Urban rail train coupling and uncoupling method based on flexible marshaling

Abstract

The present application relates to the technical field of train coupling and uncoupling, and specifically to a method for coupling and uncoupling urban rail trains based on flexible marshaling, the method comprising: determining the vehicle distance of each train unit to be coupled based on the distance between each train unit to be coupled and its adjacent train unit, and the length of each train unit to be coupled, and determining the optimal coupling distance of each train unit to be coupled in combination with the front and rear safety guarantee distances; determining the safe uncoupling distance of each coupled train unit based on the length, running speed and acceleration of each coupled train unit during uncoupling, and coupling and uncoupling the train units in combination with the optimal coupling distance. The present application improves the efficiency and safety of coupling and uncoupling of urban rail trains by analyzing the optimal coupling distance and the safe uncoupling distance.

Description

Technical Field

[0001] The present application relates to the technical field of train coupling and uncoupling, and in particular to a method for coupling and uncoupling urban rail trains based on flexible marshaling. Background Art

[0002] With the rapid development of urban rail transit, there are problems such as high peak load rate, crowding in stations and trains, and flow restrictions outside stations. At the same time, the low load rate during off-peak hours leads to poor passenger experience and serious waste of resources. The combination of wireless train communication and distributed control technology has given rise to the application of coupling technology. Coupling technology significantly reduces the interval between trains, realizes flexible coupling and uncoupling of trains, and effectively improves transportation efficiency and safety.

[0003] Traditional technology usually uses strategies such as rushing, adding spare cars, and skipping stations to adjust trains in delayed situations for flexible marshaling of urban rail trains. However, during the coupling and unmarshaling of urban rail trains, due to the differences in the train operation mode and the time the train stays in the station, it is easy for the flexible marshaling time to be too long, resulting in insufficient safety distance between the trains during coupling and unmarshaling, which in turn requires a long waiting time for the coupled train units, reducing the efficiency and safety of coupling and unmarshaling of urban rail trains. Summary of the invention

[0004] In order to solve the above technical problems, the present application provides a method for coupling and uncoupling urban rail trains based on flexible marshaling to solve the existing problems.

[0005] The urban rail train coupling and uncoupling method based on flexible marshaling of the present application adopts the following technical solutions:

[0006] An embodiment of the present application provides a method for coupling and uncoupling urban rail trains based on flexible marshaling, the method comprising the following steps:

[0007] The acceleration of each train unit in the flexible marshaling train during the coupling process, the decoupling process and the emergency braking process, the length and running speed of each train unit, and the distance between each train unit and its adjacent train unit are respectively obtained, wherein the train unit in the coupling process is recorded as the train unit to be coupled, and the train unit in the decoupling process is recorded as the coupled train unit;

[0008] Based on the acceleration of each train unit to be coupled during the coupling process, and the respective running speeds of each coupled train unit and its previous train unit, the coupling acceleration time of each train unit to be coupled is determined to determine the coupling process distance of each train unit to be coupled, and the running stopping distance of each train unit to be coupled is determined in combination with the running speed of each train unit to be coupled and the acceleration during the emergency braking process;

[0009] Based on the running speed and train length of the preceding train unit of each train unit to be coupled, combined with the coupling acceleration time and the running stopping distance, determine the front safety guarantee distance of each train unit to be coupled;

[0010] Based on the acceleration and running speed of the subsequent train unit of each train unit to be coupled during the unbundling process and the emergency braking process, combined with the length of each train unit to be coupled, the rear safety guarantee distance of each train unit to be coupled is determined;

[0011] Based on the distance between each train unit to be coupled and its adjacent train unit, and the length of each train unit to be coupled, the inter-vehicle distance of each train unit to be coupled is determined, and in combination with the front safety guarantee distance and the rear safety guarantee distance, the optimal coupling distance of each train unit to be coupled is determined;

[0012] Based on the length, running speed and acceleration of each coupled train unit during the decoupling process, the safe decoupling distance of each coupled train unit is determined, and the train units are coupled and decoupling in combination with the optimal coupling distance.

[0013] Preferably, the method for determining the coupling acceleration time of each train unit to be coupled is:

[0014] The absolute value of the difference between the running speed of each train unit to be coupled and the running speed of the previous train to be coupled is taken, and the ratio of the absolute value to the acceleration of the train unit to be coupled during the coupling process is used as the coupling acceleration time of each train unit to be coupled.

