High-speed magnetic levitation operation and control partition division method based on driving interval time requirement

Abstract

The invention relates to the field of high-speed maglev traffic, in particular to a high-speed maglev operation and control partition division method based on driving interval time requirements. The method comprises the following steps: acquiring vehicle parameters and running line data, determining information such as running interval time, train related acceleration, train length, station spacing and maximum transportation distance requirement of a power supply zone, dividing stations into a starting station, a middle station and a terminal station, and determining turn-back types of the related stations; calculating the maximum length of the operation and control subarea of the line interval; calculating the length of each station operation control subarea, and determining the boundary of the station operation control subarea; according to the method, interval operation and control subarea division is carried out on lines between stations according to the requirements of the boundary of each station operation and control subarea, the maximum length of the line interval operation and control subarea and the maximum transportation distance of a power supply subarea, so that the fewest interval operation and control subareas are divided, and the problems that in the prior art, the number of divided operation and control subareas is large; and the construction cost of the maglev traffic engineering is increased.

Description

Technical Field

[0001] The invention relates to the field of high-speed maglev transportation, and in particular to a high-speed maglev transportation control zoning method based on driving interval time requirements. Background Art

[0002] A high-speed maglev train is a high-speed means of transportation that uses electromagnetic attraction to suspend the train on the track to achieve contactless operation. Because the high-speed maglev train uses the principle of long-stator linear synchronous motor for traction control, the long stator core and winding are arranged in sections along the track, and the line track is divided into multiple power supply sections. When the maglev train is running, the traction power supply and control system matches the amplitude and frequency of the long stator winding with the running position and speed of the controlled train, so that only one maglev train can run in one power supply section. Similarly, in order to achieve safe operation and driving control of the train, the operation and control sections of the high-speed maglev need to correspond one-to-one with the power supply sections for synchronous control management.

[0003] In the field of high-speed maglev transportation, the division of line operation and control zones is of great significance for train driving control and safe driving interval protection. Since there is only one running train in a high-speed maglev operation and control zone, it is necessary to ensure that the front and rear trains are not in the same operation and control zone at all times when the train is tracking and running. Therefore, when the operation and control zone division distance is long, the train will take a long time to pass through the operation and control zone, which will lead to a long driving interval between the front and rear trains; when the operation and control zone division distance is short, the train will take a short time to pass through the operation and control zone, which will shorten the driving interval between the front and rear trains. However, the increase in the number of traction power supply and control systems and operation zone control systems will increase the construction cost of maglev transportation projects. Therefore, the length of high-speed maglev operation and control zones needs to be reasonably divided.

[0004] The Chinese patent with the publication number CN115476898B provides a method for zoning the operation and control of a maglev line, including the following steps: obtaining a preset target tracking interval time T and a target parameter and calculating the length of each partition during forward operation; calculating the tracking interval time TB of each partition during reverse operation according to the length of each partition and the target parameter; if there is a tracking interval time TB greater than the target tracking interval time T, reduce the target tracking interval time T and then perform the step of calculating the length of each partition during forward operation until the tracking interval time TB of each partition is less than the target tracking interval time T; if the tracking interval time TB of each partition is less than the target tracking interval time T, generate a partition division data linked list according to the length of each partition. The present invention verifies the partition division result by calculating the tracking interval time of each partition in reverse operation, and performs iterative calculation, and finally eliminates the tracking interval time deviation of each partition during forward and reverse operation. However, the technical solution of the patent forcibly divides one departure section, and forcibly requires that it be divided into one partition when the maximum operating speed of the line is reached, which increases the number of partitions of the line. Summary of the invention

[0005] The purpose of the present invention is to overcome the problems existing in the prior art such as a large number of operation and control zones, which leads to increased construction costs of maglev transportation projects, and to provide a high-speed maglev operation and control zone division method based on vehicle interval control, so as to reasonably divide the operation and control zones and reduce the construction costs of maglev transportation projects.

