Design processing method for various no-parking areas of urban rail transit

Abstract

The invention discloses a design processing method for various no-parking areas of urban rail transit. The design processing method comprises the following steps: S1, determining position information of no-parking areas including ventilation shafts and power supply no-parking areas; s2, whether the ventilation shaft and the power supply no-parking area are overlapped or not is judged; if the ventilation shaft and the power supply no-parking area are overlapped, combining the ventilation shaft and the power supply no-parking area; s3, calculating an automatic operation curve of the train in the track line section; s4, calculating an interval tracking interval of the train; s5, judging whether the interval tracking interval of the train is smaller than or equal to the parameter value; if the interval tracking interval of the train is smaller than or equal to the parameter value, the design requirement is met; and otherwise, if the design requirement is not met, repeating the steps S1-S4 until the design requirement is met. The method has the advantages that the length of the no-parking area is accurately judged, the position of the no-parking area is flexibly set, the running curve of the train is calculated in real time, safety accidents caused by the fact that the train is parked in the no-parking area are avoided, and driving safety is guaranteed.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and in particular to a design and processing method for various no-parking zones in urban rail transit. Background Art

[0002] As of the end of 2023, more than thirty cities on the Chinese mainland have built and operated urban rail transit, with an operating length of more than 4,000 kilometers. Similar problems are inevitable on the national rail transit lines, that is, the train randomly stops directly below the ventilation shaft or in the power supply sub-item area. For example, in 2019, on the Shanghai Metro Line 9, and in 2022, on the Shanghai Metro Line 11, there were incidents where the train stopped in the power supply sub-item area, and the driver's operation error caused serious damage to the pantograph and catenary, seriously affecting the operation. The ATO subsystem should ensure that when the train stops in the section, it does not completely stop in the AC power supply split-phase area.

[0003] Due to the physical limitations of the subway line crossing rivers, lakes and other natural geographical conditions, the station spacing of the cross-river section is longer than the normal interval. And according to the "Design Specification for Suburban Express Rail Transit TCCES2-2017", it is clearly required that the ATO subsystem must ensure that when the train stops in the section, it cannot stop directly below the ventilation shaft in the section. To ensure the safe operation of the train in the cross-river section, two trains running in the same direction in the tunnel cannot be in the section composed of two ventilation shafts or the ventilation shaft and the mechanical air hole at the end of the station at the same time. Therefore, the setting of the cross-river section ventilation shaft may lead to too long train tracking time, which in turn has a certain impact on the passing capacity and reduces the transportation capacity of the urban rail transit system. Summary of the Invention

[0004] The purpose of the present invention is to provide a design and processing method for various no-parking zones in urban rail transit according to the deficiencies of the above-mentioned prior art. The method mainly includes: judging whether there is an overlap of no-parking zones in each section, and the no-parking zones include ventilation shafts and power supply no-parking zones; merging the no-parking zones to ensure the rationality and effectiveness of the merger of no-parking zones; calculating the automatic running curve of the train in the section considering factors such as train speed, section length, and curve; calculating the tracking time of each section respectively according to the moving authorization end position information and the no-parking zone position information; performing system calculations according to the line conditions, position conditions, and different numbers and types of no-parking zones to judge whether the design requirements are met. This method can accurately judge the length of the no-parking zone, flexibly set the position of the no-parking zone, calculate the running curve of the train in real time, avoid safety accidents caused by the train stopping in the no-parking zone, and ensure the safety of train operation.

[0005] The object of the present invention is achieved by the following technical solutions:

[0006] A design and processing method for various no-parking zones in urban rail transit, the method comprising the following steps:

[0007] S1: Determine the location information of the no-parking area including the ventilation shaft and the power supply no-parking area according to the differences in the track line sections.

[0008] S2: Judge whether there is an overlap between the ventilation shaft and the power supply no-parking area according to the positional relationship between the ventilation shaft and the power supply no-parking area; if there is an overlap between the ventilation shaft and the power supply no-parking area, perform a merging process on the ventilation shaft and the power supply no-parking area.