[0015] Preferably, the method for determining the coupling process distance of each train unit to be coupled is:

[0016] The coupling process distance of train unit i to be coupled The expression is: ; In the formula, Indicates the acceleration of the coupling process of train unit i to be coupled; It represents the acceleration time of the train unit i to be coupled.

[0017] Preferably, the method for determining the operation stopping distance of each train unit to be coupled is:

[0018] The ratio of the running speed of each train unit to be coupled to the acceleration during the emergency braking process is used as the maximum emergency braking time of each train unit to be coupled;

[0019] Running stopping distance of train unit i to be coupled The expression is: ; In the formula, represents the maximum emergency braking time of the train unit i to be coupled; A represents the preset safety margin coefficient; It indicates the acceleration of the train unit i to be coupled during emergency braking.

[0020] Preferably, the expression of the front safety guarantee distance of each train unit to be coupled is:

[0021] ; In the formula, Indicates the front safety guarantee distance of the train unit i to be coupled; Indicates the running speed of the previous train unit of the train unit i to be coupled; Indicates the length of the previous train unit of the train unit i to be coupled.

[0022] Preferably, the method for determining the rear safety guarantee distance of each train unit to be coupled is:

[0023] The ratio of the running speed of the next train unit of each train unit to be coupled to the acceleration during the uncoupling process is used as the safe running time of the next train unit of each train unit to be coupled;

[0024] The ratio of the running speed of the next train unit of each train unit to be coupled to the acceleration during the emergency braking process is used as the emergency braking time of the next train unit of each train unit to be coupled;

[0025] The rear safety guarantee distance of the train unit i to be coupled The expression is: ; In the formula, Indicates the running speed of the train unit i to be coupled; They respectively represent the acceleration of the subsequent train unit of the train unit to be coupled i during the unbundling process and the acceleration during the emergency braking process; They respectively represent the safe driving time and emergency braking time of the next train unit of the train unit to be coupled; They respectively indicate that the subsequent train unit of the train unit to be connected enters the station where the train unit to be connected is located, or does not enter the station where the train unit to be connected is located.

[0026] Preferably, the vehicle-to-vehicle distance of each train unit to be coupled is the sum of the distance between each train unit to be coupled and its preceding train unit, the distance between each train unit to be coupled and its succeeding train unit, and the length of the train unit to be coupled.

[0027] Preferably, the expression for the optimal coupling distance of each train unit to be coupled is: ; In the formula, represents the optimal coupling distance of the train unit i to be coupled; Indicates the workshop distance of train unit i to be coupled; They respectively represent the front safety guarantee distance and the rear safety guarantee distance of the train unit i to be coupled.

[0028] Preferably, the expression of the safe unmarshaling distance of each coupled train unit is: ; In the formula, Indicates the safe unmarshaling distance of coupled train unit j; Indicates the running speed of the coupled train unit j; represents the acceleration of coupled train unit j; Represents the length of coupled train unit j.

[0029] Preferably, coupling and uncoupling the train units comprises:

[0030] If the distance between the train unit to be coupled and the previous train unit is equal to the optimal coupling distance, the train unit to be coupled and the previous train unit are coupled, otherwise, the train unit to be coupled and the previous train unit are not coupled;

[0031] If the distance between the coupled train unit and the subsequent train unit is greater than or equal to the safe decoupling distance of the coupled train unit, the coupled train unit will be directly decoupled; otherwise, the coupled train unit will not be decoupled.

[0032] This application has at least the following beneficial effects:

[0033] The present application determines the coupling process distance of each train unit to be coupled based on the acceleration of each train unit to be coupled during the coupling process, and the respective running speeds of each coupled train unit and its previous train unit, and determines the running stopping distance of each train unit to be coupled in combination with the running speed of each train unit to be coupled and the acceleration during emergency braking. The beneficial effect is that the safety of the coupling process is improved; the present application determines the front safety guarantee distance of each train unit to be coupled based on the running speed and train length of the previous train unit of each train unit to be coupled, in combination with the coupling acceleration time and the running stopping distance; based on the acceleration during the decoupling process and emergency braking process of the next train unit of each train unit to be coupled, and the running speed, in combination with the The rear safety guarantee distance of each train unit to be coupled is determined based on the length of the train unit; the workshop distance of each train unit to be coupled is determined based on the distance between each train unit to be coupled and its adjacent train unit, as well as the length of each train unit to be coupled, and the optimal coupling distance of each train unit to be coupled is determined in combination with the front and rear safety guarantee distances. The beneficial effect is that the safety during the train coupling process and the efficiency of train operation are improved; the present application determines the safe decoupling distance of each coupled train unit based on the length, running speed and acceleration of each coupled train unit during the decoupling process, and couples and decoups the train units in combination with the optimal coupling distance, thereby enhancing the safety of train coupling and decoupling and improving the efficiency of train operation.