[0006] In a first aspect, the present invention provides a method for dividing high-speed maglev operation control zones based on vehicle headway control. The method comprises at least the following steps:

[0007] S100, obtaining vehicle parameters and operation line data. The vehicle parameters include at least: driving interval time, train emergency braking acceleration, train normal braking acceleration, train start acceleration, and train length. The operation line data include at least: number of stations, station attributes, station spacing, and maximum transportation distance requirements of power supply partitions. The station attributes include at least the departure station, intermediate station, and terminal station, as well as the return type of the departure station and the terminal station.

[0008] S200, calculating the maximum length of the line section operation control zone; calculating the length of each station operation control zone, and determining the station operation control zone boundary.

[0009] S300, dividing the lines between stations into interval operation and control zones according to the boundaries of the operation and control zones of each station, the maximum length of the line interval operation and control zones, and the maximum transportation distance requirements of the power supply zones.

[0010] According to a preferred embodiment, the method for obtaining the length of the station operation control zone at least includes: matching the calculation method according to the station attribute and the reversal type. The calculation method includes at least a first calculation method, a second calculation method and a third calculation method. When the station attribute of the station is an intermediate station, the length of the station operation control zone of the station is obtained by the first calculation method. When the station attribute of the station is a departure station or a terminal station and the reversal type is a reversal before the station, the length of the station operation control zone of the station is obtained by the second calculation method. When the station attribute of the station is a departure station or a terminal station and the reversal type is a reversal after the station, the length of the station operation control zone of the station is obtained by the third calculation method.

[0011] According to a preferred implementation manner, the first calculation method includes: according to the relationship: Determine the length S of the station operation control zone; where T is the driving interval, a1 is the average acceleration of the vehicle's common braking, a2 is the average acceleration of traction, T dwell The train stop time.

[0012] According to a preferred implementation manner, the station operation control zone boundary is calculated by dividing the station operation control zone boundary with the platform as the center.

[0013] According to a preferred implementation, the second calculation method includes: according to the relationship: Determine the distance S1 from the station operation control zone boundary to the platform; where T is the train interval time, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch Indicates the turnout switching time.

[0014] According to a preferred implementation, the method for obtaining the length of the station operation control zone also includes a third calculation method: according to the relationship: Determine the distance S from the station operation control zone boundary to the platform; where T is the driving interval, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch It indicates the switch switching time, and S3 indicates the distance from the platform to the return rail.

[0015] According to a preferred embodiment, if the intermediate station in the operating route also serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the second calculation method or the third calculation method. In the case where the intermediate station adopts the pre-station turnaround method and serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the second calculation method. In the case where the intermediate station adopts the post-station turnaround method and serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the third calculation method.

[0016] According to a preferred implementation, the maximum length of the interval operation control partition S next_power The calculation method can be:

[0017] According to the relationship: S next_power =(T*V max )-S Vmax and S Vmax =S service +S safety +S uncert +S length Get; Among them, S service is the common braking distance of the train, S safety To track the safety protection distance of the train, S uncert is the position error of the train ahead, S length is the train length, V maxis the maximum transport speed designed for the line, and T is the interval between trains.

[0018] According to a preferred implementation, step S300 at least includes: determining the interval length between two adjacent stations according to the boundaries of the operation control zones of each station; dividing the interval length by the maximum length of the interval operation control zone to obtain an integer result N. If the interval length is divisible by the maximum length of the operation control zone, the interval is divided into N interval operation control zones; if the interval length is not divisible by the maximum length of the operation control zone, the interval is divided into N+1 interval operation control zones.

