Operation method, device and equipment for realizing passenger and freight mixed transportation of urban rail transit train

Abstract

The invention relates to the technical field of urban traffic, and provides an operation method, device and equipment for realizing passenger and freight mixed transportation of an urban rail transit train. A virtual marshalling technology is adopted between the freight train and the passenger train; the operation method for achieving passenger and freight mixed transportation of the urban rail transit train comprises the steps that the parking interval of a freight train and a passenger train in a platform area is determined according to the preset distance between the trains; wherein the preset inter-train distance is determined based on the basic safety distance, the compensation distance and the braking safety distance; determining transportation modes of the freight train and the passenger train according to the logistics demand and the supply and distribution mode of the urban rail transit line; and determining a target operation result of the urban rail transit line according to the parking interval and the transportation mode. According to the method, truck transportation and operation are increased on the premise of not reducing the passenger transportation service, high passenger transportation capacity can be kept through the method, mixed transportation of the passenger transportation train and the freight train is achieved, and a new path is searched for sustainable development of urban rail transit operation.

Description

Technical Field

[0001] The present invention relates to the field of urban transportation technology, and in particular to an operation method, device and equipment for realizing mixed passenger and freight transportation of urban rail transit trains. Background Art

[0002] With the rapid development of the logistics industry, the demand for express logistics has been growing rapidly and steadily year after year. However, due to the restrictions on large trucks and the limited carrying capacity of roads, the efficiency of urban logistics distribution can no longer meet the growing demand.

[0003] Urban rail transit has the characteristics of wide network coverage and strong transportation timeliness. However, during the off-peak period of transportation, the line and vehicle resources are not fully utilized. Therefore, considering using the surplus transportation capacity of urban rail to provide freight services has become an important way to improve the efficiency of urban logistics distribution.

[0004] Mixed passenger and freight transportation refers to relying on the existing urban subway network to fully utilize the redundant capacity of subway lines while ensuring peak-period operating capacity, and to achieve coordinated transportation between the underground logistics network and the subway.

[0005] At present, urban rail passenger and freight mixed systems need to ensure passenger transport capacity during peak hours, and mostly use the night-time suspension time for freight transport. However, as the night-time suspension time is short, there are many factors that limit freight transport capacity. Summary of the invention

[0006] The present invention provides an operation method, device and equipment for realizing mixed passenger and freight transportation of urban rail transit trains, so as to improve the transportation capacity of freight transportation and reduce the restriction on external demand.

[0007] The present invention provides an operation method for urban rail transit trains to realize mixed passenger and freight transportation, wherein virtual marshaling technology is adopted between freight trains and passenger trains; the operation method for urban rail transit trains to realize mixed passenger and freight transportation comprises: determining the parking interval of freight trains and passenger trains in a platform area according to a preset distance between trains; wherein the preset distance between trains is determined based on a basic safety distance, a compensation distance and a braking safety distance; determining the transportation mode of freight trains and passenger trains according to the logistics demand and supply and distribution mode of the urban rail transit line; and determining the target operation result of the urban rail transit line according to the parking interval and the transportation mode.

[0008] According to a method for operating a mixed passenger and freight train in an urban rail transit train provided by the present invention, before determining the stopping interval of a freight train and a passenger train in a platform area according to a preset distance between trains, the method includes: determining a basic safety distance between a freight train and a passenger train; determining a first compensation distance according to a communication delay time between a control system and the freight train and the passenger train; determining a second compensation distance according to a positioning error of a positioning system in the freight train and the passenger train; determining a third compensation distance according to control and communication delays in the control system; determining a braking safety distance for freight trains and passenger trains in dynamic operation; and determining a preset distance between trains according to the basic safety distance, the first compensation distance, the second compensation distance, the third compensation distance and the braking safety distance.

[0009] According to a method for operating a mixed passenger and freight transport train in an urban rail transit train provided by the present invention, the stopping interval of a freight train and a passenger train in a platform area is determined according to a preset distance between trains, including: adjusting intermediate parameters according to the preset distance between trains; wherein the intermediate parameters include at least one of the braking deceleration of the freight train and / or the passenger train, the approaching speed of the freight train and / or the passenger train, the communication delay, the control system delay, and the positioning accuracy of the freight train and / or the passenger train; shortening the stopping interval of the freight train and the passenger train in the platform area according to the adjusted intermediate parameters.

[0010] According to a method for operating a city rail transit train to achieve mixed passenger and freight transportation provided by the present invention, adjusting the intermediate parameters includes at least one of the following methods: increasing the braking deceleration of freight trains and / or passenger trains; reducing the entry speed of freight trains and / or passenger trains; reducing communication delays and / or control system delays; and improving the positioning accuracy of freight trains and / or passenger trains.