[0034] The present application avoids the problems of reduced operating efficiency and safety caused by insufficient safety distance between train units in the prior art methods of coupling and uncoupling urban rail trains, thereby improving the efficiency and safety of coupling and uncoupling urban rail trains. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] In order to more clearly illustrate the technical solutions and advantages in the embodiments of the present application or the prior art, the drawings required for use in the embodiments or the prior art descriptions are briefly introduced below. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0036] Figure 1 A flowchart of the steps of a method for coupling and uncoupling urban rail trains based on flexible marshaling provided in one embodiment of the present application;

[0037] Figure 2 A schematic diagram of a process for extracting a running stop distance provided by an embodiment of the present application;

[0038] Figure 3 A schematic diagram of the optimal coupling distance extraction process provided for one embodiment of the present application. DETAILED DESCRIPTION

[0039] In order to further explain the technical means and effects adopted by the present application to achieve the predetermined invention purpose, the following is a detailed description of the specific implementation method, structure, features and effects of the urban rail train coupling and decoupling method based on flexible marshaling proposed in the present application in combination with the accompanying drawings and preferred embodiments. In the following description, different "one embodiment" or "another embodiment" does not necessarily refer to the same embodiment. In addition, specific features, structures or characteristics in one or more embodiments may be combined in any suitable form.

[0040] Unless defined otherwise, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs.

[0041] The specific scheme of the method for coupling and decoupling urban rail trains based on flexible marshaling provided by the present application is described in detail below with reference to the accompanying drawings.

[0042] An embodiment of the present application provides a method for coupling and uncoupling urban rail trains based on flexible marshaling. Specifically, the following method for coupling and uncoupling urban rail trains based on flexible marshaling is provided. Figure 1 , the method comprises the following steps:

[0043] Step S1: respectively obtaining the acceleration of each train unit in the flexible marshaling train during the coupling process, the unmarshaling process and the emergency braking process, the length and the running speed of each train unit, and the distance between each train unit and its adjacent train unit.

[0044] For the operation of urban rail trains, the railway network system will flexibly organize trains according to the entry and exit times of trains in stations. Adding train units to flexible trains is called coupling, and withdrawing train units from flexible trains is called decoupling, to ensure smooth and safe operation of vehicles.

[0045] The acceleration of each train unit in the flexible marshaling train during the coupling process, decoupling process and emergency braking process, the length and running speed of each train unit, and the distance between each train unit and its adjacent train unit are obtained through the railway operation network. Among them, the train unit in the coupling process is recorded as the train unit to be coupled, and the train unit in the decoupling process is recorded as the coupled train unit.

[0046] Step S2: Based on the acceleration of each train unit to be coupled during the coupling process, and the running speeds of each coupled train unit and its previous train unit, the coupling acceleration time of each train unit to be coupled is determined to determine the coupling process distance of each train unit to be coupled, and the running stop distance of each train unit to be coupled is determined in combination with the running speed of each train unit to be coupled and the acceleration during emergency braking.

[0047] During the coupling process of train units, it is necessary to maintain safety between train units. During the coupling process, the train units to be coupled will first enter the acceleration mode and accelerate the speed to the speed of the train unit running at a constant speed on the track. During the normal acceleration period, the speed of the train unit is lower than the speed of the train unit running at a constant speed. The distance between the train units to be coupled is constantly increasing. When the train units in the coupling process are accelerated to the running speed of the train units, the distance between the train units in the coupling process is the largest and the speed is the highest. If the train units brake at this time, the braking distance required by the train units is the longest, and the risk of collision between train units is the highest.