[0019] According to a preferred implementation, step S300 further includes: before dividing the interval length by the maximum length of the interval operation and control partition, determining whether the maximum length of the interval operation and control partition exceeds the length limit of the power supply partition. If the maximum length of the interval operation and control partition exceeds the length limit of the power supply partition, the value of the maximum length of the interval operation and control partition is corrected to the length of the power supply partition.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] The present invention obtains vehicle parameters and operation line data, divides stations into departure stations, intermediate stations and terminal stations, and distinguishes the return types of departure stations and terminal stations; calculates the maximum length of the line interval operation control zone; calculates the length of each station operation control zone, and determines the station operation control zone boundary; divides the line between stations into interval operation control zones according to the operation control zone boundary of each station, the maximum length of the line interval operation control zone and the maximum transportation distance requirement of the power supply zone, thereby dividing the minimum interval operation control zones, effectively solving the problem in the prior art that a large number of operation control zones are divided, resulting in an increase in the construction cost of the maglev transportation project. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] Figure 1 It is the minimum tracking interval indication of the section under moving block;

[0023] Figure 2 This is a schematic diagram of the minimum tracking interval of the platform under moving block;

[0024] Figure 3 This is a schematic diagram of turning back before and after the station;

[0025] Figure 4 It is a diagram of the train safety braking model;

[0026] Figure 5 It is a schematic diagram of operation and control zoning division according to an implementation mode of the present invention. DETAILED DESCRIPTION

[0027] The present invention is further described in detail below in conjunction with specific embodiments. However, this should not be understood as the scope of the above subject matter of the present invention being limited to the following embodiments, and all technologies realized based on the content of the present invention belong to the scope of the present invention.

[0028] Unless otherwise specified, in the description of the specific embodiments of the present invention, the terms indicating the orientation or position relationship such as "up", "down", "left", "right", "center", "inside", "outside", etc. are all based on the expression of the orientation or position relationship shown in the drawings, or are the orientation or position relationship when the invented product / equipment / device is usually used. These terms of orientation or position relationship are only for the convenience of describing the scheme of the present invention or simplifying the description in the specific embodiments, so as to facilitate the technicians to quickly understand the scheme, and do not indicate or imply that a specific device / component / element must have a specific orientation, or be constructed and operated in a specific position relationship, and therefore cannot be understood as a limitation on the present invention.

[0029] In addition, if the terms "horizontal", "vertical", "overhanging", "parallel" and the like appear, it does not mean that the corresponding devices / components / elements are required to be absolutely horizontal or vertical or overhanging or parallel, but may be slightly tilted or have deviations. For example, "horizontal" only means that its direction is more horizontal than "vertical", and does not mean that the structure must be completely horizontal, but may be slightly tilted. Alternatively, it can be simplified to mean that the corresponding devices / components / elements are set in directions such as "horizontal", "vertical", "overhanging", "parallel", etc., and can have an error / deviation of ±10% relative to the corresponding direction setting, more preferably an error / deviation within ±8%, more preferably an error / deviation within ±6%, more preferably an error / deviation within ±5%, and more preferably an error / deviation within ±4%. As long as the corresponding device / component / element is within the error / deviation range, it can still achieve its role in the scheme of the present invention.

[0030] In addition, the expressions “first”, “second”, “third”, etc., which appear in the terms, are merely used to distinguish the description of the same or similar components and should not be understood as emphasizing or implying the relative importance of specific components.

[0031] In addition, in the description of the embodiments of the present invention, "several", "plurality" and "a number" represent at least 2. It can be any number such as 2, 3, 4, 5, 6, 7, 8, 9, and even more than 9.

[0032] In addition, in the description of the technical solution of the present invention, unless otherwise clearly specified / defined / restricted, the terms "set", "install", "connect", "connected", "provided with", "laid", and "arranged" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection, and can be welding, riveting, bolting, threading, and other commonly used connection means in the field. This connection can be a mechanical connection, an electrical connection, or a communication connection; it can be a direct connection, or an indirect connection through an intermediate medium, and it can be the internal connection of two elements.

