Train energy-saving method based on passenger flow distribution

Abstract

The invention discloses a train energy-saving method based on passenger flow distribution, which belongs to the technical field of rail transit, and can calculate the time required by different stations to reduce passenger flow congestion and further increase or decrease the station dwell time of the corresponding stations according to the passenger flow distribution conditions of the different stations, so as to ensure that the train turnover time of the whole line does not deviate as far as possible. The increase or decrease value of the station dwell time can be taken into consideration of the train interval operation time. In the flat peak period, due to the fact that the passenger flow is small, the operation requirement for getting on and off passengers of the train can be met by reducing certain station dwell time, the shortened station dwell time of a platform is considered into the interval operation time, it is guaranteed that the train runs in an idle mode as much as possible, traction energy consumption is reduced, and the effect of reducing train energy consumption is achieved.

Description

Technical Field

[0001] The present invention relates to the technical field of rail transit, and particularly relates to a train energy-saving method based on passenger flow distribution. Background Art

[0002] Urban rail transit has widely applied the train ATO (Automatic Train Operation) system. The ATO system works under the protection of the train automatic protection system (ATP system). It is an automatic train control system that realizes functions such as automatic train driving, precise stopping, platform automation operation, unmanned reverse, and automatic train operation adjustment, which can greatly reduce the labor intensity of drivers.

[0003] In the current rail transit industry, the ATO energy-saving strategy mainly realizes energy saving by maximizing the use of coasting in the section and minimizing the output of traction and braking. However, due to the coasting of the train, the average speed of the train will be reduced, the running time of the train will increase, resulting in an increase in the waiting time of passengers at the station and causing passenger flow congestion. Therefore, the operation will adopt different operation levels according to the passenger flow situation: during peak hours, the train runs at the highest target speed of the line in real time. Once the train is lower than the target speed, traction is immediately applied. In this way, the average speed of the train throughout the line is the fastest, and the waiting time of passengers on the platform is also the shortest. During off-peak hours, the train can implement the coasting strategy within a certain range deviating from the target speed. The larger the range of deviation from the target speed, the longer the train uses coasting, and the fewer the number of times of applying traction, the more energy-saving. However, during off-peak hours, the passenger flow on the platform is small, and the impact on passengers is not significant. In fact, the passenger flow distribution on a line is not uniform in the same time period. The passenger flow is large at Station A and small at Station B (for example, near a certain Station A is a commercial area and Station B is a residential area). However, currently, the signal system can only adopt a unified operation level in the whole line range in the same time period, which can neither achieve energy saving for trains in some sections nor effectively evacuate passengers at the station. The present invention proposes a method that can adopt different operation levels according to the passenger flow distribution of different stations, by section and by time period, which not only ensures the effective evacuation of the passenger flow at the station but also maximizes the energy saving of the train. Summary of the Invention

[0004] The purpose of the present invention is to provide a train energy-saving method based on passenger flow distribution for the above-mentioned deficiencies, which solves the problem that in the prior art, the signal system can only adopt a unified operation level in the whole line range in the same time period, which can neither achieve energy saving for trains in some sections nor effectively evacuate passengers at the station.

[0005] The present invention is realized through the following solutions: A train energy-saving method based on passenger flow distribution, comprising the following steps: Step 1: Construct a mathematical model for obtaining the passenger flow information of stations; Step 2: Construct a corresponding function between the passenger flow information of different stations and the stop time; Step 3: Determine the running time of different intervals; Step 4: Determine the interval running time corresponding to different running grades; Step 5: Determine the interval train running grade considering the station passenger flow and the train operation diagram.

[0006] In Step 1, during the process of constructing the mathematical model, the passenger flow sources of the station are the boarding and alighting passenger flows of the trains arriving at the up-platform, the boarding and alighting passenger flows of the trains arriving at the down-platform, and the inbound and outbound passenger flows at the turnstiles.