[0048] Therefore, in order to ensure the safety between train units when a train unit fails, the coupling process distance of each train unit to be coupled is determined based on the acceleration of each train unit to be coupled during the coupling process, and the running speed of each coupled train unit and its previous train unit. In addition, the running stopping distance of each train unit to be coupled is determined in combination with the running speed of each train unit to be coupled and the acceleration during the emergency braking process. Specifically:

[0049] (1) taking the absolute value of the difference between the running speed of each train unit to be coupled and the running speed of the previous train unit to be coupled, and taking the ratio of the absolute value to the acceleration of the train unit to be coupled during the coupling process as the coupling acceleration time of each train unit to be coupled;

[0050] Furthermore, the coupling process distance of each train unit to be coupled is determined, specifically:

[0051] The coupling process distance of train unit i to be coupled The expression is: ; In the formula, Indicates the acceleration of the coupling process of train unit i to be coupled; Indicates the coupling acceleration time of the train unit i to be coupled;

[0052] (2) Further, the ratio of the running speed of each train unit to be coupled to the acceleration during the emergency braking process is used as the maximum emergency braking time of each train unit to be coupled;

[0053] Running stopping distance of train unit i to be coupled The expression is: ; In the formula, represents the maximum emergency braking time of the train unit i to be coupled; A represents the preset safety margin coefficient; It indicates the acceleration of the train unit i to be coupled during emergency braking.

[0054] It should be noted that the value of the preset safety margin coefficient is manually set. In this embodiment, the value of the preset safety margin coefficient is 1.3, which means that 30% of the fault tolerance is reserved. The implementer can also set it according to the specific situation. This embodiment does not impose any special restrictions.

[0055] Furthermore, according to the running stopping distances of each train unit to be coupled, it can be understood that the greater the acceleration of the train unit to be coupled during the coupling process and the acceleration during the emergency braking process, the shorter the time required for the train unit to be coupled during the coupling and braking processes, and the shorter the path length required for the coupling process and the emergency braking process, that is, the smaller the running stopping distance of the train unit to be coupled, in order to ensure that there is sufficient safety margin after emergency braking of the train unit to prevent the train unit from colliding, therefore, the value of the running stopping distance required for the coupled train unit to reach a standstill after the start of braking is smaller.

[0056] Preferably, the schematic diagram of the operation prevention distance extraction process provided in this embodiment is as follows: Figure 2 shown.

[0057] Step S3: Based on the running speed and train length of the preceding train unit of each train unit to be coupled, combined with the coupling acceleration time and the running stopping distance, determine the front safety guarantee distance of each train unit to be coupled.

[0058] During the coupling process of the coupled train units, the coupled train units are continuously accelerated, and the preceding train is also continuously moving. When the coupled train units reach the running speed, the braking distance of the coupled train units is the longest at this time. Therefore, at this time, a sufficient safety distance is guaranteed between the preceding train unit and the train unit to be coupled, so that if the preceding train to be coupled stops due to a malfunction, there is a sufficient safety distance between the train unit to be coupled and the preceding train unit, so that the train unit to be coupled has sufficient braking distance and safety margin.

[0059] Therefore, based on the running speed and train length of the preceding train unit of each train unit to be coupled, combined with the coupling acceleration time and the running stopping distance, the front safety guarantee distance of each train unit to be coupled is determined, specifically:

[0060] Front safety distance of train unit i to be coupled The expression is:

[0061] ; In the formula, Indicates the running speed of the previous train unit of the train unit i to be coupled; Indicates the length of the previous train unit of the train unit i to be coupled.

[0062] Furthermore, according to the front safety guarantee distance of each train unit to be coupled, it can be understood that when the acceleration value of the train unit to be coupled on the track is larger, the acceleration time required by the train unit to be coupled is smaller, that is, the smaller the coupling acceleration time is, the faster the previous train unit will be when the train unit to be coupled accelerates to The smaller the distance traveled within the time and the longer the length of the current train unit, the larger the value of the front safety guarantee distance between the previous train unit and the train unit to be coupled. This is because when the travel distance of the current train unit is smaller and the operation stop distance of the train unit to be coupled is fixed, in order to prevent the two train units from colliding and endangering the safety of the train units, the larger the safety distance between the previous train unit and the train unit to be coupled must be maintained, that is, the larger the value of the front safety guarantee distance.

[0063] Step S4: Based on the acceleration and running speed of the subsequent train unit of each train unit to be coupled during the decoupling process and emergency braking process, combined with the length of each train unit to be coupled, determine the rear safety guarantee distance of each train unit to be coupled.