[0033] Example 1

[0034] This embodiment provides a high-speed maglev operation control zoning method based on vehicle headway control, which includes at least the following steps:

[0035] S100, obtaining vehicle parameters and operation line data. The vehicle parameters include at least: driving interval time, train emergency braking acceleration, train normal braking acceleration, train start acceleration, and train length. The operation line data includes at least: the number of stations, station attributes, station spacing, and maximum transportation distance requirements of power supply partitions. The station attributes include at least the starting station, intermediate station, and terminal station, as well as the return type of the starting station and the terminal station.

[0036] S200, calculating the maximum length of the line section operation control zone; calculating the length of each station operation control zone, and determining the station operation control zone boundary.

[0037] S300. Divide the lines between stations into interval operation and control zones according to the boundaries of the operation and control zones of each station, the maximum length of the line interval operation and control zones, and the maximum transportation distance requirements of the power supply zones.

[0038] This embodiment obtains vehicle parameters and operation line data, divides the stations into starting stations, intermediate stations and terminal stations, and distinguishes the turnaround types of the starting stations and terminal stations; calculates the maximum length of the line interval operation control zone; calculates the length of each station operation control zone, and determines the station operation control zone boundary; divides the lines between stations into interval operation control zones according to the operation control zone boundaries of each station, the maximum length of the line interval operation control zone and the maximum transportation distance requirements of the power supply zone, thereby dividing the minimum interval operation control zones, which effectively solves the problem of a large number of operation control zone divisions in the prior art, resulting in an increase in the construction cost of the maglev transportation project.

[0039] Example 2

[0040] This embodiment is a further improvement of Embodiment 1, and repeated contents will not be repeated. In this embodiment, the method for obtaining the length of the station operation control zone includes at least: matching the calculation method according to the station attribute and the reversal type. The calculation method includes at least a first calculation method, a second calculation method and a third calculation method. When the station attribute of the station is an intermediate station, the length of the station operation control zone of the station is obtained by the first calculation method. When the station attribute of the station is a starting station or a terminal station and the reversal type is a reversal before the station, the length of the station operation control zone of the station is obtained by the second calculation method. When the station attribute of the station is a starting station or a terminal station and the reversal type is a reversal after the station, the length of the station operation control zone of the station is obtained by the third calculation method.

[0041] Preferably, the first calculation method includes: according to the relationship: Determine the length S of the station operation control zone; where T is the driving interval, a1 is the average acceleration of the vehicle's common braking, a2 is the average acceleration of traction, T dwell The train stop time.

[0042] Preferably, the station operation control zone boundary is calculated in the following manner: taking the platform as the center, the station operation control zone boundary is divided.

[0043] Preferably, the second calculation method includes: according to the relationship: Determine the distance S1 from the station operation control zone boundary to the platform; where T is the driving interval, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch Indicates the turnout switching time.

[0044] Preferably, the method for obtaining the length of the station operation control zone also includes a third calculation method: according to the relationship:

[0045] Determine the distance S from the station operation control zone boundary to the platform; where T is the driving interval, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch It indicates the switch switching time, and S3 indicates the distance from the platform to the return rail.

[0046] Preferably, if the intermediate station in the running line also serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the second calculation method or the third calculation method. In the case where the intermediate station adopts the pre-station turnaround method and serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the second calculation method. In the case where the intermediate station adopts the post-station turnaround method and serves as a turnaround station, the length of the station operation control zone of the intermediate station is the minimum value of the calculation results of the first calculation method and the third calculation method.

[0047] Preferably, the maximum length of the interval operation control partition is S next_power The calculation method can be:

[0048] According to the relationship: S next_power =(T*V max )-S Vmax and S Vmax =S service +S safety +S uncert +S length Get; Among them, S service is the common braking distance of the train, S safety To track the safety protection distance of the train, S uncert is the position error of the train ahead, S length is the train length, V max is the maximum transport speed designed for the line, and T is the interval between trains.

[0049] Preferably, step S300 at least includes: determining the interval length between two adjacent stations according to the boundaries of the operation control zones of each station; dividing the interval length by the maximum length of the interval operation control zone to obtain an integer result N. If the interval length is divisible by the maximum length of the operation control zone, the interval is divided into N interval operation control zones; if the interval length is not divisible by the maximum length of the operation control zone, the interval is divided into N+1 interval operation control zones.

