Line trafficability calculation method in fast and slow vehicle and overline combined operation mode

Abstract

The embodiment of the invention provides a line trafficability calculation method in a fast and slow vehicle and overline combined operation mode, which comprises the following steps of: analyzing the conditions that fast vehicles do not run over and run over under a single intersection, and fast vehicles run over under large and small intersections and the like, and determining deduction coefficients under different fast and slow vehicle departure frequency proportions in different scenes; calculating trafficability loss caused by cross interference of the overline train and the train, determining a time period in which the overline train is not allowed to be painted and a related probability formula, and obtaining a capacity loss value caused by the cross interference; and calculating the line trafficability of each line and the collinear operation section in combination with the express deduction coefficient and the capacity loss value.

Description

Technical Field

[0001] This document relates to the field of rail transit engineering design technology, and in particular to a method for calculating line capacity under a combined fast and slow train and cross-line operation mode. Background Art

[0002] With the acceleration of urbanization, the continuous growth of urban populations, and the surge in travel demand, urban rail transit has become an important means of alleviating traffic pressure. The construction and operation of multiple lines have formed a complex rail transit network. The organization of train operations between different lines has become more critical. For example, the increasing number of cases such as shared line operation and cross-line operation requires detailed analysis and planning to ensure the efficient operation of the network.

[0003] To improve operational efficiency and service quality and meet the travel time needs of different passengers, a combined express and slow train operation model has been widely adopted. Express trains shorten travel times by overtaking slower trains. While this model improves travel speeds for some passengers, it also poses challenges to train operation organization, necessitating in-depth analysis of operational characteristics under different scenarios and optimization of operational plans. When operating express and slow trains in urban rail transit, especially express trains that travel directly through a station, they make non-stop stops along the line and only overtake slower trains at a few stations where overtaking is possible. To ensure operational safety, a larger interval between express trains and preceding slower trains is essential. Therefore, compared to the traditional stop-at-every-station operation model, the express and slow train operation model inevitably affects the line's capacity. Therefore, it is necessary to analyze the impact of express and slow trains on line capacity and determine deduction coefficients for calculating line capacity under different scenarios and varying express and slow train frequency ratios.

[0004] Although there have been some studies on rail transit capacity before, in complex operating scenarios, such as the combination of multiple routes, mixed operation of fast and slow trains, and cross-line operations, the relevant research is not perfect. It may not have fully considered the impact of express train passing on different routes on the capacity, and the analysis of the cross-line interference between cross-line trains and trains on the same line is not in-depth enough, making it difficult to meet the current complex and changing operational needs. Summary of the Invention

[0005] One or more embodiments of this specification provide a method for calculating line capacity in a combined fast and slow train and cross-line operation mode, including:

[0006] Analyze situations where express trains do not overtake or overtake other trains on a single route, and where express trains overtake other trains on large and small routes, and determine deduction coefficients for different scenarios and different ratios of the frequency of express and slow trains.

[0007] Calculate the capacity loss caused by the interference between cross-line trains and trains on the same line, determine the time period when cross-line trains are not allowed to be laid out and the relevant probability formula, and obtain the capacity loss value caused by cross-line interference;

[0008] The express train deduction coefficient and the capacity loss value are combined to calculate the line capacity of each line and the co-line operating section.

[0009] Furthermore, when the scenario is a single route with no express trains passing through, inserting a through express train into the stop-at-every-station parallel operation diagram, the additional occupied time caused by running a through express train is calculated as follows:

[0010] ΔT=τ y +τ aa =t 慢 -t 快 +τ aa =t 差 +τ aa ;

[0011] Among them, t 快 , t 慢 are the total one-way travel time of fast and slow trains respectively; t 差 Save time for the one-way trip of the faster train compared to the slower train;

[0012] In this case, the express deduction coefficient is calculated as follows:

[0013]

[0014] Among them, ∑t 停站 is the stop time; ∑t 起附 ,∑t 停附 are the additional time for train starting and stopping respectively; τ aa is the inter-arrival time;

[0015] If m through express trains are inserted into a parallel operation diagram that stops at every station and run in groups, the calculation methods for the extra occupied time and the express train deduction coefficient are as follows:

[0016] ΔT=τ y +τ aa +(m-1)I f =t 差 +(m-1)I f +τ aa ;

[0017]

[0018] Among them, τ y is the impact time of express trains; I is the departure interval between slow trains; I f The interval between express trains.

[0019] Furthermore, when the scenario involves an express train passing on a single route, if the intermediate stations on the line include passing stations with passing conditions, several slow train lines will be drawn during the additional time occupied by the express train. However, the drawn slow train lines cannot be drawn in succession to the original slow train departure intervals.