[0011] According to a method for operating a mixed passenger and freight transport of an urban rail transit train provided by the present invention, the transport modes include a section-to-section transport mode, a station-to-station transport mode and a separate transport mode; in the section-to-section transport mode, a freight train can be virtually marshaled and operated with a passenger train running on the line; when a passenger train stops at a platform for passengers to board and alight, the freight train can stop outside the station or pass; in the station-to-station transport mode, the freight train can be virtually marshaled and operated with a passenger train; the passenger train and the freight train open their doors synchronously for passengers to board and alight, and the passenger train can close its doors and continue to operate alone after arriving at the stop time, and the freight train can continue to perform platform operations before the next passenger train arrives at the station; in the separate transport mode, a separate logistics platform or passenger platform is set up on the line, and the passenger train and the freight train are virtually marshaled in the section, and before the trains arrive at different destination platforms, the freight train and the passenger train are disassembled and go to their corresponding positions for passengers to board and alight.

[0012] According to a method for operating a mixed passenger and freight train in an urban rail transit train provided by the present invention, after the freight train and the passenger train are disassembled and go to their corresponding positions to perform boarding and alighting operations, it also includes: after the freight train completes the boarding and alighting operations, it can autonomously be assembled with the passenger train to go to other stations together.

[0013] The present invention also provides an operating device for urban rail transit trains to achieve mixed passenger and freight transportation, wherein virtual marshaling technology is used between freight trains and passenger trains; the operating device for urban rail transit trains to achieve mixed passenger and freight transportation comprises: a parking interval determination module, used to determine the parking interval of freight trains and passenger trains in the platform area according to a preset distance between trains; wherein the preset distance between trains is determined based on a basic safety distance, a compensation distance and a braking safety distance; a transportation mode determination module, used to determine the transportation mode of freight trains and passenger trains according to the logistics demand and supply and distribution mode of the urban rail transit line; and a target operation result module, used to determine the target operation result of the urban rail transit line according to the parking interval and the transportation mode.

[0014] The present invention also provides an electronic device, comprising a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, the method for operating a mixed passenger and freight transport urban rail transit train as described in any one of the above-mentioned methods is implemented.

[0015] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, the method for operating a mixed passenger and freight transport train of an urban rail transit train as described in any one of the above is implemented.

[0016] The present invention also provides a computer program product, including a computer program, which, when executed by a processor, implements the operating method of any of the above-mentioned urban rail transit trains to achieve mixed passenger and freight transportation.

[0017] The present invention provides an operation method, device and equipment for realizing mixed passenger and freight transportation of urban rail transit trains. Virtual marshaling technology is used between freight trains and passenger trains; the operation method for realizing mixed passenger and freight transportation of urban rail transit trains includes: determining the parking interval of freight trains and passenger trains in the platform area according to a preset distance between trains; wherein the preset distance between trains is determined based on the basic safety distance, the compensation distance and the braking safety distance; determining the transportation mode of freight trains and passenger trains according to the logistics demand and supply and distribution mode of the urban rail transit line; and determining the target operation result of the urban rail transit line according to the parking interval and the transportation mode. Through the above-mentioned manner, the present invention increases truck transportation and operations without reducing passenger services. Through this method, it is possible to maintain high passenger transportation capacity, realize mixed transportation of passenger and freight trains, and explore new paths for sustainable development of urban rail transit operations. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the present invention or the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0019] Figure 1 It is a flow chart of an operation method for realizing mixed passenger and freight transportation of an urban rail transit train provided by an embodiment of the present invention.

[0020] Figure 2 It is a schematic diagram of a train safety protection method based on relative braking distance provided by an embodiment of the present invention.

[0021] Figure 3 It is a schematic diagram of the factor analysis of passenger and freight mixed train tracking and parking interval provided by an embodiment of the present invention.

[0022] Figure 4 It is a schematic diagram of a distance curve between a rear vehicle and a front vehicle-emergency braking triggering speed provided by an embodiment of the present invention.

[0023] Figure 5 It is a schematic diagram of a train operation scenario based on segment-to-segment virtual marshaling provided by an embodiment of the present invention.

[0024] Figure 6 It is a schematic diagram of a train operation scenario based on station-to-station virtual marshaling provided by an embodiment of the present invention.

[0025] Figure 7 It is a schematic diagram of a virtual marshaling operation scenario of trains based on setting up an independent logistics platform provided by an embodiment of the present invention.

[0026] Figure 8 It is a structural schematic diagram of an operating device for realizing mixed passenger and freight transportation of an urban rail transit train provided by an embodiment of the present invention.

[0027] Fig. 9 It is a schematic diagram of the physical structure of an electronic device provided by an embodiment of the present invention. DETAILED DESCRIPTION

[0028] In order to make the purpose, technical solution and advantages of the present invention clearer, the technical solution of the present invention will be clearly and completely described below in conjunction with the drawings of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0029] In the description of the embodiments of the present invention, it should be noted that the terms "center", "longitudinal", "lateral", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the embodiments of the present invention and simplifying the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be constructed and operate in a specific orientation, and therefore cannot be understood as limitations on the embodiments of the present invention. In addition, the terms "first", "second", and "third" are used for descriptive purposes only and cannot be understood as indicating or implying relative importance.

