiring, it provides a new way to calculate the station tracking interval for trains to completely alternately skip stations. The rear train skipping station operation mode can effectively shorten the minimum tracking interval of trains at stations, significantly increase the departure density and reduce the overall passenger time on board and the operating costs of enterprises, saving unnecessary energy loss. Therefore, the completely alternate skipping station operation organization mode will be the development trend of urban rail transit.

[0005] As the speed of urban rail trains increases and the number of passengers increases, passenger flow prediction systems based on image recognition continue to make new progress. The prediction of dynamic passenger data flow based on deep learning neural networks can provide strong data support for determining the operation organization mode. The starting and braking performance of subway trains is also constantly developing, which can further shorten the tracking interval, making the urban rail train full alternating station skipping scheme more promising.

[0006] In view of the above situation, the optimization of the plan of completely alternating and skipping stations for urban rail trains during peak hours can have many advantages in reducing passenger travel costs and enterprise costs. Summary of the invention

[0007] The purpose of the present invention is to relieve the travel pressure of passengers and reduce the travel costs of passengers, and proposes a minimum tracking interval based on the skipping station of the rear train and an urban rail train skipping station operation method using the minimum tracking interval based on the skipping station of the rear train.

[0008] The minimum tracking interval at a station where the rear train skips a station refers to the traditional stop-at-every-station operation mode of urban rail trains. Since the train running efficiency is restricted due to the long station interval, a minimum tracking interval at a station where the rear train skips a station is proposed, which is different from the minimum tracking interval at a station where the rear train stops (i.e. the existing minimum tracking interval at a station where the train stops at every station). It is characterized in that the minimum tracking interval at a station where the rear train skips a station is specifically: it starts when the front train accelerates to clear the safety section to the exit mark point after stopping at the station, and ends when the rear train just enters the station at the entry mark point and skips the station and runs at a uniform speed to the exit mark point. The minimum tracking interval at a station where the rear train skips a station includes the delayed reaction time t1, the entry operation time t2 required for the rear train to track the front train at a uniform speed, and the exit operation time t3 required for the rear train to track the front train at a uniform speed and travel to a safe distance and a train length. When the rear train skips a station, the rear train does not stop when passing through the station, which saves the stop time and the time consumed in the acceleration and deceleration process. It is significantly smaller than the minimum tracking interval at a station where the rear train stops at every station. The specific operation mode is as follows Figure 1 As shown, the calculation process is similar to the interval minimum tracking interval.

[0009] Furthermore, the minimum tracking interval of the following train at the station is calculated as follows: the preceding train passes the exit mark point and the current train reaches the entry mark point. The current train decelerates and brakes when passing the station, stops at the station to wait for passengers to get on and off, and then accelerates and starts to drive to a safe distance to the exit mark point. The minimum tracking interval of the following train at the station is composed of the delayed reaction time t1, the deceleration and braking time t2′ of the following train, and the station stay time t s and the following vehicle accelerates out of the station time t3′. The specific operation mode is as follows Figure 2 As shown, the calculation process is the same as the minimum tracking interval for each stop.

[0010] When the train adopts the complete alternating skipping station tracking operation mode, all stations on a line are numbered with positive integers, consisting of odd-numbered stations and even-numbered stations. The trains are divided into type A and type B. Type A trains stop at odd-numbered stations and skip even-numbered stations, and type B trains stop at even-numbered stations and skip odd-numbered stations. The characteristic is that type A trains and type B trains are sent out alternately at the departure station, which is different from the existing departure station and the terminal station, and the complete alternating skipping station tracking operation method also needs to meet the skipping station constraint at the departure station and the terminal station. When the train passes through each station, the type B train and the preceding type A train when passing the odd-numbered station, and the type A train and the preceding type B train when passing the even-numbered station, both adopt the station minimum tracking interval condition based on the following train skipping the station; the type A train and the preceding type B train when passing the odd-numbered station, and the type B train and the preceding type A train when passing the even-numbered station, both adopt the station minimum tracking interval condition based on the following train stopping the station, that is, the existing station-stopping station minimum tracking interval condition. When the same train passes different stations, the two types of station minimum tracking intervals are alternately changed. At the station, the two tracking modes of the leading train skipping the station and the following train stopping, and the leading train stopping at the station and the following train skipping the station are switched alternately. Therefore, from the perspective of shortening the tracking interval of urban rail trains, the present invention designs two minimum tracking interval times, namely, the minimum tracking interval for the following train to stop at the station and the minimum tracking interval for the following train to skip the station. The train operates with a shorter tracking interval, but always meets the operating system constraints and the minimum tracking interval requirements.