[0020] Under the constraint of the arrival and passing interval time, the slow train line to be passed is obtained. The additional occupied time of the express train is calculated as follows:

[0021] ΔT=τ y +τ aa =t 慢 -t 快 +τ aa =t 差 +τ aa ;

[0022] The calculation method of express train deduction coefficient for express train passing is as follows:

[0023]

[0024] Among them, n 越 The number of times the slow train was overtaken during the extra time occupied by the express train;

[0025] If m through express trains are inserted into a parallel operation diagram that stops at every station and run in groups, and the express trains pass the local trains at the stations they pass, the additional occupied time is:

[0026] ΔT=τ y +τ aa +(m-1)I f =t 差 +(m-1)I f +τ aa ;

[0027] The corresponding express deduction coefficient is:

[0028]

[0029] The calculation method for the stop time of the overtaken slow train at the overtaking station is as follows:

[0030]

[0031] Among them, τ at is the interval time between stations; τ td The interval time between trains passing through the station.

[0032] Furthermore, when an express train overtakes a single route, and the express train departs from an intermediate station, the starting station of the express train is the intermediate station k. In this case, the additional occupancy time caused by the express train is:

[0033]

[0034] in, is the stop time of the slow train at the express train’s starting station k; is the travel time difference between the express train and the slow train from the express train’s origin station k to the terminal station n;

[0035] The corresponding express deduction coefficient is:

[0036]

[0037] Among them, τ aa is the inter-arrival time; τ da The interval time between sending and receiving; n 越 The number of passing stations that can be laid out for passing slow trains that meet the constraints is as follows:

[0038]

[0039] in, is the arrival time of the express train at the passing station k; is the arrival time of the previous slow train of the express train at the passing station k;

[0040] When m express trains run in groups at an intermediate station and overtake a slow train, the extra occupancy time caused by the m express trains is:

[0041]

[0042] The corresponding express deduction coefficient is:

[0043]

[0044] Furthermore, in the scenario where an express train passes on a large and small route, by calculating the express train impact time and the express train deduction coefficient, the train timetable is drawn as follows: the departure interval between the small route slow train and the large route slow train is 1, the slow trains are dispatched evenly, and the operation of a direct express train affects the departure interval between the two slow trains, while extending the stop time of the two large route slow trains at the passing station.

[0045] Furthermore, the method also includes: calculating the express deduction coefficient under the combined operation by calculating the express deduction coefficients of the two lines in the case of single-line direct express operation and double-line direct express operation.

[0046] Furthermore, the capacity loss caused by the cross-line train and the train on the same line is calculated, and the time period when the cross-line train is not allowed to be laid out and the related probability formula are determined. The capacity loss value caused by the cross-line interference is obtained as follows:

[0047] Assuming that during peak hours, the frequency of slow trains on this route is m1, the frequency of express trains on this line is m, the frequency of slow trains crossing the line The minimum tracking interval between slow trains in the collinear operation section is I0, and the arrival interval between slow trains and express trains is τ. at , the sending interval is τ td , the normal departure interval of trains on this line is I (I>I0);

[0048] During the influence period of a through express train, there will be a period in the shared line operation section where cross-line trains are not allowed to lay out patterns. Assume that the length of the period when cross-line trains are not allowed to lay out patterns is The calculation formula is as follows:

[0049]

[0050] in, is the travel time of the slow train and the express train from the cross-line station k to the terminal station N1; is the travel time of the slow train and the express train from the cross-line station k to the passing station n;

[0051] Assuming that Line B also operates large and small routes, Line B can reasonably lay out small routes and slow trains during the period when cross-line trains are not allowed to be laid out, thereby eliminating the loss of throughput capacity caused by cross-line interference. The co-line operating section can be extracted separately and regarded as a line. Then It is the express train impact time ΔT of the direct express train in the co-operating section. 共线 ,Right now:

[0052]

[0053] For the co-operating section of Line A, the deduction coefficient for direct express trains is:

[0054]

[0055] Except for the period when cross-line trains are not allowed to be laid out, the slow train m2 crossing the line will interfere with the slow train (m1-m) of the main line. The probability that the slow trains of the two lines arrive at the cross-line station one after another is The arrival times at the cross-line stations are when The slow trains on the two lines will suffer capacity deduction due to cross interference, and the lost time is When cross interference occurs, it will affect one of the two trains. Therefore, the probability of a slow train crossing the line interfering with a slow train on the same line at the crossing station is The average capacity loss due to interference is The total time of the capacity loss caused by the cross interference between the slow trains on the two lines is:

[0056]

[0057] That is, the capacity loss caused by cross-line interference under the combined operation of fast and slow trains and cross-line is:

[0058]

[0059] One or more embodiments of this specification provide a system for calculating line throughput capacity in a combined fast and slow train and cross-line operation mode, including:

[0060] Coefficient calculation module: used to analyze situations such as express trains not crossing or crossing on a single route, and express trains crossing on large and small routes, and determine deduction coefficients under different scenarios and different ratios of the frequency of express and slow trains;

[0061] Interference calculation module: used to calculate the capacity loss caused by the cross-line train and the train on the same line, determine the time period when cross-line trains are not allowed to be laid out and the relevant probability formula, and obtain the capacity loss value caused by the cross-line interference;

[0062] Throughput capacity calculation module: used to calculate the line throughput capacity of each line and the co-line operating section by combining the express train deduction coefficient and the capacity loss value.