[0030] In the description of the embodiments of the present invention, it should be noted that, unless otherwise clearly specified and limited, the terms "connected" and "connection" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium. For ordinary technicians in this field, the specific meanings of the above terms in the embodiments of the present invention can be understood according to specific circumstances.

[0031] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the embodiment of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine the different embodiments or examples described in this specification and the features of the different embodiments or examples, without contradiction.

[0032] The present invention provides an operation method for urban rail transit trains to realize mixed passenger and freight transportation. On the basis of virtual marshaling technology, the relevant parameters of the parking interval and the stop interval between passenger and freight trains are further studied to improve the transportation capacity of freight transportation and reduce the restriction on external demand.

[0033] See also Figure 1 , Figure 1 1 is a flow chart of an operation method for an urban rail transit train to realize mixed passenger and freight transportation provided by an embodiment of the present invention. In this embodiment, the operation method for an urban rail transit train to realize mixed passenger and freight transportation may include steps S110 to S130, and each step is specifically as follows: S110: Determine the stopping interval between freight trains and passenger trains in the platform area according to a preset distance between trains; wherein the preset distance between trains is determined based on a basic safety distance, a compensation distance and a braking safety distance.

[0034] S120: Determine the transportation mode of freight trains and passenger trains according to the logistics demand and supply and distribution mode of the urban rail transit line.

[0035] S130: Target operation results of the urban rail transit line determined according to the parking interval and transportation mode.

[0036] In this embodiment, virtual marshaling technology is used between freight trains and passenger trains. Virtual marshaling technology is a technology that is oriented to improving the flexible configuration of resources such as vehicles and tracks and the safe and efficient use of the system. Virtual marshaling technology does not rely on mechanical connection devices. Specifically, it is a new generation of train operation control system that connects multiple running trains and operates them as a whole through wireless communication information interaction and automatic control technology.

[0037] The method of this embodiment analyzes how to shorten the interval between two cars of the virtual marshaling technology, and obtains a way to effectively shorten the train section and platform parking interval; and analyzes different modes of mixed passenger and freight transportation, including freight transportation and operations between sections and stations, and increases truck transportation and operations without reducing passenger services. This method can maintain high passenger transportation capacity, realize mixed transportation of passenger and freight trains, and explore new paths for sustainable development of urban rail transit operations.

[0038] Based on any of the above embodiments, the step of determining the stopping interval of the freight train and the passenger train in the platform area according to the preset train-to-train distance may specifically include: Determine the basic safety distance between freight trains and passenger trains; determine the first compensation distance based on the communication delay time between the control system and the freight trains and passenger trains; determine the second compensation distance based on the positioning error of the positioning system in the freight trains and passenger trains; determine the third compensation distance based on the control and communication delays in the control system; determine the braking safety distance of freight trains and passenger trains in dynamic operation; determine the preset train-to-train distance based on the basic safety distance, the first compensation distance, the second compensation distance, the third compensation distance and the braking safety distance.

[0039] A basic requirement for virtual flexible trains is to achieve safe and stable tracking of train units at small spacing (much smaller than the absolute braking distance of the train). Therefore, a collaborative safety protection method based on time-space intervals that can both ensure the safety of train unit tracking (no rear-end collisions) and shorten the tracking interval of train units has become an important key technology. This method consists of two parts: safety protection based on time-space intervals and collaborative safety protection of virtual flexible train units. The main function of the former is to ensure the safety of train unit tracking when the spacing is reduced, while the latter shortens the tracking interval of train units by further refining perception and control under the premise of safety.

[0040] Safety is the premise of rail transit operation, and virtual flexible marshaling train units are no exception. In order to ensure the safety of virtual flexible marshaling train unit operation and avoid train unit rear-end collision accidents, it has become a consensus to introduce train safety protection technology in the train control system between train units. However, in order to achieve the operation of train units at small intervals far less than the absolute braking distance of the train, the train safety protection method based on absolute braking distance in related technologies can no longer meet the requirements.

[0041] In view of the above problems, the train safety protection method of relative braking distance is adopted. The rear train can make full use of the running status information such as the position, speed, acceleration, etc. of the front train, consider the track line resources dynamically released due to the front train's continued forward movement during the braking process of the rear train, and incorporate the above track line resources that will be dynamically released by the front train in the future into the protection speed calculation process of the rear train in advance for the rear train to use, thereby shortening the train tracking distance. Since the braking distance difference between the front and rear virtual flexible marshaling train units is taken into account, the train safety distance under this method can be much smaller than the braking distance of the rear train.

[0042] Specifically, the preset distance between trains is a safe distance between trains, which is implemented as follows: 1. Basic safety distance formula The basic safety distance is to ensure that the train can brake and stop in time in an emergency to avoid rear-end collision. Assuming that the front train runs at speed v1, the rear train follows at speed v2, and the acceleration of the rear train is a (negative value when decelerating), the basic safety distance is It can be expressed as: ; Among them, v1 and v2 are the speeds of the front and rear trains respectively, and a is the braking deceleration difference of the trains. This formula ensures that in the event of emergency braking, the rear train will not rear-end the front train during braking.