[0050] Preferably, step S300 further includes: before dividing the interval length by the maximum length of the interval operation and control partition, determining whether the maximum length of the interval operation and control partition exceeds the length limit of the power supply partition. If the maximum length of the interval operation and control partition exceeds the length limit of the power supply partition, the value of the maximum length of the interval operation and control partition is corrected to the length of the power supply partition.

[0051] Example 3

[0052] This embodiment is a further elaboration of Embodiment 1 and Embodiment 2. This embodiment provides a high-speed maglev operation control zoning method based on vehicle headway control.

[0053] In this embodiment, the train interval is divided into the minimum tracking interval of the section, the minimum tracking interval of the platform and the minimum tracking interval of the return according to the tracking interval type. Only when the minimum tracking interval time of the above three tracking intervals is less than the train interval time, the train interval of the entire maglev line can meet the train interval time requirements proposed by the train organization during the design.

[0054] Tracking interval refers to the distance or time between two trains running one behind the other.

[0055] The minimum tracking interval of a section refers to the minimum time interval between two trains running in the same direction in the section without affecting the operation of subsequent trains. The section refers to the area between the stations where trains stop on a railway line. The schematic diagram of the minimum tracking interval of a section under moving block is as follows Figure 1 shown.

[0056] Moving block refers to a communication-based block mode in which the following train automatically sets the running speed according to the distance between it and the preceding train and the route conditions. In this block system, the interval between trains is not fixed, as long as the braking distance of the following train plus the appropriate protective distance is guaranteed, the traffic density can be greatly improved.

[0057] See also Figure 1 Medium S service is the common braking distance of the train, S safety To track the safety protection distance of train 2, S uncert is the position error of the front train 1, S length is the train length, V max_ATO is the maximum automatic driving speed of the train under ATO driving, so the minimum tracking interval distance S for trains under moving block Vmax for:

[0058] S Vmax =S service +S safety +S uncert +S length

[0059] Where: S service +S safety =S SDB , S SDB is the safe braking distance of the train, which can be calculated according to the safe braking model in the international standard IEEE1474.1.

[0060] Quasi-mobile block is similar to mobile block, except that the length of the spatial interval is not fixed, and the operating speed is automatically set according to the target braking point. The only difference is that the target braking point is not the train ahead, but the beginning of the operation and control section occupied by the train ahead.

[0061] In high-speed maglev transportation, there can only be one running train in a control section. In other words, two trains cannot be in the same control section at the same time. Mobile blocking can only ensure that there is enough braking distance between the two trains, but cannot determine how close the two trains are, which will cause the two trains to enter the same control section.

[0062] The target point of quasi-moving block is the beginning of the operation control section where the front train is located, and the rear train will not enter the operation control section of the front train. Therefore, high-speed traffic adopts quasi-moving block, and the target point of the rear train can be as far as the farthest end of the first operation control section behind the front train.

[0063] In addition, the minimum tracking interval distance S of the train under the above moving block is Vmax It is the minimum distance to ensure that the rear vehicle does not hit the front vehicle.

[0064] If the rear vehicle is required to avoid unexpected braking during operation and to ensure high-speed operation, the front vehicle must have left the next operation control zone before the rear vehicle reaches the braking point. That is, before the rear vehicle reaches the braking point, the distance between the front vehicle and the rear vehicle is the minimum tracking interval distance of the following vehicle under a moving block plus the distance of an operation control zone. The minimum interval distance Ssec for high-speed maglev traffic section tracking operation is:

[0065] S sec =S Vmax +S next_power

[0066] Where: S next_power Indicates the maximum length of the interval operation control partition.