[0063] One or more embodiments of this specification provide an electronic device, including:

[0064] processor; and,

[0065] A memory is arranged to store computer-executable instructions, which, when executed, enable the processor to implement the steps of the line capacity calculation method under the above-mentioned fast and slow train and cross-line combined operation mode.

[0066] One or more embodiments of this specification provide a storage medium for storing computer-executable instructions, which, when executed, implement the steps of the method for calculating line capacity in the above-mentioned fast and slow train and cross-line combined operation mode.

[0067] By adopting the embodiment of the present invention, the corresponding deduction coefficient is determined by analyzing different routes and express train crossing situations, providing a precise quantitative indicator. When arranging the frequency ratio of express and slow train departures, the number and interval of trains can be scientifically planned based on the deduction coefficient, thus avoiding resource waste and improving operational efficiency. The capacity loss caused by the cross-line train and the train on the same line is calculated, and the time period and probability formula for not allowing the drawing are clearly defined, which helps to understand the occupancy and loss of line resources under different circumstances, and then reasonably adjust the train operation diagram, optimize the line usage arrangement, minimize cross-interference to the greatest extent, and improve the overall utilization efficiency of the line. The express train deduction coefficient and capacity loss value are combined to calculate the line capacity of each line and the co-line operating section, which can more accurately evaluate the actual carrying capacity of the line, provide a key basis for the long-term planning of the line, facility upgrade and operation strategy adjustment, and ensure that the line can maintain a stable and efficient operation state under various complex circumstances.

[0068] The above description is only an overview of the technical solution of the present invention. In order to more clearly understand the technical means of the present invention, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present invention more obvious and easy to understand, the specific implementation methods of the present invention are specifically listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0069] In order to more clearly illustrate one or more embodiments of this specification or the technical solutions in 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 only some embodiments recorded in this specification. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0070] Figure 1 A flowchart of a method for calculating line capacity in a combined fast and slow train and cross-line operation mode provided in one or more embodiments of this specification;

[0071] Figure 2 This is a train operation diagram for a direct express train that does not overtake a slow train in the express / slow train mode;

[0072] Figure 3 It is a train operation diagram of m direct express trains that do not overtake slow trains in the express and slow train mode;

[0073] Figure 4 This is the train operation diagram of a direct express train passing a slow train in the express-slow train mode;

[0074] Figure 5 It is the train operation diagram of m direct express trains passing slow trains in the express-slow train mode;

[0075] Figure 6Train operation diagram for special overtaking situations where express trains depart from intermediate stations;

[0076] Figure 7 The train operation diagram for the special overtaking situation where express trains run in groups at intermediate stations and overtake slow trains;

[0077] Figure 8 This is the train operation diagram when the express train passes under the large and small intersection;

[0078] Figure 9 This is the train operation diagram between the two lines when direct express trains are operated on Line A;

[0079] Figure 10 The train operation diagram of Route A when a through train is operated on Route A;

[0080] Figure 11 The train diagram for Line B when a through train is running on Line A;

[0081] Figure 12 This is the train operation diagram between the two lines when direct express trains are operated on Line B;

[0082] Figure 13 The train operation diagram of Route B when a through train is operated on Route B;

[0083] Figure 14 The train diagram for Route A when a through train is operated for Route B;

[0084] Figure 15 This is one of the drawing methods for the direct express train diagram running on double lines;

[0085] Figure 16 Another way to draw the train diagram for direct express trains running on double lines;

[0086] Figure 17 This is a schematic diagram of the combined operation of fast and slow trains and cross-line trains;

[0087] Figure 18 The departure interval that needs to be met for cross-line operation;

[0088] Figure 19 A schematic diagram of the composition of a line capacity calculation system in a combined fast and slow train and cross-line operation mode provided in one or more embodiments of this specification;

[0089] Figure 20 A schematic diagram of the structure of an electronic device provided in one or more embodiments of this specification. DETAILED DESCRIPTION

[0090] In order to enable those skilled in the art to better understand the technical solutions in one or more embodiments of this specification, the technical solutions in one or more embodiments of this specification will be clearly and completely described below in conjunction with the drawings in one or more embodiments of this specification. Obviously, the described embodiments are only part of the embodiments of this specification, not all of the embodiments. Based on one or more embodiments of this specification, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this document.