[0043] It should be noted that the front train may refer to a freight train, and the rear train may refer to a passenger train. Alternatively, the front train may refer to a passenger train, and the rear train may refer to a freight train.

[0044] (II) Dynamic following distance formula The dynamic following distance formula takes into account factors such as the train's current speed, communication delay, and system response time to ensure that trains can follow each other safely in non-emergency situations. It can be expressed as: ; in, It indicates the basic safety distance to ensure that trains do not rear-end each other; v indicates the current running speed of the following train; represents the total delay time of the communication and control system; a represents the braking deceleration of the rear train.

[0045] In this formula represents the distance compensation due to communication and control delay (i.e. the third compensation distance mentioned above), Indicates the additional safety distance during train braking (i.e. the braking safety distance mentioned above).

[0046] (III) Communication delay compensation distance formula When considering the impact of communication delay on marshaling distance, the delay compensation distance The formula is as follows: ; Where V represents the current speed of the train, Indicates the communication delay time between trains. The delay compensation distance (i.e., the first compensation distance mentioned above) ensures that the trains will not collide within the delay time.

[0047] (IV) Positioning error compensation distance formula If there is an error in the system positioning system or the positioning error is large, additional error compensation distance must be considered to ensure that the train can still operate safely within the positioning error range. Positioning error compensation distance It is expressed as: ; Indicates the error range of the positioning system. The positioning error compensation distance is equivalent to the second compensation distance mentioned above.

[0048] When the positioning error is large, the train marshaling spacing should be increased to ensure that the trains do not get too close to each other due to the positioning error, leading to a train collision.

[0049] (V) Total marshaling distance formula Taking all the above factors into consideration, the total distance between trains is It can be expressed as: .

[0050] in, Indicates basic safety distance. Indicates the communication delay compensation distance (i.e. the first compensation distance mentioned above). Indicates the positioning error compensation distance (i.e. the second compensation distance mentioned above). Indicates the additional compensation distance for system control and communication delays (i.e. the third compensation distance mentioned above). It indicates the braking safety distance considering the dynamic operation of the train.

[0051] Through the above formula, we can clearly analyze the impact of various key factors in the train virtual marshaling technology on the marshaling distance, and the total marshaling distance can be used as the preset distance between trains.

[0052] In order to effectively reduce the stopping interval between trains and shorten the stopping interval between two trains in the platform area in virtual marshaling, some key parameters can be optimized and adjusted.

[0053] Based on any of the above embodiments, the step of determining the stopping interval of freight trains and passenger trains in the platform area according to the preset train-to-train distance may specifically include: The intermediate parameters are adjusted according to a preset distance between trains; wherein the intermediate parameters include at least one of the braking deceleration of the freight train and / or the passenger train, the approaching speed of the freight train and / or the passenger train, the communication delay, the control system delay, and the positioning accuracy of the freight train and / or the passenger train; and the stopping interval of the freight train and the passenger train in the platform area is shortened according to the adjusted intermediate parameters.

[0054] Optionally, adjusting the intermediate parameters includes at least one of the following methods: (1) Increase the braking deceleration of freight trains and / or passenger trains.

[0055] By improving the braking capacity of the train and increasing the deceleration, the braking deceleration a of the train increases, which will reduce the braking distance and thus shorten the parking interval between trains. The basic safety distance in the formula is Will decrease.

[0056] It should be noted that increasing the braking deceleration may require consideration of the increase in vehicle performance and the impact on passenger comfort, so it needs to be reasonably set while ensuring passenger experience and safety.

[0057] (2) Reduce the speed of freight trains and / or passenger trains entering the station.

[0058] The train will gradually slow down when approaching the platform area, and try to approach the platform at a lower speed. The reduction of train speed v will reduce the delay compensation distance. and braking safety distance , thereby reducing parking intervals.

[0059] It should be noted that reducing the entry speed will have an impact on the train travel speed and affect the travel time of a single train.

[0060] (3) Reduce communication delays and / or control system delays.

[0061] Reduce communication delays and system delay , optimize communication systems and control systems to reduce latency. For example, faster communication protocols such as 5G can be used to ensure low latency and high reliability of signals.

[0062] Reductions in communication latency and system delay will reduce the compensation distance in the distance formula and .

[0063] It should be noted that low-latency communication systems require additional equipment, which may involve a certain increase in costs. Reducing system response delay can be solved by reducing the transmission path between systems.

[0064] (4) Improving the positioning accuracy of freight trains and / or passenger trains.

[0065] Use high-precision positioning systems, increase the density of ground transponders or optimize their layout. Improving positioning accuracy will reduce positioning error compensation distance , thereby shortening the stopping interval between the two trains in the platform area.

[0066] By adjusting the above parameters such as braking deceleration, train entry speed, communication delay, positioning accuracy and control algorithm, the stopping interval between two trains in the platform area can be effectively shortened.