[0067] When the design determines the train interval time as T, the line design maximum transport speed V max , then the maximum length of the interval operation control partition is S next_power for:

[0068] S next_power =(T*V max )-S Vmax (1)

[0069] The minimum tracking interval of the platform considers the minimum time interval between consecutive trains entering, stopping and leaving the station. The schematic diagram of the minimum tracking interval of the platform under moving block is as follows: Figure 2 shown.

[0070] Figure 2 Medium T entry T is the time it takes for a train to enter a station from the boundary of the operation and control zone to the station stop point using common braking in the ATO driving mode. dwell is the train stop time, T exitThe minimum tracking interval time T is the safety protection distance for the train to start, the train position error, and the departure time of one train length. station for:

[0071] T station =T entry +T dwell +T exit

[0072] When the design determines that the driving interval is T, the station's operation and control zone boundaries are divided according to the vehicle's common braking average acceleration a1 and traction average acceleration a2. If the distance from the braking point to the platform is S1 and the distance from the platform to the front boundary of the operation and control zone is S2, the minimum tracking interval time of the high-speed maglev transportation platform is:

[0073]

[0074] Because the minimum tracking interval time of the high-speed maglev transportation platform needs to be less than or equal to the driving interval time T, that is,

[0075] The platform tracking interval includes both the up and down directions. Since the operation control partition corresponds to the power supply partition one by one, in order to consider the symmetry of the up and down power supply partition, S1=S2 is considered in the design. Assuming that the length of the station operation control partition is S=2*S1=2*S2, and the platform is the center, the above formula is simplified to:

[0076]

[0077] According to the above formula, the length of the station operation control zone can be calculated, and the boundary of the station operation control zone can be divided with the platform as the center.

[0078] The reentry tracking interval is related to the reentry method of the reentry station, which can be divided into the reentry interval before the station and the reentry interval after the station. The schematic diagram of the reentry before and after the station is as follows: Figure 3 shown.

[0079] like Figure 3 As shown in a, the train operation process of the pre-station turnaround includes the entry, stop and exit processes. The train entry time includes the time when the turnout is switched to the stop platform direction and the train's common braking time at the operation and control zone boundary. The exit process includes the time when the turnout is switched to the exit operation line direction and the time when the train starts from the platform to the operation and control zone boundary. Since the stop time is usually longer than the turnout switching time, the turnout switching can be performed directly when stopping, so the exit process time only considers the time when the train starts from the platform to the operation and control zone boundary.

[0080] When the design determines that the interval between trains is T, based on the vehicle's common braking average acceleration a1 and traction average acceleration a2, and the distance from the station's operation control zone boundary to the platform S1, the high-speed maglev station turnaround time is:

[0081]

[0082] Where: T switch Indicates the turnout switching time.

[0083] like Figure 3 As shown in b, the operation process of the post-station reversal includes entering the station, stopping at the station for passengers to get off, reversing process, stopping at the station for passengers to get off, and exiting the station, a total of 5 operation processes. Due to the reversal after the station, the arrival station is located behind the station, so there is no switch switching time during the train entering and exiting the station; the reversing process includes the switch switching time to the reversing track, the time to run to the reversing track, the switch switching time to the reversing track, and the time to run to the platform. Since the switch switching process to the reversing track can be completed during the time for passengers to get off the station, the switch switching time to the reversing track can be ignored.

[0084] When the design determines the train interval time as T, based on the vehicle's common braking average acceleration a1 and traction average acceleration a2, the distance S from the station operation control zone boundary to the platform, and the distance S3 from the platform to the reversing track, the reversing time after the high-speed maglev station is:

[0085]

[0086] In summary, the present invention proposes a method for calculating the length of the high-speed maglev traffic section operation control zone, a method for dividing the length and boundary of the operation control zone through the station, and a method for dividing the length and boundary of the operation control zone of the terminal return station, which can be applied to the operation control zone division of the entire railway line. The specific steps are as follows:

[0087] S100: According to formula (2), the station operation control zone boundary of the intermediate station of the line is calculated.