[0091] Method Example

[0092] According to an embodiment of the present invention, a method for calculating line capacity under a combined operation mode of fast and slow trains and cross-line trains is provided. Figure 1 This is a flow chart of a method for calculating line capacity under a combined operation mode of fast and slow trains and cross-line trains provided in one or more embodiments of this specification, such as Figure 1 As shown, the method for calculating line capacity in the combined operation mode of fast and slow trains and cross-line operation according to an embodiment of the present invention specifically includes:

[0093] S1. Analyze the situations where express trains do not overtake other trains, overtake other trains on a single route, and overtake other trains on large and small routes, and determine the deduction coefficients for different scenarios and different ratios of the frequency of express and slow trains.

[0094] Express deduction coefficient ε 快 It refers to the number of slow trains that need to be deducted from the parallel running diagram when running an express train. When an express train goes directly to a station, the travel time difference between the express train and the slow train is generally only related to the stop time and the additional time for starting and stopping. Therefore, the time saved by the express train compared to the slow train in the whole journey (one direction) can be expressed as:

[0095] t 差 =∑t 停站 +∑t 起附 +∑t 停附 .

[0096] When the scene is a single intersection and the express train does not pass, Figure 2 For a train schedule in which a through express train does not overtake a slow train in the express-slow train mode, a through express train is inserted into the parallel schedule with stops at every station. The additional occupied time caused by running a through express train is calculated as follows:

[0097] ΔT=τ y +τ aa =t 慢 -t 快 +τ aa =t 差 +τ aa ;

[0098] Among them, t快 , t 慢 are the total one-way travel time of fast and slow trains respectively; t 差 Save time for the one-way trip of the faster train compared to the slower train;

[0099] In this case, the express deduction coefficient is calculated as follows:

[0100]

[0101] Among them, ∑t 停站 is the stop time; ∑t 起附 ,∑t 停附 are the additional time for train starting and stopping respectively; τ aa is the inter-arrival time;

[0102] If m direct express trains are inserted into the parallel operation diagram with stops at every station and run in groups, such as Figure 3 As shown, the calculation methods for the extra occupied time and express train deduction coefficient are as follows:

[0103] ΔT=τ y +τ aa +(m-1)I f =t 差 +(m-1)I f +τ aa ;

[0104]

[0105] Among them, τ y is the impact time of express trains; I is the departure interval between slow trains; I f The interval between express trains.

[0106] When the scenario is a single route where an express train passes, if the intermediate station of the line includes a passing station with passing conditions, several slow train lines should be drawn during the additional time occupied by the express train. The drawn slow train lines cannot be drawn continuously according to the original slow train departure interval, such as Figure 4 Otherwise, the slow train will conflict with the express train and cannot meet the time interval constraints. The black dotted line in the figure is a virtual slow train line. Obviously, at station 10, the virtual slow train line and the express train line cannot meet the tracking interval time τ. dd constraint.

[0107] When laying out the slow train line within the extra time ΔT occupied by the express train, reverse calculation can be performed at the passing station to meet the arrival and departure interval time τ dt Under the constraints, the slow train running line of the overtaken train is obtained by reverse calculation. As can be seen from the figure, ΔT can be used to draw two slow train running lines of the overtaken train. The additional occupied time ΔT of the express train can be calculated as follows:

[0108] ΔT=τ y +τ aa =t 慢 -t 快 +τ aa =t 差 +τ aa ;

[0109] The calculation method of express train deduction coefficient for express train passing is as follows:

[0110]

[0111] Among them, n 越 The number of times the slow train was overtaken during the extra time occupied by the express train;

[0112] Insert m direct express trains into the parallel operation diagram with stops at every station, and run them in groups, such as Figure 5 As shown in the figure, when the express train passes the slow train at the passing station, the additional occupied time is:

[0113] ΔT=τ y +τ aa =(m-1)I f =t 差 +(m-1)I f +τ aa ;

[0114] The corresponding express deduction coefficient is:

[0115]

[0116] In addition, since the M trains of direct express trains run in groups, the dwelling time of the slow train being passed at the passing station is greatly extended. The dwelling time of the slow train being passed at the passing station is calculated as follows:

[0117]

[0118] Among them, τ at is the interval time between stations; τ td The interval time between trains passing through the station.

[0119] When an express train overtakes a single route, and the express train departs from an intermediate station, the starting station of the express train is the intermediate station k. The additional occupancy time caused by the express train is:

[0120]

[0121] in, is the stop time of the slow train at the express train’s starting station k; is the travel time difference between the express train and the slow train from the express train’s origin station k to the terminal station n;

[0122] The corresponding express deduction coefficient is:

[0123]

[0124] Among them, τ aa is the inter-arrival time; τ da The interval time between sending and receiving; n 越 The number of passing stations that can be laid out for passing slow trains that meet the constraints is as follows:

[0125]

[0126] in, is the arrival time of the express train at the passing station k; It is the arrival time of the previous slow train of the express train at the passing station k.