[0067] See also Figure 2-Figure 3 , Figure 2 is a schematic diagram of a train safety protection method based on relative braking distance provided by an embodiment of the present invention, Figure 3 It is a schematic diagram of the factor analysis of passenger and freight mixed train tracking and parking interval provided by an embodiment of the present invention.

[0068] There is a minimum safety interval between the front vehicle A and the rear vehicle B. Vehicle-to-vehicle communication can be performed between the front vehicle A and the rear vehicle B to obtain the current and future speed, position, acceleration and other information of the front vehicle A and the rear vehicle B. When braking, it is necessary to consider the dynamic safety protection of the front vehicle (i.e. "hitting the soft wall"). The front vehicle A runs according to the braking curve of the front vehicle, and the final stop position is A'; the rear vehicle B runs according to the braking curve of the rear vehicle, and the final stop position is B'.

[0069] It should be noted that during the braking process, the rear vehicle B can first run at a constant speed for a period of time before starting to decelerate to avoid collision with the front vehicle. The distance between the rear vehicle B and the position B' is the minimum braking distance.

[0070] Continue reading Figure 3 For the front vehicle and the rear vehicle, they both include their respective minimum safe position, unsafe position and maximum safe position, among which the distance between the unsafe position and the maximum safe position of the rear vehicle is the positioning error ①, the distance between the unsafe position and the minimum safe position of the front vehicle is the positioning error ③, and the distance between the minimum safe position of the front vehicle and the maximum safe position of the rear vehicle is the safety distance ②.

[0071] During the tracking process of two virtual trains (including platform parking), the distance between the two trains is composed of positioning error and safety distance.

[0072] Positioning error: The train positioning error consists of two parts: the positioning error of the front of the rear vehicle ①, and the positioning error of the rear of the front vehicle ③. These two parts of the error are consistent with the calculation principle of a single vehicle (initial error, speed sensor running error, transponder radiation range, etc.).

[0073] This part of the error can be optimized but cannot be eliminated. When the line conditions are good (no bends, no slopes), the distance ①+③ through the transponder can be optimized to about 1.38m.

[0074] Safety distance: refers to the distance between the maximum safety envelopes when two trains are tracking each other. This distance will affect the EBI (emergency brake trigger speed) calculation. The smaller the distance, the lower the EBI of the rear vehicle. When the distance is small to a certain value, the EBI of the rear vehicle is zero.

[0075] The safety distance cannot be too small. As shown in the figure, when the distance between trains is less than 3m, the EBI of the following vehicle is already approximately 0 and it cannot continue to enter the station and stop.

[0076] See also Figure 4 , Figure 4 It is a schematic diagram of a distance curve between a rear vehicle and a front vehicle-emergency braking triggering speed provided by an embodiment of the present invention.

[0077] In addition to determining the parking intervals of freight trains and passenger trains in the platform area according to the preset train-to-train distance to effectively shorten the train section and platform parking intervals, the embodiments of the present invention can also optimize transportation and operating efficiency through transportation modes.

[0078] Based on any of the above embodiments, combined with rail logistics demand and supply and distribution mode, the current distribution transportation mode of rail logistics in the subway system, that is, the transportation mode of freight trains and passenger trains can include section-to-section transportation mode, station-to-station transportation mode and single transportation mode.

[0079] ① In the section-to-section transportation mode, freight trains can be virtually marshaled and operated with passenger trains running online; when passenger trains stop at the platform for passengers to board or alight, freight trains can stop outside the station or pass by.

[0080] See also Figure 5 , Figure 5 It is a schematic diagram of a train operation scenario based on segment-to-segment virtual marshaling provided by an embodiment of the present invention.

[0081] A virtual flexible marshaling train is formed by reconnecting the virtual marshaling train units from section to section. Specifically, a freight train can be virtually marshaled with a passenger train running online. When the passenger train stops at the platform for passengers to board and alight, the freight train can stop outside the station or pass through (for lines with wiring) until the freight train runs to the depot. Through the virtual marshaling of freight trains and passenger trains, freight trains do not need to wait for passenger trains to stop operating before transporting, which improves the flexibility and transportation capacity of freight trains while ensuring passenger transport capacity.

[0082] ② In the station-to-station transportation mode, freight trains can be virtually marshaled and operated with passenger trains; passenger trains and freight trains open their doors synchronously for boarding and alighting. After the passenger train reaches the stop time, it can close its doors alone and continue to run, and the freight train can continue platform operations before the next passenger train arrives.

[0083] See also Figure 6 , Figure 6 It is a schematic diagram of a train operation scenario based on station-to-station virtual marshaling provided by an embodiment of the present invention.

[0084] A virtual flexible train is formed by reconnecting virtual train units from station to station. Specifically, freight trains can also be virtually marshaled with passenger trains. Due to the different boarding and alighting requirements and boarding and alighting times for passenger and freight trains, passenger trains and freight trains can open doors synchronously for boarding and alighting operations. Passenger trains can close doors in advance and continue to operate after reaching the stop time, and freight trains can perform platform operations before the next passenger train arrives at the station. This method can effectively reserve sufficient operating time for logistics transportation on the platform.