[0009] S3: Calculate the automatic operation curve of the train in the track line section according to the basic performance data of the train and the location information of the no-parking area.

[0010] S4: Calculate the interval tracking interval of the train according to the location and classification of the no-parking area.

[0011] S5: Judge whether the interval tracking interval of the train is less than or equal to the parameter value; if the interval tracking interval of the train is less than or equal to the parameter value, the design requirements are met and the result is output; otherwise, the design requirements are not met, and steps S1 - S4 are repeated until the design requirements are met and the result is output.

[0012] In step S2,

[0013] When the following two situations occur, it indicates that there is an overlap between the ventilation shaft and the power supply no-parking area:

[0014] The first situation is: the ventilation shaft and the power supply no-parking area coincide; when the ventilation shaft and the power supply no-parking area coincide, the range of the no-parking area is defined as the area between the location of the ventilation shaft and the location of the power supply no-parking area.

[0015] The second situation is: the ventilation shaft is separated from the power supply no-parking area and the distance between the ventilation shaft and the power supply no-parking area is less than the length of the train; when the ventilation shaft is separated from the power supply no-parking area and the distance between the ventilation shaft and the power supply no-parking area is less than the length of the train, the range of the no-parking area is defined as the location of the ventilation shaft, the location of the power supply no-parking area, and the distance between the ventilation shaft and the power supply no-parking area.

[0016] In step S3,

[0017] The calculation method of the automatic operation curve of the train in the track line section is as follows:

[0018] S3.1: Calculate the acceleration a of the train within the cycle time t according to the basic performance data of the train at a certain calculation cycle time.

[0019] S3.2: Calculate the velocity v of the train within the cycle time t based on the acceleration a of the train calculated in step S3.1 i+1 and the displacement s i+1 , and the calculation formulas are as follows:

[0020] v i+1 = v i t + at;

[0021]

[0022] In the formula, v i is the initial velocity of the train at the cycle time t = 0;

[0023] S3.3: Calculate the acceleration of the train in the next cycle time based on the velocity and displacement of the train calculated according to the current cycle time, and calculate the velocity and displacement of the train in the next cycle time; perform loop calculations until the train reaches the target position.

[0024] In step S4,

[0025] the calculation method of the train's interval tracking interval is as follows:

[0026] S4.1: Based on the train's automatic operation curve calculated in step S3 and the position information of the no-parking zone, search and find that the time when the front of the leading train passes the position of the no-parking zone is T 0 ;

[0027] S4.2: According to the requirement that the safety interval distance between the leading train and the trailing train is D, when the trailing train reaches the position of the no-parking zone, the leading train should be at the position at T 1 ;

[0028] S4.3: Based on the searched T 0 and T 1 , obtain that the interval tracking interval of the train is T 1 - T 0 .

[0029] In step S4,

[0030] When the train's movement authorization remains unchanged, a first ventilation shaft, a first power supply no-parking zone, and a second ventilation shaft are successively arranged in front of the train. The first ventilation shaft is spaced from the second power supply no-parking zone, and the distance between the first ventilation shaft and the first power supply no-parking zone is less than the length of the train. Merge the first ventilation shaft and the first power supply no-parking zone. The movement authorization end position of the train is the position of the first ventilation shaft. The calculation method of the train's interval tracking interval remains unchanged, and the train's interval tracking interval is not affected either;

[0031] When the moving authorization of the train changes, at this time, the first power supply no-parking area, the first ventilation shaft and the second ventilation shaft are successively arranged in front of the train. The first ventilation shaft coincides with the first power supply no-parking area. The first ventilation shaft and the first power supply no-parking area are merged. The end position of the moving authorization of the train is the position of the first power supply no-parking area. It is necessary to adjust the running speed and stop position of the train, and the interval tracking interval of the train will be affected.