[0127] from Figure 6 It can be seen that there are three passing stations on the line, but only two additional slow train lines can be laid out within the express train's influence area ΔT, so in ε 快 In the calculation formula, n 越 It is not exactly equal to the number of passing stations. You need to verify each passing station one by one whether it can be used to lay out a passing slow train that meets the constraints. You can start the verification from the farthest passing station. If the following conditions are met, the passing slow train that meets the constraints can be laid out:

[0128]

[0129] in, is the arrival time of the express train at the passing station k; It is the arrival time of the previous slow train of the express train at the passing station k.

[0130] When m express trains run in groups at an intermediate station and overtake a slow train, the extra occupancy time caused by the m express trains is:

[0131]

[0132] The corresponding express deduction coefficient is:

[0133]

[0134] The scenario is when an express train passes under large and small routes. If the line has multiple routes and a direct express train is operated on top of the slow trains on the multiple routes, the deduction coefficient of the express train is related to the departure frequency and layout order of each route. This embodiment calculates the express train impact time and the express train deduction coefficient to determine the layout method of the train diagram as follows: Figure 8As shown: the departure interval between the small-route slow train and the large-route slow train is I, the slow trains are dispatched evenly, and the operation of a direct express train affects the departure interval between the two slow trains, and at the same time extends the stop time of the two large-route slow trains at the passing station.

[0135] The express deduction coefficient under combined operation is calculated by calculating the express deduction coefficients of the two lines in the case of single-line direct express and double-line direct express:

[0136] The operation diagram of the trains under the combined operation of fast and slow trains and cross-line trains is as follows: Figure 9 As shown, assuming a Y-type line, Line A operates long-distance slow trains, short-distance slow trains and express trains, and Line B operates long-distance slow trains and cross-line slow trains. The departure ratio of the long-distance slow trains of the two lines is 1:1:1:1. The cross-line long-distance slow trains of Line B and the short-distance slow trains of Line A connect with each other at the cross-line station and have the same departure frequency. Assuming that the cross-line slow trains of Line B cross into Line A in a "replacement" manner, we now analyze the deduction coefficient corresponding to Line A when Line A operates a direct slow train.

[0137] Will Figure 9 The operation diagram is further decomposed into the train operation diagrams corresponding to Line A and Line B, as shown in the figure below: Figure 10 、 Figure 11 As shown, the express impact time of line A is:

[0138]

[0139] Where: It is the time for the slow train and the express train to depart from the starting station 1 and arrive at the station N1-1; The stop time of the local train at station N1-1;

[0140] Deduction coefficient corresponding to line A for:

[0141]

[0142] Similarly, when a direct slow train is running on Line B, the train operation diagrams of Line A and Line B are drawn as follows: Figure 12 As shown, in order to further calculate the deduction coefficient corresponding to B Will Figure 10 Decompose it into a separate train operation diagram corresponding to each line, such as Figure 13 、 14 shown.

[0143] When through trains are operated on Line B, the time affected by the express trains on Line B is:

[0144]

[0145] Where: It is the time for the slow train and the express train to depart from the express departure station s and arrive at the station N1-1; is the stop time of the slow train at station s and station N1-1;

[0146] Deduction coefficient corresponding to line B for:

[0147]

[0148] Taking Chengdu Metro Lines 18 and 19 as an example, the calculation formula derived above is used to calculate the express train deduction coefficients of the two lines under the two operation plans during peak hours (1 hour). The interval between stations is calculated as 90 seconds, and the departure interval between the two lines during peak hours is 235 seconds. The calculation results are shown as follows:

[0149] Table 1 Deduction coefficients for express trains on Chengdu Metro Lines 18 and 19

[0150]

[0151] It can be seen from the above table that when Line 18 and Line 19 each operate a direct express train, the deduction coefficients of the two lines are close. However, it can be seen from the operation diagram that compared with Line 18 operating a direct express train, when Line 19 operates a direct express train, more slow trains need to adjust their departure intervals, and their departure intervals are correspondingly extended.

[0152] When both lines operate direct express trains, there are two relative position relationships between the express trains on the same line and the express trains across the lines, such as Figure 15 、 Figure 16 As shown in the figure, cross-line express trains can be arranged closely together within the time period affected by the express trains on the same line, or they can be arranged at intervals outside the time period affected by the express trains on the same line. The express train deduction coefficient for the former is smaller, but to meet multiple vehicle spacing conditions, the stop times and departure times of adjacent express trains need to be flexibly adjusted. Figure 16 The express deduction coefficient of the middle layout method is larger, which is equivalent to the sum of the express deduction coefficients caused by running direct express trains on two lines separately, but the transportation organization is better than Figure 15 The painting method is simpler.

[0153] S2. Calculate the capacity loss caused by cross-line trains interfering with the trains on the same line, determine the time periods when cross-line trains are not allowed to run and the related probability formula, and derive the capacity loss value caused by cross-line interference.