[0088] (80%);

[0089] Train starting acceleration a3: 1.3m / s2;

[0090] Train length L: 28.211*2+24.768*3=130.7;

[0091] Determine the relevant parameters based on the known emergency braking curve of the train: overspeed protection device reaction time T1 = 1.5s, traction removal time T2 = 1s, emergency braking command effective time T3 = 1s, emergency braking start to full application T4 = 4s;

[0092] Common braking system processing time T5: 3s;

[0093] The train interval is required to be 420s, the stop time is 120s, the switch switching time is 30s, and the return distance is 500m;

[0094] The line is designed for trains with a maximum operating speed of 600km / h.

[0095] Figure 4 It is a train safety braking model diagram, in which the actual operating speed curve represents the relationship between the braking speed and distance under normal operating conditions of the train; the ATP protection speed curve represents the relationship between the automatic braking speed and distance of the train under ATP operating conditions; the emergency braking triggering speed curve represents the relationship between the speed and distance under the condition that the train is overspeeding and triggers emergency braking.

[0096] Figure 4 The fourth curve in the figure shows the relationship between the speed and distance of the train when it is emergency braked after uncontrolled acceleration. When the train speed is out of control, it must first be identified by the overspeed protection device, and then the traction must be cut off. Both processes take time. The train will continue to run for a distance during these two periods, corresponding to Figure 4 The uncontrolled acceleration section in corresponds to S1 and S2 in Table 1. Figure 4 The coasting section in corresponds to S3 in Table 1. Figure 4 The emergency braking section in corresponds to S4 in Table 1.

[0097] Calculate the train safety braking distance S SDB , as shown in Table 1.

[0098] Table 1 Calculation of train safe braking distance

[0099]

[0100] The minimum tracking interval of the interval is calculated, as shown in Table 2.

[0101] Table 2 Minimum tracking interval

[0102]

[0103]

[0104] Minimum tracking interval time T sec ≤Travel interval time requirement T.

[0105] According to the driving interval requirement T = 420s, V ATO = 600km / h, we can get S next_power ≤48.1km.

[0106] According to formula (2): Calculate the station operation control zone length S≤18.28km

[0107] According to formula (3): S1≤7.4km, according to formula (4): S≤0.647km.

[0108] From the above calculation, it can be seen that the length of the section operation control zone division is ≤48.1km, the length of the intermediate station operation control zone division is ≤18.28km, with the platform as the center, the length before and after the station is ≤9.14km respectively, and the length of the operation control zone division at the terminal turnaround station is ≤7.4km (turnaround before the station), and the length of the operation control zone division at the terminal turnaround station is ≤0.647km (turnaround after the station).

[0109] If we assume that the maglev line has three stations with a distance of 60 km between them, the operation and control zones of the line are divided as follows: Figure 5 shown.

[0110] Note: The above zoning values ​​are maximum values. Usually, a certain margin needs to be considered in the design value, so the value needs to be lower. In addition, the length of the interval operation and control zone of 48.1 km needs to be confirmed with the transportation distance of the power supply zone to avoid exceeding the length limit of the power supply zone. If the length of the interval operation and control zone exceeds the length limit of the power supply zone, the length of the interval operation and control zone will be adjusted to the length of the power supply zone.

[0111] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

[0112] Any modifications, equivalent substitutions and improvements made within the spirit and principles of the present invention shall be included in the protection scope of the present invention.

Claims

1. A method for dividing high-speed maglev operation control zones based on the requirements of train interval time, characterized in that: At least the following steps are included: S100, obtaining vehicle parameters and operation route data; The vehicle parameters include at least: travel interval time, train emergency braking acceleration, train normal braking acceleration, train start acceleration, and train length. The operation line data at least include: the number of stations, station attributes, station spacing and maximum transportation distance requirements of the power supply zone; the station attributes at least include the starting station, intermediate station and terminal station, and the return type of the starting station and the terminal station; S200, calculating the maximum length of the line section operation control zone; calculating the length of each station operation control zone, and determining the station operation control zone boundary; S300, dividing the lines between stations into interval operation and control zones according to the boundaries of the operation and control zones of each station, the maximum length of the line interval operation and control zones, and the maximum transportation distance requirements of the power supply zones.