[0032] The advantages of the present invention are: it can accurately judge the length of the no-parking area, flexibly set the position of the no-parking area, calculate the running curve of the train in real time, avoid safety accidents caused by the train stopping in the no-parking area, and ensure the safety of train operation. Brief Description of the Drawings

[0033] Figure 1 It is a schematic flow chart of the design and processing method of various no-parking areas of the urban rail transit of the present invention;

[0034] Figure 2 It is a schematic diagram of the merger when the ventilation shaft coincides with the power supply no-parking area of the present invention;

[0035] Figure 3 It is a schematic diagram of the merger when the distance between the ventilation shaft and the power supply no-parking area of the present invention is less than the length of the train;

[0036] Figure 4 It is an analysis schematic diagram of the merger of the no-parking area of the present invention without affecting the interval tracking interval;

[0037] Figure 5 It is an analysis schematic diagram of the merger of the no-parking area of the present invention affecting the interval tracking interval;

[0038] Figure 6 It is an algorithm flow chart for calculating the automatic running curve of the train of the present invention;

[0039] Figure 7 It is a flow chart for calculating the interval tracking interval of the train of the present invention. Detailed Embodiments

[0040] The following further details the features of the present invention and other related features through embodiments in conjunction with the drawings, so as to facilitate the understanding of those skilled in the same industry:

[0041] Embodiment: As Figure 1-7 shown, this embodiment relates to a design and processing method for various no-parking areas of urban rail transit. The method specifically includes the following steps:

[0042] S1: According to the differences in the track line section (from Station A to Station B), determine the position information of the no-parking area including the ventilation shaft and the power supply no-parking area, providing an accurate data basis for subsequent processing.

[0043] S2: Determine whether there is an overlap between the ventilation shaft and the power supply no-parking area according to their positional relationship; if there is an overlap, merge the ventilation shaft and the power supply no-parking area.

[0044] Among them, when the following two situations occur, it indicates that there is an overlap between the ventilation shaft and the power supply no-parking area:

[0045] As Figure 2 shown, the first situation is: the ventilation shaft coincides with the power supply no-parking area; when they coincide, the range of the no-parking area is defined as the area between the position of the ventilation shaft and the position of the power supply no-parking area;

[0046] As Figure 3 shown, the second situation is: the ventilation shaft is separated from the power supply no-parking area and the distance between them is less than the length of the train; when the ventilation shaft is separated from the power supply no-parking area and the distance between them is less than the length of the train, the range of the no-parking area is defined as the position of the ventilation shaft, the position of the power supply no-parking area, and the distance between the ventilation shaft and the power supply no-parking area.

[0047] In addition, when there is no overlap between the ventilation shaft and the power supply no-parking area, that is, the ventilation shaft is separated from the power supply no-parking area and the distance between them is greater than or equal to the length of the train.

[0048] S3: Calculate the automatic operation curve of the train in the track line section according to the basic performance data of the train and the position information of the no-parking area.

[0049] Among them, as Figure 6 shown, the calculation method of the automatic operation curve of the train in the track line section is as follows:

[0050] S3.1: According to the basic performance data of the train (running destination, target distance, speed limit, and gradient), calculate the acceleration a of the train within the cycle time t (select 100 milliseconds) at a certain calculation cycle time; when calculating the acceleration a, it is necessary to consider the acceleration characteristics of the vehicle and the train impact value (select 0.75m / s / s / s);

[0051] S3.2: Calculate the speed v i+1 and displacement s i+1 of the train within the cycle time t according to the acceleration a of the train within the cycle time t calculated in step S3.1, and the calculation formulas are as follows:

[0052] v i+1 = v i t + at;

[0053]

[0054] Wherein, v i is the initial speed of the train at the cycle time t = 0;

[0055] S3.3: Calculate the acceleration of the train in the next cycle time based on the speed and displacement of the train calculated according to the current cycle time, and calculate the speed and displacement of the train in the next cycle time; perform loop calculations until the train reaches the target position.