[0154] This embodiment further analyzes the loss of throughput capacity due to cross interference under the combined operation of fast and slow trains and cross-line based on the probability theory method. The schematic diagram under the combined operation is shown as follows: Figure 16 Assume that the frequency of slow trains on this route during peak hours is m1, the frequency of express trains on this line is m, the frequency of slow trains crossing the line The minimum tracking interval between slow trains in the collinear operation section is I0, and the arrival interval between slow trains and express trains is τ. at , the sending interval is τ td The normal departure interval of the train on this line is I (I>I0); the departure interval time that the slow train crossing the line needs to meet after crossing the line station is as follows: Figure 18 shown.

[0155] During the influence period of a through express train, there will be a period in the shared line operation section where cross-line trains are not allowed to lay out patterns. Assume that the length of the period when cross-line trains are not allowed to lay out patterns is The calculation formula is as follows:

[0156]

[0157] in, is the travel time of the slow train and the express train from the cross-line station k to the terminal station N1; is the travel time of the slow train and the express train from the cross-line station k to the passing station n;

[0158] Assuming that Line B also operates large and small routes, Line B can reasonably lay out small routes and slow trains during the period when cross-line trains are not allowed to be laid out, thereby eliminating the loss of throughput capacity caused by cross-line interference. The co-line operating section can be extracted separately and regarded as a line. Then It is the express train impact time ΔT of the direct express train in the co-operating section. 共线 ,Right now:

[0159]

[0160] For the co-operating section of Line A, the deduction coefficient for direct express trains is:

[0161]

[0162] Except for the period when cross-line trains are not allowed to be laid out, the slow train m2 of the cross-line will interfere with the slow train (m2-m) of the main line. The probability that the slow trains of the two lines arrive at the cross-line station one after another is The arrival times at the cross-line station are when The slow trains on the two lines will suffer capacity deduction due to cross interference, and the lost time is When cross interference occurs, it will affect one of the two trains. Therefore, the probability of a slow train crossing the line interfering with a slow train on the same line at the crossing station is The average capacity loss due to interference is The total time of the capacity loss caused by the cross interference between the slow trains on the two lines is:

[0163]

[0164] That is, the capacity loss caused by cross-line interference under the combined operation of fast and slow trains and cross-line is:

[0165]

[0166] Using the above formula, taking Chengdu Metro Lines 18 and 19 as an example, we calculate the capacity loss caused by cross-line interference caused by Line 19 trains under the current operation plan during peak hours. The calculation results are shown below:

[0167] Table 2 Case calculation of capacity loss caused by cross-line interference

[0168]

[0169]

[0170] Based on the above analysis, under the combined operation of express and slow trains and cross-line trains, the capacity of Line A is affected not only by the capacity deduction of express trains, but also by the capacity deduction caused by the cross-line train interference. Its maximum capacity should meet the following requirements:

[0171]

[0172] The capacity of Line B is affected by the capacity deduction caused by the cross-line train interference. Its maximum capacity should meet the following requirements:

[0173]

[0174] The maximum capacity of the common operating section of Line A should meet the following requirements:

[0175]

[0176] S3. Calculate the line capacity of each line and the co-operating section by combining the express train deduction coefficient and the capacity loss value.

[0177] The beneficial effects of the present invention are as follows:

[0178] By adopting the embodiment of the present invention, the corresponding deduction coefficient is determined by analyzing different routes and express train crossing situations, providing a precise quantitative indicator. When arranging the frequency ratio of express and slow train departures, the number and interval of trains can be scientifically planned based on the deduction coefficient, thus avoiding resource waste and improving operational efficiency. The capacity loss caused by the cross-line train and the train on the same line is calculated, and the time period and probability formula for not allowing the drawing are clearly defined, which helps to understand the occupancy and loss of line resources under different circumstances, and then reasonably adjust the train operation diagram, optimize the line usage arrangement, minimize cross-interference to the greatest extent, and improve the overall utilization efficiency of the line. The express train deduction coefficient and capacity loss value are combined to calculate the line capacity of each line and the co-line operating section, which can more accurately evaluate the actual carrying capacity of the line, provide a key basis for the long-term planning of the line, facility upgrade and operation strategy adjustment, and ensure that the line can maintain a stable and efficient operation state under various complex circumstances.

[0179] System Example

[0180] According to an embodiment of the present invention, a system for calculating line throughput capacity under a combined operation mode of fast and slow trains and cross-line trains is provided. Figure 19 This is a schematic diagram of a system for calculating line throughput capacity in a combined fast and slow train and cross-line operation mode provided in one or more embodiments of this specification, such as Figure 19 As shown, the line capacity calculation system in the combined operation mode of fast and slow trains and cross-line operation according to an embodiment of the present invention specifically includes:

[0181] Coefficient calculation module 190: used to analyze situations such as express trains not crossing or crossing on a single route, and express trains crossing on large and small routes, and determine deduction coefficients under different scenarios and different ratios of the frequency of departure of express and slow trains;

[0182] Interference calculation module 192: used to calculate the capacity loss caused by the cross-line train and the train on the same line, determine the time period when the cross-line train is not allowed to be laid out and the relevant probability formula, and obtain the capacity loss value caused by the cross-line interference.