[0064] During the coupling process of the train unit to be coupled, the distance between the train unit to be coupled and the subsequent train unit is constantly shrinking. In order to ensure safety, the train unit to be coupled and the subsequent train unit need to maintain a safe distance during the coupling process, that is, the distance required for the subsequent train unit to perform the braking process. Since it is unknown whether the subsequent train unit stops at the station where the coupled train unit is located, the safety distance between the coupled train unit and the subsequent train unit is different. Therefore, it is marked whether the subsequent train unit enters the station where the train unit to be coupled is located. The label FLAG of the subsequent train unit that enters the station where the train unit to be coupled is set to 1, and the label FLAG that does not enter the station where the train unit to be coupled is set to 0.

[0065] Further, based on the acceleration of the subsequent train unit of each train unit to be coupled during the unbundling process and the emergency braking process, as well as the running speed, combined with the length of each train unit to be coupled, the rear safety guarantee distance of each train unit to be coupled is determined, specifically:

[0066] The ratio of the running speed of the next train unit of each train unit to be coupled to the acceleration during the uncoupling process is used as the safe running time of the next train unit of each train unit to be coupled;

[0067] Further, the ratio of the running speed of the subsequent train unit of each train unit to be coupled to the acceleration during the emergency braking process is used as the emergency braking time of the subsequent train unit of each train unit to be coupled;

[0068] The rear safety guarantee distance of the train unit i to be coupled The expression is: ; In the formula, Indicates the running speed of the train unit i to be coupled; They respectively represent the acceleration of the subsequent train unit of the train unit to be coupled i during the unbundling process and the acceleration during the emergency braking process; They respectively represent the safe driving time and emergency braking time of the next train unit of the train unit to be coupled; They respectively indicate that the subsequent train unit of the train unit to be connected enters the station where the train unit to be connected is located, or does not enter the station where the train unit to be connected is located.

[0069] In particular, if there is no train unit after the train unit to be coupled, the rear safety guarantee distance does not need to be considered, that is, the rear safety guarantee distance can be set to 0.

[0070] Furthermore, according to the rear safety guarantee distance of each train unit to be coupled, it can be understood that during the coupling process of the train unit to be coupled, when there is a rear train unit, the train unit needs to enter the station where the train unit to be coupled is located, that is, The train unit to be coupled and the following train unit must at least maintain the product of the distance for the following train to decelerate and stop multiplied by the safety margin coefficient, plus the length of the coupled train unit, to ensure that when the train unit to be coupled in the station is not coupled in the station, there is enough distance between the following train unit and the train unit to be coupled, so that when the following train unit enters the station and stops, there is enough safety margin between the following train unit and the coupled train unit to maintain the safety of the vehicle.

[0071] In addition, when the following train unit does not enter the station where the train unit to be coupled is located, , that is, during the acceleration of the train unit to be coupled, the distance between the train unit to be coupled and the following train unit is getting closer and closer (Note: the reason is that the speed of the train unit to be coupled is lower than that of the following train unit). Therefore, in order to ensure safety, the distance between the two train units is When the train is closest, there needs to be enough deceleration distance and safety margin for the following train unit. . To ensure that when a coupled train unit fails after coupling, there is sufficient distance between the rear train unit and the train unit to be coupled, so that there is a safety margin between the rear train unit and the preceding train unit after emergency braking to prevent collision between trains.

[0072] Step S5: Based on the distance between each train unit to be coupled and its adjacent train unit, and the length of each train unit to be coupled, the vehicle distance between each train unit to be coupled is determined, and combined with the front and rear safety guarantee distances, the optimal coupling distance of each train unit to be coupled is determined.

[0073] Based on the analysis of steps S3-S4, the front safety distance between the train unit to be coupled and the previous train unit and the rear safety distance between the train unit to be coupled are obtained respectively. When the sum of the front safety distance and the rear safety distance is greater than the distance between the previous train unit and the next train unit of the train unit to be coupled, in order to ensure the safety of the train unit when running on the track, the train unit to be coupled in the station cannot be coupled. When the sum of the front safety distance and the rear safety distance is less than or equal to the distance between the previous train unit and the next train unit of the train unit to be coupled, it means that there is a safety interval between the previous train unit to be coupled and the next train unit, and coupling can be carried out.