[0056] S4: Calculate the interval tracking interval of the train according to the position and classification of the no-stopping area.

[0057] Among them, as Figure 7 shown, the calculation method of the interval tracking interval of the train is as follows:

[0058] S4.1: Based on the automatic operation curve of the train calculated in step S3 (including the acceleration, speed and position data information of the train in each cycle time) and the position information of the no-stopping area, search for the moment T when the front of the previous train passes through the position of the no-stopping area 0 ;

[0059] S4.2: According to the requirement that the safety interval distance between the previous train and the following train is D (the value of the safety distance is taken according to the actual situation), when the following train reaches the position of the no-stopping area, the previous train should be at the position at T 1 ;

[0060] S4.3: According to the searched T 0 and T 1 , obtain the interval tracking interval of the train as T 1 -T 0 .

[0061] The above calculation method of the interval tracking interval of the train is applicable to both the cases where there is overlap and no overlap between the ventilation shaft and the power supply no-stopping area.

[0062] As Figure 4 shown, when the moving authorization of the train remains unchanged, a first ventilation shaft, a first power supply no-stopping area and a second ventilation shaft are successively arranged in front of the train at this time. The first ventilation shaft is spaced from the second power supply no-stopping area and the distance between the first ventilation shaft and the first power supply no-stopping area is less than the length of the train (the second case where there is overlap between the ventilation shaft and the power supply no-stopping area). Combine the first ventilation shaft and the first power supply no-stopping area, and the end position of the moving authorization of the train is the starting point of the position of the first ventilation shaft to ensure that the train can stop or decelerate before the no-stopping area. Since combining the no-stopping areas does not change the distance between the first ventilation shaft and the first power supply no-stopping area, the calculation method of the interval tracking interval of the train remains unchanged and the interval tracking interval of the train is not affected.

[0063] As Figure 5As shown, when the moving authorization of the train changes, there are a first power supply no-parking area, a first ventilation shaft, and a second ventilation shaft in sequence in front of the train at this time. The first ventilation shaft coincides with the first power supply no-parking area (the first case where there is an overlap between the ventilation shaft and the power supply no-parking area). The first ventilation shaft and the first power supply no-parking area are merged, and the end position of the moving authorization of the train is the starting point of the position of the first power supply no-parking area. Due to the change in the moving authorization position of the train, the train needs to adjust its running speed and stopping position to adapt to the new no-parking area layout. Therefore, the interval tracking interval of the train will be affected, resulting in a change in the running interval between trains.

[0064] S5: Determine whether the interval tracking interval of the train is less than or equal to the parameter value (select 120 seconds); if the interval tracking interval of the train is less than or equal to the parameter value, it meets the design requirements and the result is output; otherwise, it does not meet the design requirements, and steps S1 - S4 are repeated until the design requirements are met and the result is output.

[0065] The beneficial technical effects of this embodiment are as follows: It can accurately judge the length of the no-parking area, flexibly set the position of the no-parking area, calculate the running curve of the train in real time, avoid safety accidents caused by the train stopping in the no-parking area, and ensure the safety of train operation.

[0066] Although the above embodiments have detailed the concept and embodiments of the object of the present invention with reference to the drawings, those of ordinary skill in the art can recognize that various improvements and transformations can still be made to the present invention without departing from the scope defined by the claims. Therefore, they are not elaborated one by one here.

Claims

1. A design method for various no-parking zones in urban rail transit, characterized in that The method comprises the following steps: S1: Determine the location information of the no-parking zone including the ventilation shaft and the power supply no-parking zone according to different track line sections; S2: judging whether the ventilation shaft and the power supply prohibited parking zone overlap according to the positional relationship between the ventilation shaft and the power supply prohibited parking zone; if the ventilation shaft and the power supply prohibited parking zone overlap, merging the ventilation shaft and the power supply prohibited parking zone; S3: Calculating an automatic operation curve of the train in the track section according to the basic performance data of the train and the location information of the no-stopping zone; S4: Calculating the interval tracking interval of the train according to the location and classification of the no-stopping zone; S5: Determine whether the interval tracking interval of the train is less than or equal to the parameter value; if the interval tracking interval of the train is less than or equal to the parameter value, the design requirements are met and the results are output; otherwise, the design requirements are not met, and steps S1-S4 are repeated until the design requirements are met and the results are output.