[0183] The capacity calculation module 194 is used to calculate the line capacity of each line and the co-line operation section by combining the express train deduction coefficient and the capacity loss value.

[0184] The embodiment of the present invention is a system embodiment corresponding to the above-mentioned method embodiment. The specific operations of each module can be understood by referring to the description of the method embodiment, which will not be repeated here.

[0185] Device Example 1

[0186] An embodiment of the present invention provides an electronic device, such as Figure 20As shown, the present invention includes: a memory 200, a processor 202, and a computer program stored in the memory 200 and executable on the processor 202. When the computer program is executed by the processor 202, the following method steps are implemented:

[0187] S1. Analyze situations where express trains do not overtake or overtake other trains on a single route, and where express trains overtake other trains on multiple routes, and determine deduction coefficients for different scenarios and different ratios of express and slow train departure frequencies.

[0188] S2. Calculate the capacity loss caused by cross-line trains interfering with the trains on the same line, determine the time periods when cross-line trains are not allowed to run and the related probability formula, and derive the capacity loss value caused by cross-line interference.

[0189] S3. Calculate the line capacity of each line and the co-operating section by combining the express train deduction coefficient and the capacity loss value.

[0190] Device Example 2

[0191] An embodiment of the present invention provides a computer-readable storage medium having stored thereon a program for implementing information transmission. When the program is executed by the processor 202, the following method steps are implemented:

[0192] S1. Analyze situations where express trains do not overtake or overtake other trains on a single route, and where express trains overtake other trains on multiple routes, and determine deduction coefficients for different scenarios and different ratios of express and slow train departure frequencies.

[0193] S2. Calculate the capacity loss caused by cross-line trains interfering with the trains on the same line, determine the time periods when cross-line trains are not allowed to run and the related probability formula, and derive the capacity loss value caused by cross-line interference.

[0194] S3. Calculate the line capacity of each line and the co-operating section by combining the express train deduction coefficient and the capacity loss value.

[0195] The computer-readable storage medium in this embodiment includes, but is not limited to, ROM, RAM, magnetic disk, or optical disk.

[0196] 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 above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for calculating line capacity under a combined operation mode of fast and slow trains and cross-line trains, characterized in that: include: Analyze situations where express trains do not overtake or overtake other trains on a single route, and where express trains overtake other trains on large and small routes, and determine deduction coefficients for different scenarios and different ratios of the frequency of express and slow trains. Calculate the capacity loss caused by the interference between cross-line trains and trains on the same line, determine the time period when cross-line trains are not allowed to be laid out and the relevant probability formula, and obtain the capacity loss value caused by cross-line interference; The express train deduction coefficient and the capacity loss value are combined to calculate the line capacity of each line and the co-line operating section.

2. The method according to claim 1, characterized in that When the scenario is a single route with no express trains passing through, insert a through express train into the stop-at-every-station parallel operation diagram. The additional occupied time caused by running a through express train is calculated as follows: ΔT=τ y +t aa =t 慢 -t 快 +t aa =t 差 +t aa ; Among them, t 快 , t 慢 are the total one-way travel time of fast and slow trains respectively; t 差 Save time for the one-way trip of the faster train compared to the slower train; In this case, the express deduction coefficient is calculated as follows: Among them, ∑t 停站 is the stop time; ∑t 起附 ,∑t 停附 are the additional time for train starting and stopping respectively; τ aa is the inter-arrival time; If m through express trains are inserted into a parallel operation diagram that stops at every station and run in groups, the calculation methods for the extra occupied time and the express train deduction coefficient are as follows: ΔT=τ y +t aa +(m-1)I f =t 差 +(m-1)I f +t aa ; Among them, τ y is the impact time of express trains; I is the departure interval between slow trains; I f The interval between express trains.

3. The method according to claim 1, characterized in that When an express train passes on a single route, if the intermediate stations on the line include passing stations with passing conditions, several slow train lines will be drawn during the additional time occupied by the express train. The drawn slow train lines cannot be drawn in succession to the original slow train departure interval. Under the constraint of the arrival and passing interval time, the slow train line to be passed is obtained. The additional occupied time of the express train is calculated as follows: ΔT=τ y +t aa =t 慢 -t 快 +t aa =t 差 +t aa ; The calculation method of express train deduction coefficient for express train passing is as follows: Among them, n 越 The number of times the slow train was overtaken during the extra time occupied by the express train; In a parallel operation diagram that stops at every station, m through express trains are inserted to run in groups. When the express train passes a local train at the station it passes, the additional occupied time is: ΔT=τ y +t aa +(m-1)I f =t 差 +(m-1)I f +t aa ; The corresponding express deduction coefficient is: The calculation method for the stop time of the overtaken slow train at the overtaking station is as follows: Among them, τ at is the interval time between stations; τ td The interval time between trains passing through the station.