[0085] ③ In the separate transport mode, a separate logistics platform or passenger platform is set up on the line, and passenger trains and freight trains are virtual marshaled in the section. Before the trains arrive at different destination platforms, freight trains and passenger trains are disassembled and go to their corresponding positions for boarding and alighting.

[0086] Optionally, the steps after the freight train and the passenger train are disassembled and go to their corresponding positions to carry out boarding and alighting operations may also include: after the freight train completes the boarding and alighting operations, it can autonomously be assembled with the passenger train and go to other stations together.

[0087] See also Figure 7 , Figure 7 It is a schematic diagram of a virtual marshaling operation scenario of trains based on setting up an independent logistics platform provided by an embodiment of the present invention.

[0088] A virtual flexible train formed by reconnecting train units with independent logistics platforms. Specifically, separate platforms are set up on the line. Passenger trains correspond to passenger platforms, and freight trains correspond to logistics platforms. Passenger trains and freight trains (such as luggage cars) are virtual marshaled in the section. Before the trains arrive at different destination platforms, freight trains and passenger trains are disassembled and go to their corresponding positions for boarding and alighting. After completing the boarding and alighting operations, they can be autonomously marshaled with passenger trains and go to other stations together.

[0089] The constraints on the current rail logistics of subway lines are, on the one hand, the demand for different types of trains to run on the same line in urban rail transit is becoming increasingly urgent due to the above reasons; on the other hand, it is difficult to add trains in line sections and time periods where the train operation density is already high. This can only be achieved by adding trains in the morning and evening shifts. This embodiment uses virtual marshaling technology to quickly reconnect new trains with existing trains, forming a virtual flexible marshaling train operation to increase train capacity, which has also become an important means to fully utilize the line's throughput capacity.

[0090] As described above, the embodiment of the present invention provides an operation method for urban rail transit trains to achieve mixed passenger and freight transportation based on virtual marshaling technology. This method analyzes how to shorten the interval between two cars in virtual marshaling technology, and obtains a way to effectively shorten the train interval and platform parking interval; and analyzes different modes of transportation for mixed passenger and freight transportation, including freight transportation and operations between sections and stations, and increases truck transportation and operations without reducing passenger services. This method can maintain high passenger transportation capacity, realize mixed transportation of passenger and freight trains, and explore new paths for sustainable development of urban rail transit operations.

[0091] The present invention also provides an operating device for an urban rail transit train to achieve mixed passenger and freight transportation. The operating device for an urban rail transit train to achieve mixed passenger and freight transportation provided by the present invention is described below. The operating device for an urban rail transit train to achieve mixed passenger and freight transportation described below and the operating method for an urban rail transit train to achieve mixed passenger and freight transportation described above can be referred to each other.

[0092] See also Figure 8 , Figure 8 It is a structural schematic diagram of an operating device for realizing mixed passenger and freight transportation of an urban rail transit train provided by an embodiment of the present invention.

[0093] In this embodiment, virtual marshaling technology is used between freight trains and passenger trains; the operation device of urban rail transit trains to achieve mixed passenger and freight transportation includes a parking interval determination module 810, a transportation mode determination module 820 and a target operation result module 830.

[0094] The parking interval determination module 810 is used to determine the parking interval of freight trains and passenger trains in the platform area according to a preset train-to-train distance; wherein the preset train-to-train distance is determined based on a basic safety distance, a compensation distance, and a braking safety distance.

[0095] The transportation mode determination module 820 is used to determine the transportation mode of freight trains and passenger trains according to the logistics demand and supply and distribution mode of the urban rail transit line.

[0096] The target operation result module 830 is used to determine the target operation result of the urban rail transit line according to the parking interval and the transportation mode.

[0097] Based on any of the above embodiments, the operation device for realizing mixed passenger and freight transportation of urban rail transit trains may further include a preset inter-train distance determination module, and the preset inter-train distance determination module may be specifically used for: Determine the basic safety distance between freight trains and passenger trains; determine the first compensation distance based on the communication delay time between the control system and the freight trains and passenger trains; determine the second compensation distance based on the positioning error of the positioning system in the freight trains and passenger trains; determine the third compensation distance based on the control and communication delays in the control system; determine the braking safety distance of freight trains and passenger trains in dynamic operation; determine the preset train-to-train distance based on the basic safety distance, the first compensation distance, the second compensation distance, the third compensation distance and the braking safety distance.

[0098] Based on any of the above embodiments, the parking interval determination module 810 may be specifically used for: The intermediate parameters are adjusted according to a preset distance between trains; wherein the intermediate parameters include at least one of the braking deceleration of the freight train and / or the passenger train, the approaching speed of the freight train and / or the passenger train, the communication delay, the control system delay, and the positioning accuracy of the freight train and / or the passenger train; and the stopping interval of the freight train and the passenger train in the platform area is shortened according to the adjusted intermediate parameters.