[0011] A method for completely alternating skipping stations of urban rail trains based on the minimum tracking interval of the rear train skipping station has an equivalent minimum tracking interval, which is used to calculate the station throughput capacity, better measure the time shortened by the alternating skipping station, and reflect the transportation efficiency of the alternating skipping station. It is characterized in that: during the operation of the train, the time interval between the i-1th train and the i+1th train passing the same station is always equal to the sum of the minimum tracking interval of the rear train skipping station and the minimum tracking interval of the rear train stopping station. This equivalent minimum tracking interval is the average of any two adjacent minimum tracking intervals, that is, the equivalent minimum tracking intervals between the i-th train and the i-1th train and the i-th train and the i+1th train are the averages of any two adjacent minimum tracking intervals.

[0012] When the train adopts the alternate skipping station tracking mode, the minimum tracking interval of the same train changes alternately when passing different stations, and the tracking distance of the train is always in dynamic change, with the maximum distance being S max , the minimum distance is S min The existing train stop-at-station and alternate-skip-station organization modes use a unified departure interval, while the operation mode of the present invention can use two departure intervals according to the two different minimum tracking intervals of the rear train stopping at a station and the rear train skipping a station, so as to improve the train operation efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0013] In order to more clearly illustrate the embodiments of the present application or the technical solutions in the prior art, the drawings required for use in the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments recorded in the present invention. For ordinary technicians in this field, other drawings can also be obtained based on these drawings.

[0014] Figure 1 This is a schematic diagram of the minimum tracking interval at a station where the rear train will skip a station.

[0015] Figure 2 This is a schematic diagram of the minimum tracking interval at the station where the following vehicle stops.

[0016] Figure 3 This is the operation relationship diagram between stations of alternate skipping trains.

[0017] Figure 4 This is a schematic diagram of the periodic change of train speed.

[0018] Figure 5 This is a schematic diagram of the optimization of train operation with alternate skipping stations. DETAILED DESCRIPTION

[0019] In order to make the purpose, technical solutions and advantages of the present invention more clearly described, the present invention will be described more comprehensively with reference to the relevant drawings. The preferred embodiments of the present invention are shown in the drawings. However, the present invention can be embodied in many different forms and is not limited to the embodiments described herein. On the contrary, the purpose of providing these embodiments is to make the understanding of the disclosure of the present invention more thorough and comprehensive.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as those commonly understood by those skilled in the art of the present invention. The terms used herein in the specification of the present invention are only for the purpose of describing specific embodiments and are not intended to limit the present invention. The term "and / or" used herein includes any and all combinations of one or more related listed items.

[0021] According to the embodiment of the present invention, the calculation of the minimum tracking interval of the following train skipping a station is considered to start from when the leading train first stays at the station for a certain period of time when passing the station, then accelerates to clear the station and travels to a safe distance, and ends when the following train meets the station speed limit and directly passes through the station and travels to a safe distance, corresponding to the operation mode of the leading train skipping the station and the following train stopping at the station. Figure 1 The following figure shows the minimum tracking interval of the following train skipping station. Therefore, the minimum tracking interval of the following train skipping station is calculated by formula (5).

[0022] S1=v2t1 (1)

[0023]

[0024] T f =t1+t2+t3 (5)

[0025] Where T f It represents the minimum tracking interval of the following train when it skips a station. t1 is the delayed reaction time of the following train, including the braking reaction time and the driver's delayed reaction time. t2 is the time for the train to pass through S2 at a constant speed at the station speed. t3 is the time for the train to pass through S3 and S4 at a constant speed at the station speed. S1 is the delayed reaction distance of the following train. S2 is the braking distance of the following train under the most unfavorable condition. S3 is the safety distance. S4 is one train length. v2 is the speed of the following train.

[0026] In the embodiment, the safety distance refers to the "braking distance in the most unfavorable situation" to ensure that the following train stops safely behind the preceding train. The safety distance is generally calculated by losing a certain proportion of the braking rate in the case of partial braking rate failure. Therefore, when calculating the safety distance, it can be determined by taking a certain proportion of the braking rate and the difference between the braking distance in the case of no braking failure.

[0027] In the embodiment, the delayed reaction distance of the following vehicle refers to the position error caused by the train delaying the receipt of real-time position information due to the driver's reaction time and the transmission of equipment information during the operation of the train.

[0028] In the embodiment, according to the line data, train model and marshaling method, t1 can be 0.5s-5s; t2 can be 7.6s-13.9s; t3 can be 6.3s-12s. f Take 14.4s-30.9s. The urban rail train must meet the minimum tracking interval condition for the following train to skip the station during actual operation. When calculating the minimum tracking interval, the present invention considers the use of absolute moving block system according to the existing signal equipment conditions. As the signal equipment is continuously upgraded, other block systems can be considered. The train is not limited to uniform acceleration or accelerated operation during actual operation. For the convenience of calculation, the present invention adopts uniform acceleration or uniform deceleration.