4. The method according to claim 3, characterized in that When an express train overtakes a single route, and the express train departs from an intermediate station, the starting station of the express train is the intermediate station k. The additional occupancy time caused by the express train is: in, is the stop time of the slow train at the express train’s starting station k; is the travel time difference between the express train and the slow train from the express train’s origin station k to the terminal station n; The corresponding express deduction coefficient is: Among them, τ aa is the inter-arrival time; τ da The interval time between sending and receiving; n 越 The number of passing stations that can be laid out for passing slow trains that meet the constraints is as follows: in, is the arrival time of the express train at the passing station k; is the arrival time of the previous slow train of the express train at the passing station k; When m express trains run in groups at an intermediate station and overtake a slow train, the extra occupancy time caused by the m express trains is: The corresponding express deduction coefficient is:

5. The method according to claim 1, characterized in that In the scenario where an express train passes on a large and small route, by calculating the express train impact time and the express train deduction coefficient, the train timetable is drawn as follows: the departure interval between the slow train on the small route and the slow train on the large route is I, the slow trains are evenly dispatched, a direct express train affects the departure interval between the two slow trains, and at the same time, the stop time of the two slow trains on the large route at the passing station is extended.

6. The method according to claim 1, characterized in that The method further includes: calculating the express train deduction coefficient under the combined operation by calculating the express train deduction coefficients of the two lines in the case of single-line direct express operation and double-line direct express operation.

7. The method according to claim 1, characterized in that The calculation of the capacity loss caused by the cross-line train and the train on the same line, the determination of the time period during which the cross-line train is not allowed to be laid out and the related probability formula, and the capacity loss value caused by the cross-line interference are obtained as follows: Assuming that during peak hours, the frequency of slow trains on this route is m1, the frequency of express trains on this line is m, the frequency of slow trains crossing the line The minimum tracking interval between slow trains in the collinear operation section is I0, and the arrival interval between slow trains and express trains is τ. at , the sending interval is τ td , the normal departure interval of trains on this line is I (I>I0); During the influence period of a through express train, there will be a period in the shared line operation section where cross-line trains are not allowed to lay out patterns. Assume that the length of the period when cross-line trains are not allowed to lay out patterns is The calculation formula is as follows: in, is the travel time of the slow train and the express train from the cross-line station k to the terminal station N1; is the travel time of the slow train and the express train from the cross-line station k to the passing station n; Assuming that Line B also operates large and small routes, Line B can reasonably lay out small routes and slow trains during the period when cross-line trains are not allowed to be laid out, thereby eliminating the loss of throughput capacity caused by cross-line interference. The co-line operating section can be extracted separately and regarded as a line. Then It is the express train impact time ΔT of the direct express train in the co-operating section. 共线 ,Right now: For the co-operating section of Line A, the deduction coefficient for direct express trains is: Except for the period when cross-line trains are not allowed to be laid out, the slow train m2 crossing the line will interfere with the slow train (m1-m) of the main line. The probability that the slow trains of the two lines arrive at the cross-line station one after another is The arrival times at the cross-line stations are when The slow trains on the two lines will suffer capacity deduction due to cross interference, and the lost time is t 损失 ∈[0, I0] When cross interference occurs, it will affect one of the two trains. Therefore, the probability that the cross-line slow train will have cross interference with the slow train on the same line at the cross-line station is The average capacity loss due to interference is The total time of the capacity loss caused by the cross interference between the slow trains on the two lines is: That is, the capacity loss caused by cross-line interference under the combined operation of fast and slow trains and cross-line is:

8. A system for calculating line throughput capacity under a combined operation mode of fast and slow trains and cross-line trains, characterized in that: include: Coefficient calculation module: used to analyze situations such as express trains not crossing or crossing on a single route, and express trains crossing on large and small routes, and determine deduction coefficients under different scenarios and different ratios of the frequency of express and slow trains; Interference calculation module: used to calculate the capacity loss caused by the cross-line train and the train on the same line, determine the time period when cross-line trains are not allowed to be laid out and the relevant probability formula, and obtain the capacity loss value caused by cross-line interference. Throughput capacity calculation module: used to calculate the line throughput capacity of each line and the co-line operating section by combining the express train deduction coefficient and the capacity loss value.

9. An electronic device, characterized in that: include: processor; as well as, A memory arranged to store computer-executable instructions, which, when executed, enable the processor to implement the steps of the method for calculating line capacity under the fast and slow train and cross-line combined operation mode as described in any one of claims 1 to 7.

10. A storage medium, characterized in that: Used to store computer-executable instructions, which, when executed, implement the steps of the line capacity calculation method under the fast and slow train and cross-line combined operation mode as described in any one of claims 1 to 7.

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