[0074] In order to ensure safety, the best coupling position is the center of the safety zone. Therefore, based on the distance between each train unit to be coupled and its adjacent train unit, and the length of each train unit to be coupled, the vehicle distance between each train unit to be coupled is determined, and combined with the front and rear safety guarantee distances, the optimal coupling distance of each train to be coupled is determined. Specifically:

[0075] The sum of the distance between each train unit to be coupled and its preceding train unit, the distance between each train unit to be coupled and its succeeding train unit, and the length of the train unit to be coupled is taken as the inter-vehicle distance of each train unit to be coupled;

[0076] The expression of the optimal coupling distance of the train unit i to be coupled is: ; In the formula, represents the optimal coupling distance of the train unit i to be coupled; Indicates the workshop distance of train unit i to be coupled; They respectively represent the front safety guarantee distance and the rear safety guarantee distance of the train unit i to be coupled.

[0077] Furthermore, according to the optimal coupling distance of each train unit to be coupled, it can be understood that the larger the distance between the previous train unit and the next train unit, that is, the larger the distance between the trains, the longer the length of the safety interval when there is a safety interval. The larger the value is, the longer the coupling length that can be selected by the train to be coupled is. Therefore, the larger the value of the optimal coupling distance between the train unit to be coupled and the previous train unit is, the higher the safety of the coupled train unit is, and the lower the probability of collision and accident of the train unit is.

[0078] Preferably, the schematic diagram of the optimal coupling distance extraction process provided in this embodiment is as follows: Figure 3 shown.

[0079] Step S6: Based on the length, running speed and acceleration of each coupled train unit during the decoupling process, determine the safe decoupling distance of each coupled train unit, and couple and decoupling the train units in combination with the optimal coupling distance.

[0080] When the train units in the flexible marshaling train are disassembled, the running stopping distance and safety margin of the coupled train units are first calculated. The calculation formula is as follows:

[0081]

[0082] In the formula, Indicates the safe unmarshaling distance of coupled train unit j; Indicates the running speed of the coupled train unit j; represents the acceleration of coupled train unit j; Represents the length of coupled train unit j.

[0083] If the distance between the train unit to be coupled and the previous train unit is equal to the optimal coupling distance, the train unit to be coupled and the previous train unit are coupled, otherwise, the train unit to be coupled and the previous train unit are not coupled;

[0084] If the distance between the coupled train unit and the subsequent train unit is greater than or equal to the safe disassembly distance of the coupled train unit, the coupled train unit will be disassembled; otherwise, the coupled train unit train will not be disassembled temporarily, and all train units in the flexible train will be slowed down until the speed of the train unit drops to the point where the distance between the coupled train unit and the subsequent train unit is greater than the safe disassembly distance, and then the disassembly will be carried out.

[0085] It should be noted that the above sequence of the embodiments of the present application is for description only and does not represent the advantages and disadvantages of the embodiments. The above is a description of a specific embodiment of this specification. In addition, the processes depicted in the accompanying drawings do not necessarily require the specific order or continuous order shown to achieve the desired results. In some embodiments, multitasking and parallel processing are also possible or may be advantageous.

[0086] The various embodiments in this specification are described in a progressive manner, and the same or similar parts between the various embodiments can be referenced to each other, and each embodiment focuses on the differences from other embodiments.