2. A method for designing and processing various types of no-parking zones for urban rail transit as claimed in claim 1, characterized in that In step S2, When the following two situations occur, it indicates that the ventilation shaft and the power supply prohibited parking area overlap: The first case is that the ventilation shaft and the power supply prohibited parking zone overlap; when the ventilation shaft and the power supply prohibited parking zone overlap, the range of the prohibited parking zone is defined as the area between the position of the ventilation shaft and the position of the power supply prohibited parking zone; The second situation is: the ventilation shaft is separated from the power supply no-stopping zone and the distance between the ventilation shaft and the power supply no-stopping zone is less than the length of the train; when the ventilation shaft is separated from the power supply no-stopping zone and the distance between the ventilation shaft and the power supply no-stopping zone is less than the length of the train, the scope of the no-stopping zone is defined as the position of the ventilation shaft, the position of the power supply no-stopping zone and the distance between the ventilation shaft and the power supply no-stopping zone.

3. A method for designing and processing various types of no-parking zones for urban rail transit as claimed in claim 2, characterized in that In step S3, The calculation method of the automatic running curve of the train in the track line section is as follows: S3.1: Calculate the acceleration a of the train within a certain calculation cycle time according to the basic performance data of the train; S3.2: Calculate the speed v of the train within the cycle time t based on the acceleration a of the train within the cycle time t calculated in step S3.1 i+1 and displacement s i+1 , the calculation formula is as follows: v i+1 =v i t+at; In the formula, v i is the initial speed of the train at cycle time t = 0; S3.3: Calculate the acceleration of the train at the next cycle time according to the speed and displacement of the train calculated at the current cycle time, and calculate the speed and displacement of the train at the next cycle time; repeat the calculation until the train reaches the target position.

4. A method for designing and processing various types of no-parking zones for urban rail transit as claimed in claim 3, characterized in that In step S4, The interval tracking interval of the train is calculated as follows: S4.1: Based on the automatic train operation curve calculated in step S3 and the position information of the no-parking zone, searching and finding that the time when the front train passes through the no-parking zone is T0; S4.2: According to the requirement that the safety interval between the front vehicle and the rear vehicle is D, when the rear vehicle reaches the position of the no-parking zone, the front vehicle should be at the position T1; S4.3: Based on T0 and T1 obtained by the search, the interval tracking interval of the train is obtained as T1-T0.

5. A method for designing and processing various types of no-parking zones for urban rail transit as claimed in claim 4, characterized in that In step S4, When the movement authorization of the train remains unchanged, at this time, the first ventilation shaft, the first power supply prohibited parking zone and the second ventilation shaft are sequentially arranged in front of the train, the first ventilation shaft is separated from the second power supply prohibited parking zone and the distance between the first ventilation shaft and the first power supply prohibited parking zone is less than the length of the train, the first ventilation shaft and the first power supply prohibited parking zone are merged, the terminal position of the movement authorization of the train is the position of the first ventilation shaft, the calculation method of the interval tracking interval of the train remains unchanged, and the interval tracking interval of the train is also unaffected; When the movement authorization of the train changes, the first power supply no-stopping zone, the first ventilation shaft and the second ventilation shaft are sequentially arranged in front of the train. The first ventilation shaft and the first power supply no-stopping zone overlap. The first ventilation shaft and the first power supply no-stopping zone are merged. The terminal position of the movement authorization of the train is the position of the first power supply no-stopping zone. The running speed and stop position of the train need to be adjusted, and the interval tracking interval of the train will be affected.

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