[0007] For the boarding and alighting passenger flows of the trains arriving at the up-platform, taking the up-train No. 1 at a certain time as an example, the alighting passenger flow is represented by and the boarding passenger flow is represented by ; For the boarding and alighting passenger flows of the trains arriving at the down-platform, taking the down-train No. 1 at a certain time as an example, the alighting passenger flow is represented by and the boarding passenger flow is represented by ; For the inbound and outbound passenger flows from the turnstiles, taking Station 1 during a certain time period as an example, the inbound passenger flow is represented by and the outbound passenger flow is represented by ; At the same time, set the weight coefficients. The weight of the inbound data w = 1, and the weight of the outbound data V = -1. The passenger flow of a certain station at Station 1 during the t time period is represented by the following function: .

[0008] In Step 2, since the distribution of the turnstiles at the station is fixed and the walking routes of the passenger flow are fixed, it is assumed that the inbound and outbound passenger flows at the turnstiles of a certain station are in a linear relationship that changes with time; while the passenger flow accumulation at the station caused by the boarding and alighting of trains will change due to the change in the train arrival interval, that is, when the train departure interval becomes smaller, the train can timely transport the station passenger flow to the next station, and thus the passenger flow at the station will be further reduced; conversely, when the train departure interval becomes larger, it will lead to the backlog of passengers at the station, and then cause station congestion; therefore, the increase and decrease of the station passenger flow are solved by changing the train departure interval and the stop time of the train at the platform; thus, establish the relationship between the stop time and the boarding and alighting of the train, and the relationship between the passenger flow at the station after time.

[0009] In Step 2, the relationship between the stop time and the boarding and alighting of the train is specifically:

[0010]

[0011] T(t) 出 and M(t) 出 respectively represent the boarding passenger flow of the up - train during the stop time. k is defined as the passenger - flow coefficient related to time, and t represents time.

[0012] In step two, after the time, the passenger - flow relationship of the station is as follows: , where F is the number of passengers in the station.

[0013] In step three, specifically: According to the passenger flow of different stations, in the next time period T, re - evaluate the corresponding station stop time. Assume that within the time t, the passenger flow of a certain station reaches a threshold, denoted as N, specifically as follows: .

[0014] Among them, N1 to N8 respectively represent eight different preset passenger - flow thresholds, represents the time interval.

[0015] In step three, specifically: Among them the relationship is: .

[0016] In step four, specifically: The train adopts different target - speed following strategies on the subway line to achieve different operation levels. The specific strategies are as follows: 1) The train running speed is always close to the target speed, defined as operation level 1, that is , the corresponding average speed is , and the running time of a certain section is ; 2) When the deviation between the train running speed and the target speed is greater than 3 km / h, the traction is applied. It is defined as operation level 2, that is , the corresponding average speed is , and the running time of a certain section is ; 3) When the deviation between the train running speed and the target speed is greater than 6 km / h, the traction is applied. It is defined as operation level 3, that is , the corresponding average speed is , and the running time of a certain section is ; 4) When the deviation between the train running speed and the target speed is greater than 9 km / h, the traction is applied. It is defined as operation level 4, that is , the corresponding average speed is , the running time of a corresponding interval is ; 5), After the deviation between the train running speed and the target speed is greater than 12 km / h, the traction is started, which is defined as operation level 5, that is , the corresponding average speed is , the running time of a corresponding interval is ; 6), After the deviation between the train running speed and the target speed is greater than 15 km / h, the traction is started, which is defined as operation level 6, that is , the corresponding average speed is , the running time of a corresponding interval is ; 7), After the deviation between the train running speed and the target speed is greater than 18 km / h, the traction is started, which is defined as operation level 7, that is , the corresponding average speed is , the running time of a corresponding interval is .

[0017] Step five is specifically as follows: To ensure that the daily plan diagram does not deviate, and combined with the passenger flow situation at the station, during the off-peak period, the reduced stop time at the station is added to the running time of the previous interval of this station. The passenger flow situation of a certain station is grasped during a certain period of time, and then the stop time is adjusted accordingly.

[0018] Step five is specifically as follows: The running time under the default interval operation level is , assuming the adjusted platform time is , , then the available running time of the previous interval is:

[0019] The expected interval running time should be compared with the corresponding running times of different operation levels and automatically adjusted to an appropriate operation level; .