[0029] When calculating the minimum tracking interval at a station where the following train stops, it is considered that the following train starts when the leading train passes the station at the station speed and travels to a safe distance, and the following train slows down and brakes to enter the station, and accelerates to clear the station after stopping and travels to a safe distance, which corresponds to the operation mode of the leading train skipping the station and the following train stopping at the station. Figure 2 The following figure shows the minimum tracking interval of the following vehicle stopping at a station. Therefore, the minimum tracking interval of the following vehicle stopping at a station consists of four parts: the delayed reaction time of the following vehicle and the deceleration and braking time, the stopping time of the following vehicle and the time when the following vehicle accelerates to clear the station and reaches the exit mark point. In summary, the calculation method of the minimum tracking interval of the following vehicle stopping at a station is similar to that of the minimum tracking interval of the following vehicle stopping at every station, as shown in formula (8).

[0030]

[0031] T f ′=t1+t2′+t3′+t s (8)

[0032] Where T f ′ represents the following car stopping interval, t2′ represents the following car braking time, t3′ represents the train clearing the station with acceleration a1 and passing the safety distance, t s is the stop time. According to the line data, train model and marshaling method, t1 can be 0.5s-5s; t2 can be 16.7s-27.7s; t3 can be 18.7s-20s. s The possible value is 20s-45s. f ′ can be calculated to be 55.9s-97.7s.

[0033] like Figure 3 As shown, a method for optimizing the inter-station operation relationship of urban rail trains with complete alternating station skipping during peak hours is provided. During the process of alternating station skipping, all stations on a line are numbered with positive integers according to the different passing modes of the preceding and following trains during peak hours, and the stations are composed of odd-numbered stations and even-numbered stations. The trains are divided into type A and type B. Type A trains stop at odd-numbered stations and skip even-numbered stations, and type B trains stop at even-numbered stations and skip odd-numbered stations.

[0034] like Figure 4 The figure shows the speed change of the train when the train skips stations alternately. In the figure, the front and rear trains have the same running speed in the section. For the sake of clarity, they are staggered in the figure. The tracking interval of type A and type B trains also changes periodically when passing through stations.

[0035] like Figure 5The figure shows a schematic diagram of an optimization scheme for the alternating skipping station operation of urban rail trains during peak hours. The dotted line in the figure represents the train stop-at-every-station operation mode, the solid line represents the alternating skipping station operation mode of Type A vehicles, and the dotted line represents the alternating skipping station operation mode of Type B vehicles. At the departure station, Type A vehicles and Type B vehicles are dispatched alternately, which is different from the existing mode of not skipping stations at both the departure station and the terminal station. The present invention also needs to satisfy the skipping station constraint at the departure station and the terminal station. When passing through each station, the minimum tracking interval condition based on the following vehicle skipping the station is adopted between the Type B vehicle and the preceding Type A vehicle when passing through odd-numbered stations, and between the Type A vehicle and the preceding Type B vehicle when passing through even-numbered stations; the minimum tracking interval condition based on the following vehicle stopping at the station is adopted between the Type A vehicle and the preceding Type B vehicle when passing through odd-numbered stations, and between the Type B vehicle and the preceding Type A vehicle when passing through even-numbered stations, that is, the existing minimum tracking interval condition for stopping at each station.

[0036] In the embodiment, different minimum tracking intervals can be calculated according to the line data, train models and marshaling modes. The present invention provides a value range for the data involved according to the existing technical conditions during the calculation. For example, two minimum tracking intervals are calculated using the parameters of a certain urban rail line. The minimum tracking interval for the station where the rear train skips a station is 22.6s, and the minimum tracking interval for the station where the rear train stops is 76.8s.

[0037] In order to better measure the time shortened by the two minimum tracking intervals of alternating station skipping, a calculation method of the equivalent minimum tracking interval based on the minimum tracking interval of alternating stations is proposed, which can calculate the station throughput capacity. f As shown in formula (9), take the average of the minimum tracking interval of the following car stopping at a station and the minimum tracking interval of the following car skipping a station, and compare the calculated equivalent tracking interval with the minimum interval of stopping at every station. It can be found that the tracking interval is significantly shortened.