2. The method for dividing high-speed maglev operation and control zones based on the driving interval time requirement according to claim 1 is characterized in that: The method for obtaining the length of the station operation control zone at least includes: matching the calculation method according to the station attribute and the return type; The calculation method includes at least a first calculation method, a second calculation method and a third calculation method; When the station attribute of the station is an intermediate station, the station operation control zone length of the station is obtained by the first calculation method; When the station attribute of the station is a departure station or a terminal station and the turnaround type is a turnaround before the station, the station operation control zone length of the station is obtained by the second calculation method; When the station attribute of the station is a departure station or a terminal station and the turnaround type is turnaround after the station, the station operation control zone length of the station is obtained by the third calculation method.

3. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 2 is characterized in that: The first calculation method includes: According to the relationship: Determine the length S of the station operation control zone; where T is the driving interval, a1 is the average acceleration of the vehicle's common braking, a2 is the average acceleration of traction, T dwell The train stop time.

4. The method for dividing high-speed maglev operation and control zones based on the driving interval time requirement according to claim 3 is characterized in that: The calculation method of the station operation control zone boundary is: dividing the station operation control zone boundary with the platform as the center.

5. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 2 is characterized in that: The second calculation method includes: According to the relationship: Determine the distance S1 from the station operation control zone boundary to the platform; where T is the train interval time, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch Indicates the turnout switching time.

6. The method for dividing high-speed maglev operation and control zones based on the train interval requirements according to claim 2 is characterized in that: The method for obtaining the length of the station operation control zone also includes a third calculation method: According to the relationship: Determine the distance S from the station operation control zone boundary to the platform; where T is the driving interval, a1 is the vehicle's common braking average acceleration, a2 is the traction average acceleration, T dwell is the train stop time, T switch It indicates the switch switching time, and S3 indicates the distance from the platform to the return rail.

7. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 2 is characterized in that: If the intermediate station in the running line also serves as a turnaround station, the station operation control zone length of the intermediate station is the minimum value of the calculation results of the first calculation method, the second calculation method, or the third calculation method; In the case where the intermediate station adopts the pre-station turnaround method and has a turnaround station, the station operation control zone length of the intermediate station is the minimum value of the calculation results of the first calculation method and the second calculation method; When the intermediate station adopts the post-station turnaround method and has a turnaround station, the station operation control zone length of the intermediate station is the minimum value of the calculation results of the first calculation method and the third calculation method.

8. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 2 is characterized in that: The maximum length of the interval operation control partition S next_power The calculation method can be: According to the relationship: S next_power =(T*V max )-S Vmax and S Vmax =S service +S safety +S uncert +S length Get; Among them, S service is the common braking distance of the train, S safety To track the safety protection distance of the train, S uncert is the position error of the train ahead, S length is the train length, V max is the maximum transport speed designed for the line, and T is the interval between trains.

9. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 1 is characterized in that: Step S300 at least includes: Determine the interval length between two adjacent stations based on the boundaries of the transportation control zones of each station; Divide the interval length by the maximum length of the interval operation and control partition to obtain the integer result N; If the interval length is divisible by the maximum length of the operation and control partition, the interval is divided into N interval operation and control partitions; If the interval length cannot be divided by the maximum length of the operation and control partition, the interval is divided into N+1 interval operation and control partitions.

10. The method for dividing high-speed maglev operation and control zones based on the train interval time requirement according to claim 9 is characterized in that: Step S300 also includes: Before dividing the interval length by the maximum length of the interval operation and control partition, determine whether the maximum length of the interval operation and control partition exceeds the power supply partition length limit; If the maximum length of the interval operation and control partition exceeds the length limit of the power supply partition, the value of the maximum length of the interval operation and control partition will be corrected to the length of the power supply partition.

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