[0020] In summary, due to the adoption of the above technical solutions, the beneficial effects of the present invention are: 1) The present invention constructs a mathematical model with passenger flow information as an index, and the mathematical model can change with the change of time; 2) The present invention establishes the connection between the mathematical model with passenger flow information as an index and the stop time, and can adjust the stop time in real time according to the change of passenger flow.

[0021] 3) By optimizing the dwell time, the saved dwell time is taken into account in the running time of the section. This not only ensures the train turnover time to the greatest extent and guarantees that the train is not late, but also increases the running time of the section. Furthermore, the train's coasting is fully utilized to minimize the energy consumption increase caused by frequent traction, thus achieving ATO energy saving. Brief Description of the Drawings

[0022] Figure 1 This is the energy-saving strategy flowchart based on the running level of the present invention; Figure 2 This is the relationship of the passenger flow direction in the station of the present invention; Figure 3 This is the different train running levels in the present invention; Figure 4 This is the adjustment schematic of the train dwell time and the running level. Detailed Embodiment

[0023] All the features disclosed in this specification, or all the steps in the disclosed methods or processes, except for the mutually exclusive features and / or steps, can be combined in any manner.

[0024] Any feature disclosed in this specification (including any additional claims, abstract) can be replaced by other equivalent or similar-purpose alternative features unless specifically stated. That is, unless specifically stated, each feature is only an example of a series of equivalent or similar features.

[0025] In the description of the present invention, it should be understood that the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", etc. is based on the orientation or positional relationship shown in the drawings. It is only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a predetermined orientation, be constructed and operated in a predetermined orientation, and thus cannot be construed as a limitation of the present invention.

[0026] In addition, the terms "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features. Thus, the features defined with "first", "second", etc. may explicitly or implicitly include one or more of such features.

[0027] Embodiment 1 As Figures 1 to 4 shown, the present invention provides a technical solution: A train energy-saving method based on passenger flow distribution, which includes the following steps: Step 1, construct a mathematical model for obtaining station passenger flow information; Step 2, construct a corresponding function between different station passenger flow information and dwell time; Step 3: Determine the running time of different intervals; Step 4: Determine the interval running time corresponding to different running levels; Step 5: Determine the interval train running level considering the station passenger flow and the train diagram; In Step 1, during the process of constructing the mathematical model, the passenger flow sources at the station are the boarding and alighting passenger flows of the trains arriving at the up-platform, the boarding and alighting passenger flows of the trains arriving at the down-platform, and the inbound and outbound passenger flows at the turnstiles. Specifically: For the boarding and alighting passenger flows of the trains arriving at the up-platform, taking the up-train No. 1 arriving at a certain time (within the departure interval time) as an example, the alighting passenger flow is represented by and the boarding passenger flow is represented by ; For the boarding and alighting passenger flows of the trains arriving at the down-platform, taking the down-train No. 1 arriving at a certain time as an example, the alighting passenger flow is represented by and the boarding passenger flow is represented by ; For the inbound and outbound passenger flows from the turnstiles, taking Station 1 within a certain time period as an example, the inbound passenger flow is represented by and the outbound passenger flow is represented by ; Note: The acquisition of passenger flow data is not within the scope of discussion of this invention; meanwhile, set the weight coefficient, the weight of the entrance data w = 1, and the weight of the exit data V = -1; therefore, the passenger flow volume of a certain station at Station 1 within the t time period can be represented by the following function: (1) (Assume t = 4 minutes, and there is 1 train entering the station in each of the up and down directions within the t time period. It can also be set that t = 8 minutes, and there are 2 trains entering the station in each of the up and down directions within the t time period.) In Step 2, since the distribution of the turnstiles at the station is fixed and the walking routes of the passenger flow are fixed, it can be assumed that the inbound and outbound passenger flows at the turnstiles of a certain station change linearly with time; and the passenger flow accumulation at the station caused by the boarding and alighting of trains will change due to the change of the train arrival interval, that is, when the train departure interval becomes smaller, the train can timely transport the station passenger flow to the next station, and thus the passenger flow at the station will further decrease; conversely, when the train departure interval becomes larger, it will lead to the backlog of passengers at the station, and then cause station congestion; therefore, the increase and decrease of the station passenger flow can mainly be solved by changing the train departure interval and changing the train stop time at the platform.