[0099] Based on any of the above embodiments, adjusting the intermediate parameters includes at least one of the following methods: increasing the braking deceleration of freight trains and / or passenger trains; reducing the entry speed of freight trains and / or passenger trains; reducing communication delays and / or control system delays; and improving the positioning accuracy of freight trains and / or passenger trains.

[0100] Based on any of the above embodiments, the transportation mode includes a segment-to-segment transportation mode, a station-to-station transportation mode and a single transportation mode.

[0101] In the section-to-section transportation mode, freight trains can be virtually formed into a group and run with passenger trains running on the line; when passenger trains stop at the platform for passengers to board or alight, freight trains can stop outside the station or pass by.

[0102] Under the station-to-station transportation mode, freight trains can be virtually formed into a group and run with passenger trains; passenger trains and freight trains open their doors synchronously for boarding and alighting. After the passenger train reaches the stop time, it can close its doors alone and continue running, and the freight train can continue platform operations before the next passenger train arrives.

[0103] In the single transport mode, a separate logistics platform or passenger platform is set up on the line, and passenger trains and freight trains adopt virtual marshaling in the section. Before the trains arrive at different destination platforms, freight trains and passenger trains are disassembled and go to their corresponding positions for boarding and alighting.

[0104] Based on any of the above embodiments, after the freight train and the passenger train are disassembled and go to their corresponding positions to perform boarding and alighting operations, it also includes: when the freight train completes the boarding and alighting operations, it can autonomously be assembled with the passenger train and go to other stations together.

[0105] On the other hand, an embodiment of the present invention further provides an electronic device, see Fig. 9 , Fig. 9 is a schematic diagram of the physical structure of an electronic device provided by an embodiment of the present invention, such as Fig. 9 As shown, the electronic device may include a memory 920, a processor 910, and a computer program stored in the memory 920 and executable on the processor 910. When the processor 910 executes the program, the operation method of the urban rail transit train for mixed passenger and freight transportation provided by the above methods is implemented.

[0106] Optionally, the electronic device may further include a communication bus 930 and a communication interface (CommunicationsInterface) 940, wherein the processor 910, the communication interface 940, and the memory 920 communicate with each other through the communication bus 930. The processor 910 may call a computer program in the memory 920 to execute an operation method for realizing mixed passenger and freight transportation of an urban rail transit train, and the method may include: The stopping intervals of freight trains and passenger trains in the platform area are determined according to the preset distances between trains; the preset distances between trains are determined based on the basic safety distance, compensation distance and braking safety distance; the transportation mode of freight trains and passenger trains is determined according to the logistics demand and supply and distribution mode of the urban rail transit line; the target operation results of the urban rail transit line are determined according to the stopping intervals and transportation modes.

[0107] In addition, the logic instructions in the above-mentioned memory 920 can be implemented in the form of software functional units and can be stored in a computer-readable storage medium when sold or used as an independent product. Based on such an understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art or the part of the technical solution, can be embodied in the form of a software product, and the computer software product is stored in a storage medium, including several instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to perform all or part of the steps of the method described in each embodiment of the present invention. The aforementioned storage medium includes: U disk, mobile hard disk, read-only memory (ROM, Read-Only Memory), random access memory (RAM, Random Access Memory), disk or optical disk, etc. Various media that can store program codes.

[0108] On the other hand, the present invention also provides a computer program product, which includes a computer program. The computer program can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the operation method of the urban rail transit train to realize mixed passenger and freight transportation provided by the above methods. The steps and principles have been introduced in detail in the above methods and will not be repeated here.

[0109] On the other hand, the present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon. When the computer program is executed by a processor, it is implemented to execute the operation method of the urban rail transit train for mixed passenger and freight transportation provided by the above methods. The steps and principles have been introduced in detail in the above methods and will not be repeated here.

[0110] Non-transitory computer-readable storage media can be any available media or data storage devices that can be accessed by the processor, including but not limited to magnetic storage (such as floppy disks, hard disks, magnetic tapes, magneto-optical disks (MO)), optical storage (such as CDs, DVDs, BDs, HVDs, etc.), and semiconductor storage (such as ROM, EPROM, EEPROM, non-volatile memory (NANDFLASH), solid-state drives (SSDs)), etc.

[0111] The device embodiments described above are merely illustrative, wherein the units described as separate components may or may not be physically separated, and the components displayed as units may or may not be physical units, that is, they may be located in one place, or they may be distributed on multiple network units. Some or all of the modules may be selected according to actual needs to achieve the purpose of the scheme of this embodiment. Ordinary technicians in this field can understand and implement it without paying creative labor.

[0112] Through the description of the above implementation methods, those skilled in the art can clearly understand that each implementation method can be implemented by means of software plus a necessary general hardware platform, and of course, can also be implemented by hardware. Based on this understanding, the above technical solution is essentially or the part that contributes to the prior art can be embodied in the form of a software product, and the computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, a disk, an optical disk, etc., including a number of instructions for a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods described in each embodiment or some parts of the embodiments.