[0087] The embodiments described above are only used to illustrate the technical solutions of the present application, rather than to limit them. Modifications to the technical solutions recorded in the aforementioned embodiments, or equivalent replacement of some of the technical features therein, do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A method for coupling and uncoupling urban rail trains based on flexible marshaling, characterized in that: The method comprises the following steps: The acceleration of each train unit in the flexible marshaling train during the coupling process, the decoupling process and the emergency braking process, the length and running speed of each train unit, and the distance between each train unit and its adjacent train unit are respectively obtained, wherein the train unit in the coupling process is recorded as the train unit to be coupled, and the train unit in the decoupling process is recorded as the coupled train unit; Based on the acceleration of each train unit to be coupled during the coupling process, and the respective running speeds of each coupled train unit and its previous train unit, the coupling acceleration time of each train unit to be coupled is determined to determine the coupling process distance of each train unit to be coupled, and the running stopping distance of each train unit to be coupled is determined in combination with the running speed of each train unit to be coupled and the acceleration during the emergency braking process; Based on the running speed and train length of the preceding train unit of each train unit to be coupled, combined with the coupling acceleration time and the running stopping distance, determine the front safety guarantee distance of each train unit to be coupled; Based on the acceleration and running speed of the subsequent train unit of each train unit to be coupled during the unbundling process and the emergency braking process, combined with the length of each train unit to be coupled, the rear safety guarantee distance of each train unit to be coupled is determined; Based on the distance between each train unit to be coupled and its adjacent train unit, and the length of each train unit to be coupled, the inter-vehicle distance of each train unit to be coupled is determined, and in combination with the front safety guarantee distance and the rear safety guarantee distance, the optimal coupling distance of each train unit to be coupled is determined; Determine the safe uncoupling distance of each coupled train unit based on the length, running speed and acceleration of each coupled train unit during uncoupling, and couple and uncoupling the train units in combination with the optimal coupling distance; The method for determining the operation stopping distance of each train unit to be coupled is: The ratio of the running speed of each train unit to be coupled to the acceleration during the emergency braking process is used as the maximum emergency braking time of each train unit to be coupled; Running stopping distance of train unit i to be coupled The expression is: ; In the formula, represents the maximum emergency braking time of the train unit i to be coupled; A represents the preset safety margin coefficient; Indicates the acceleration of the train unit i to be coupled during emergency braking; is the coupling process distance of the train unit i to be coupled; The expression of the front safety guarantee distance of each train unit to be coupled is: ; In the formula, Indicates the front safety guarantee distance of the train unit i to be coupled; Indicates the running speed of the previous train unit of the train unit i to be coupled; represents the length of the previous train unit of the train unit i to be coupled, represents the coupling acceleration time of the train unit i to be coupled, represents the running stopping distance of the train unit i to be coupled, Indicates the running speed of the train unit i to be coupled; The method for determining the rear safety guarantee distance of each train unit to be coupled is: The ratio of the running speed of the next train unit of each train unit to be coupled to the acceleration during the uncoupling process is used as the safe running time of the next train unit of each train unit to be coupled; The ratio of the running speed of the next train unit of each train unit to be coupled to the acceleration during the emergency braking process is used as the emergency braking time of the next train unit of each train unit to be coupled; The rear safety guarantee distance of the train unit i to be coupled The expression is: ; In the formula, Indicates the running speed of the train unit i to be coupled; They respectively represent the acceleration of the subsequent train unit of the train unit to be coupled i during the unbundling process and the acceleration during the emergency braking process; They respectively represent the safe driving time and emergency braking time of the subsequent train unit of the train unit to be coupled; It respectively indicates that the subsequent train unit of the train unit to be connected enters the station where the train unit to be connected is located, or does not enter the station where the train unit to be connected is located.

2. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The method for determining the coupling acceleration time of each train unit to be coupled is: The absolute value of the difference between the running speed of each train unit to be coupled and the running speed of the previous train to be coupled is taken, and the ratio of the absolute value to the acceleration of the train unit to be coupled during the coupling process is used as the coupling acceleration time of each train unit to be coupled.

3. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The method for determining the coupling process distance of each train unit to be coupled is: The coupling process distance of train unit i to be coupled The expression is: ; In the formula, It represents the acceleration of the coupling process of train unit i to be coupled.

4. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The vehicle-to-vehicle distance of each train unit to be coupled is the sum of the distance between each train unit to be coupled and its preceding train unit, the distance between each train unit to be coupled and its succeeding train unit, and the length of the train unit to be coupled.

5. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The expression for the optimal coupling distance of each train unit to be coupled is: ; In the formula, represents the optimal coupling distance of the train unit i to be coupled; Indicates the workshop distance of train unit i to be coupled; They respectively represent the front safety guarantee distance and the rear safety guarantee distance of the train unit i to be coupled.

6. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The expression of the safe unbundling distance of each coupled train unit is: ; In the formula, Indicates the safe unmarshaling distance of coupled train unit j; Indicates the running speed of the coupled train unit; represents the acceleration of coupled train unit j; Represents the length of coupled train unit j.

7. The method for coupling and uncoupling urban rail trains based on flexible marshaling according to claim 1, characterized in that: The coupling and uncoupling of train units comprises: If the distance between the train unit to be coupled and the previous train unit is equal to the optimal coupling distance, the train unit to be coupled and the previous train unit are coupled, otherwise, the train unit to be coupled and the previous train unit are not coupled; If the distance between the coupled train unit and the subsequent train unit is greater than or equal to the safe decoupling distance of the coupled train unit, the coupled train unit will be directly decoupled; otherwise, the coupled train unit will not be decoupled.

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