[0028] It is necessary to establish the relationship between the stop time and the boarding and alighting of trains, which is represented by the following function: (2) (3) T(t) 出 、M(t)出 They respectively represent the boarding passenger flow of the up - train during the stop time. k is defined as the passenger - flow coefficient related to time, and t represents time. For example, 100 people board the train within 10s. Since the time for alighting passengers is short, the relationship between the alighting passenger flow and the stop time is not considered anymore; After the relationship of the passenger flow at the station after time is as follows: (4) F is the number of passenger flow at the station.

[0029] In step three, During the off - peak period, since the passenger flow at the station is scarce and there may even be no people, a long stop time is not required. According to the passenger flow of different stations, the corresponding stop time of the station can be re - evaluated in the next time period T. Assume that within the time t, the passenger flow of a certain station reaches a threshold, denoted by N, specifically as follows: (5) where the relationship is: (6) where N1 - N8 respectively represent eight different preset passenger - flow thresholds, represents the time interval.

[0030] In step four, specifically: The train adopts different target - speed following strategies on the subway line, and different operation levels can be achieved. For example, Figure 3 as shown: 1). The train running speed is always close to the target speed (once it is lower than the target speed, traction is immediately applied), which is defined as operation level 1, that is , and the corresponding average speed is , and the running time of a certain section is ; 2). When the deviation between the train running speed and the target speed is greater than 3 km / h, traction begins to be applied, which is defined as operation level 2, that is , and the corresponding average speed is , and the running time of a certain section is ; 3). When the deviation between the train running speed and the target speed is greater than 6 km / h, traction begins to be applied, which is defined as operation level 3, that is , and the corresponding average speed is , and the running time of a certain section is ; 4). When the deviation between the train running speed and the target speed is greater than 9 km / h, traction begins to be applied, which is defined as operation level 4, that is , the corresponding average speed is , and the running time for a certain interval is ; 5), After the deviation between the train running speed and the target speed is greater than 12 km / h, the traction is applied, which is defined as operation level 5, that is , the corresponding average speed is , and the running time for a certain interval is ; 6), After the deviation between the train running speed and the target speed is greater than 15 km / h, the traction is applied, which is defined as operation level 6, that is , the corresponding average speed is , and the running time for a certain interval is ; 7), After the deviation between the train running speed and the target speed is greater than 18 km / h, the traction is applied, which is defined as operation level 7, that is , the corresponding average speed is , and the running time for a certain interval is .

[0031] Since the distance between stations is fixed, different average speeds determine different interval times. The faster the speed, the smaller the interval running time. At the same time, when the deviation range between the train running speed and the target speed is larger, the coasting space of the train is larger, and the obvious energy-saving effect can be achieved.

[0032] Step five is specifically as follows: To ensure that the daily plan diagram does not deviate as much as possible and combined with the passenger flow situation of the station, during the off-peak period, the reduced stop time of the station can be added to the running time of the previous interval of this station, as Figure 4 shown. Using formula (5), the passenger flow situation of a certain station can be grasped during a certain period, and then the stop time can be adjusted accordingly. The running time under the default interval operation level is , assuming the adjusted platform time is , , then the available running time of the previous interval is: (7) The expected interval running time should be compared with the running time corresponding to different operation levels and automatically adjusted to an appropriate operation level.

[0033] (8) The above are only the preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent replacements, and improvements made within the spirit and principle of the present invention should be included within the protection scope of the present invention.

Claims

1. A train energy-saving method based on passenger flow distribution, characterized in that, It includes the following steps: Step 1: Construct a mathematical model for obtaining station passenger flow information; Step 2: Construct a corresponding function between different station passenger flow information and dwell time; Step 3: Determine the running time of different intervals; Step 4: Determine the interval running time corresponding to different running grades; Step 5: Determine the interval train running grade under the consideration of both station passenger flow and the train operation plan diagram.

2. The train energy-saving method based on passenger flow distribution according to claim 1, characterized in that: In Step 1, during the process of constructing the mathematical model, the passenger flow sources of the station are the boarding and alighting passenger flows of the trains arriving at the up-platform, the boarding and alighting passenger flows of the trains arriving at the down-platform, and the inbound and outbound passenger flows at the turnstiles.