[0113] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. However, these modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for operating a city rail transit train to achieve mixed passenger and freight transportation, characterized in that: Virtual marshaling technology is used between freight trains and passenger trains; The operation method of the urban rail transit train to realize mixed passenger and freight transportation includes: Determine the parking interval between the freight train and the passenger train in the platform area according to a preset train-to-train distance; wherein the preset train-to-train distance is determined based on a basic safety distance, a compensation distance, and a braking safety distance; Determine the transportation mode of the freight train and the passenger train according to the logistics demand and supply and distribution mode of the urban rail transit line; The target operation result of the urban rail transit line is determined according to the parking interval and transportation mode.

2. The method for operating a city rail transit train to realize mixed passenger and freight transportation according to claim 1, characterized in that: Before determining the stopping interval of the freight train and the passenger train in the platform area according to the preset train-to-train distance, the method includes: Determining a basic safety distance between the freight train and the passenger train; determining a first compensation distance according to a communication delay time between a control system and the freight train and the passenger train; Determining a second compensation distance according to positioning errors of positioning systems in the freight train and the passenger train; determining a third compensation distance based on control and communication delays in the control system; Determining a braking safety distance between the freight train and the passenger train in dynamic operation; The preset inter-train distance is determined according to the basic safety distance, the first compensation distance, the second compensation distance, the third compensation distance and the braking safety distance.

3. The method for operating a city rail transit train for mixed passenger and freight transportation according to claim 1, characterized in that: The step of determining the parking interval between the freight train and the passenger train in the platform area according to the preset train-to-train distance includes: adjusting the intermediate parameters according to the preset train-to-train distance; wherein the intermediate parameters include at least one of the braking deceleration of the freight train and / or the passenger train, the station entry speed of the freight train and / or the passenger train, the communication delay, the control system delay, and the positioning accuracy of the freight train and / or the passenger train; The stopping intervals of the freight train and the passenger train in the platform area are shortened according to the adjusted intermediate parameters.

4. The method for operating a city rail transit train to realize mixed passenger and freight transportation according to claim 3, characterized in that: The adjusting of the intermediate parameters includes at least one of the following methods: increasing the braking deceleration of the freight train and / or the passenger train; reducing the speed of the freight train and / or the passenger train entering the station; Reduce communication delays and / or control system latency; Improve the positioning accuracy of the freight train and / or the passenger train.

5. The method for operating a city rail transit train to realize mixed passenger and freight transportation according to claim 1, characterized in that: The transport modes include segment-to-segment transport mode, station-to-station transport mode and individual transport mode; In the segment-to-segment transport mode, freight trains can be virtually marshaled with passenger trains running on the line; when passenger trains stop at the platform for passengers to board or alight, freight trains can stop outside the station or pass by; In the station-to-station transport mode, freight trains can be virtually marshaled with passenger trains; passenger trains and freight trains open their doors synchronously for boarding and alighting operations, and passenger trains can close their doors and continue to operate independently after reaching the stop time, and freight trains can continue platform operations before the next passenger train arrives at the station; In the single transport mode, a separate logistics platform or passenger platform is set up on the line, and passenger trains and freight trains adopt virtual marshaling in the section. Before the trains arrive at different destination platforms, freight trains and passenger trains are disassembled and go to their corresponding positions for boarding and alighting.

6. The method for operating a city rail transit train to realize mixed passenger and freight transportation according to claim 5, characterized in that: After the freight train and the passenger train are disassembled and go to their corresponding positions for boarding and alighting operations, the method further includes: After the freight train completes the boarding and alighting operations, it can autonomously form a group with a passenger train and go to other stations together.

7. An operating device for urban rail transit trains to realize mixed passenger and freight transportation, characterized in that: Virtual marshaling technology is used between freight trains and passenger trains; the operation device for realizing mixed passenger and freight transportation of the urban rail transit train includes: A parking interval determination module, used to determine the parking interval between the freight train and the passenger train in the platform area according to a preset train-to-train distance; wherein the preset train-to-train distance is determined based on a basic safety distance, a compensation distance, and a braking safety distance; A transport mode determination module, used to determine the transport mode of the freight train and the passenger train according to the logistics demand and supply and distribution mode of the urban rail transit line; The target operation result module is used to determine the target operation result of the urban rail transit line according to the parking interval and the transportation mode.

8. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that: When the processor executes the computer program, the method for operating a city rail transit train to realize mixed passenger and freight transportation as described in any one of claims 1 to 6 is implemented.

9. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that: When the computer program is executed by the processor, the method for operating a city rail transit train to realize mixed passenger and freight transportation as described in any one of claims 1 to 6 is implemented.

10. A computer program product, comprising a computer program, characterized in that When the computer program is executed by the processor, the method for operating a city rail transit train to realize mixed passenger and freight transportation as described in any one of claims 1 to 6 is implemented.

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