[0038]

[0039] The beneficial effects brought by the technology of the present invention: The direct result of this organization method of train alternating skipping station operation based on the minimum tracking interval of the rear train skipping station is to shorten the train's running interval at the station, save the train's entry and exit time, and because the main factors affecting the station's throughput capacity are the tracking interval and the efficiency of entering and exiting the station, the line's transportation capacity is improved. After calculation, it can be seen that the equivalent minimum tracking interval is 49.7s. When the alternating minimum tracking interval is used, the equivalent minimum tracking interval is shortened by 27.1s compared to the minimum tracking interval of 76.8s for the rear train to stop at the station, which improves the transportation capacity of the urban rail train operation system as a whole.

[0040] Through the calculation of the tracking interval, it is found that the station tracking interval is the constraint on the minimum tracking interval of the train in the main line tracking interval. The station capacity refers to the number of trains that can pass through the fixed equipment of the rail transit line in a unit time (usually peak hours for subways and light rails, and a day and night for suburban railways) under the conditions of using certain vehicle types, signal equipment and traffic organization methods. The calculation method is shown in formula (10).

[0041]

[0042] By comparison, it is found that the more stations there are on the line, the more significantly the time passengers can save by using the alternate skipping station operation mode. When the equivalent minimum tracking interval is 50s, the station throughput capacity of the alternate skipping station operation mode is 72 vehicles, while the station throughput capacity of the stop-at-station operation mode is 46 vehicles. Compared with the stop-at-station operation mode, the station throughput capacity of the train under full load is increased by 56%.

[0043] The present invention proposes a method for skipping stations of urban rail trains based on the minimum tracking interval of the station where the rear train skips stations. The method is characterized in that when the urban rail train runs on the entire line, it does not necessarily skip stations according to a certain rule (such as alternating station skipping), and the train only skips stations at individual stations (for example, the train flexibly skips stations when running on the line), and the skipping station train and the preceding train can adopt the minimum tracking interval of the station where the rear train skips stations.

[0044] Finally, it should be noted that the above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art can still modify the technical solutions described in the aforementioned embodiments or replace some of the technical features therein by equivalents. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included in the protection scope of the present invention.

Claims

1. A station minimum tracking interval condition based on the following train skipping a station, which is different from the station minimum tracking interval condition based on the following train stopping at a station (i.e., the existing station minimum tracking interval condition for each station stop), characterized in that: The minimum tracking interval for the following train to skip a station is specifically: it starts when the leading train accelerates to clear the safety section to the exit mark point after stopping at the station, and ends when the following train enters the station at the entry mark point and skips the station and runs at a uniform speed to the exit mark point.

2. The minimum tracking interval of the following train skipping station according to claim 1 is characterized in that It includes the delayed reaction time t1, the entry time t2 required for the rear car to track the front car at a constant speed, and the exit time t3 required for the rear car to track the front car at a constant speed and travel to a safe distance and a train length.

3. The minimum tracking interval of the following train skipping station according to claim 1 is characterized by: Depending on the line data, train model and marshaling mode, the range is 14.4s-30.9s.

4. A method for completely alternating skipping stations of urban rail trains based on the minimum tracking interval of the following train skipping stations, wherein all stations on a line are numbered with positive integers, consisting of odd-numbered stations and even-numbered stations, and the trains are divided into type A and type B, type A trains stop at odd-numbered stations and skip even-numbered stations, and type B trains stop at even-numbered stations and skip odd-numbered stations, characterized in that: Type A and Type B vehicles are dispatched alternately at the departure station, and the alternating skipping station rules must be met at all stations (including the departure station and the terminal station).

5. The method for completely alternating and skipping stations of urban rail trains according to claim 4, characterized in that: When the train passes through each station, the minimum tracking interval between the B-type train and the preceding A-type train when passing an odd-numbered station, and between the A-type train and the preceding B-type train when passing an even-numbered station, are based on the following train skipping the station. When a Type A train passes an odd-numbered station, it uses the minimum tracking interval condition based on the following train stopping at the station, and when a Type B train passes an even-numbered station, it uses the minimum tracking interval condition based on the following train stopping at the station, that is, the existing minimum tracking interval condition for every station stop. When different trains pass the same station, the minimum tracking interval changes alternately.

6. According to claim 4, the method for completely alternating and skipping stations of urban rail trains has an equivalent minimum tracking interval, characterized in that: During the operation of the trains, the minimum time interval between the i-1th train and the i+1th train when passing through the same station is always equal to the sum of the two intervals as described in claim 5. The equivalent minimum tracking interval between any two adjacent trains is the average of the two minimum tracking intervals, that is, the equivalent minimum tracking interval between the i-th train and the i-1th train and between the i-th train and the i+1th train is the average of the two minimum tracking intervals.

7. A method for urban rail train skipping station operation based on the minimum tracking interval of the following train skipping station, characterized in that: When an urban rail train skips a station at some individual stations, the current skipping train and the preceding train shall adopt the minimum tracking interval of the subsequent skipping station.

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