3. The train energy-saving method based on passenger flow distribution according to claim 2, characterized in that: The boarding and alighting passenger flows of trains arriving at the up platform. The alighting passenger flow in Train No. 1 in the up direction at a certain time is represented by and the boarding passenger flow is represented by . The boarding and alighting passenger flow of trains arriving at the down platform. At a certain time, the alighting passenger flow of Train No. 1 in the down direction is represented by and the boarding passenger flow is represented by ; The inbound and outbound passenger flows from the turnstile. The inbound passenger flow at Station 1 during a certain period is represented by and the outbound passenger flow is represented by . At the same time, set the weight coefficients. The weight of the entrance data w = 1, and the weight of the exit data V = -1; The passenger flow of a certain station at Station 1 within the time period t is expressed by the following function: 。 4. The train energy-saving method based on passenger flow distribution according to claim 1, characterized in that, In step two, establish the relationship between the stop time and the boarding and alighting of the train, and the relationship between the passenger flow at the station after a certain time; the relationship between the stop time and the boarding and alighting of the train is specifically as follows: T(t) 出 and M(t) 出 respectively represent the boarding passenger flow of the up - train during the stop time. k is defined as the passenger - flow coefficient related to time, and t represents time.

5. The train energy-saving method based on passenger flow distribution according to claim 4, characterized in that, In step two, after the time, the passenger flow relationship of the station is specifically , where F is the number of passengers in the station.

6. The train energy-saving method based on passenger flow distribution according to claim 5, characterized in that, In Step 3, specifically: According to the passenger flow of different stations, re-evaluate the corresponding station stop time within the next time period T. Assume that within the time t, the passenger flow of a certain station reaches a threshold, denoted as N, specifically as follows: , where N1 to N8 respectively represent eight preset different passenger flow thresholds, represents the time interval.

7. The train energy-saving method based on passenger flow distribution according to claim 6, characterized in that, In step three, specifically: Among them The relationship is: 。 8. The train energy-saving method based on passenger flow distribution according to claim 7, characterized in that, In Step 4, specifically: The train adopts different target speed following strategies in the subway line to achieve different running grades. The specific strategies are as follows: 1) The train running speed is always close to the target speed, defined as operation level 1, that is , and the corresponding average speed is , and the running time for a certain interval is ; 2) After the deviation between the train running speed and the target speed is greater than 3 km / h, the traction is applied, which is defined as operation level 2, that is , and the corresponding average speed is , and the running time of a certain section is ; 3) After the deviation between the train running speed and the target speed is greater than 6 km / h, the traction is applied, which is defined as operation level 3, that is , and the corresponding average speed is , and the running time of a certain interval is ; 4) Traction is only applied after the deviation between the train running speed and the target speed is greater than 9 km / h, which is defined as operation level 4, that is , and the corresponding average speed is , and the running time for a certain section is ; 5) When the deviation between the train running speed and the target speed is greater than 12 km / h, the traction is applied, which is defined as operation level 5, that is , and the corresponding average speed is , and the running time of a certain section is ; 6) When the deviation between the train running speed and the target speed is greater than 15 km / h, the traction is applied, which is defined as operation level 6, that is , and the corresponding average speed is , and the running time of a certain section is ; 7) After the deviation between the train running speed and the target speed is greater than 18 km / h, the traction is applied, which is defined as operation level 7, that is , and the corresponding average speed is , and the running time of a certain interval is .

9. The train energy-saving method based on passenger flow distribution according to claim 8, characterized in that, Step 5, specifically: To ensure that the planned diagram for the day does not deviate and to combine with the passenger flow situation at the station, during the off-peak period, the reduced stop time at the station is added to the running time of the previous section of this station. The passenger flow situation of a certain station is grasped during a certain time period, and then the stop time is adjusted accordingly; the running time under the default section running level is , assuming that the adjusted platform time is , , then the available running time of the previous section is: The expected interval running time should be compared with the running time corresponding to different running grades and automatically adjusted to the specified running grade; 。

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