Train operation regulation and control system and method for rail transit line congestion

Abstract

The invention relates to a train operation regulation and control system and method for rail transit line congestion, and the method comprises the steps: 1, determining all trains in an affected region range according to the congestion delay time; 2, a travel speed-interval calculation model is introduced, and the slow-moving multi-stop control time amount of each train in the affected area range is calculated and obtained; and step 3, automatically issuing the slow-moving multi-stop control time quantity to each train to execute the slow-moving multi-stop control time quantity. The system comprises an intelligent scheduling strategy operation module and an intelligent scheduling strategy decomposition execution module, and is used for operating a travel speed-interval calculation model, dynamically calculating to obtain the slow-moving multi-stop control time quantity of each train, and outputting the slow-moving multi-stop control time quantity to each train for execution. The system automatically controls the automatic adjustment of all trains in the upstream and downstream directions by means of an algorithm, does not need scheduling manual staring control, and is excellent in execution efficiency.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of rail transit, in particular to a train operation regulation system and method for rail transit line blockage. BACKGROUND

[0002] Due to high train density, small station distance and short tracking interval of urban rail transit, it is inevitable to have random failures and other emergencies in the operation process under the interference of complex external factors. Especially, most urban rail lines are single-track operation in each direction, lacking of overrunning and detour paths, and the sudden blockage at a certain location will inevitably interfere with the subsequent train operation, forming a situation of a large number of train parking and waiting and expansion of running interval time. At the same time, in the networked city, the single-line blockage failure will also affect the operation of adjacent lines through transfer stations, and if the train operation cannot be adjusted in time and efficiently, it may lead to large-area train delay and further affect the normal operation of the entire network.

[0003] The current rail transit automatic train supervision system (ATS) can automatically control train operation and adjust deviations according to the planned diagram under normal operation and small-range failure delay, but when the line operation is blocked and the delay time is long, the automatic adjustment function cannot be supported, and the dispatcher needs to take measures such as train stopping, skipping, and small-intersection turnaround for the blocked multiple trains at multiple stations in the subsequent operation process according to the failure situation, to make large-scale train operation adjustment. The disposal process has problems such as heavy manual workload, low adjustment efficiency, and non-optimized adjustment effect. Dispatchers urgently need more intelligent and optimized multi-train cooperative automatic control function to support rapid decision-making of optimal solutions and automatic execution of regulation targets, and to reduce the impact of train disorder under failure on passenger travel. SUMMARY

[0004] The purpose of the present application is to overcome the technical problem of accurately regulating the train interval on the whole line under the midway failure blockage scenario of rail transit line, and to provide a system and method for automatic train regulation under the blockage scenario of urban rail transit line, to realize automatic regulation of multiple train operation, greatly reduce the workload of dispatchers in regulating trains, and shorten the regulation time.

[0005] The present application provides a train operation regulation method for rail transit line blockage, comprising:

[0006] Step 1, determining each train in the affected area range according to the blockage delay time;

[0007] Step 2, introducing a speed-interval calculation model to calculate the slow-down and multi-stop control time of each train in the affected area range;

[0008] Step 3, automatically issuing the slow-down and multi-stop control time to each train for execution.

[0009] Optionally, the calculating the amount of control time of each train for the slow-down and stopping at the fault point comprises:

[0010] determining the location of the fault point;

[0011] the dispatcher obtains the delay time through external information, and determines the minimum interval time Gmin for the subsequent upstream trains to arrive at the fault point in turn, and the maximum interval time Gmax for the downstream trains to move away from the fault point;

[0012] calculating the relative planned travel speed reduction ratio of each train for arriving at the fault point in turn and moving away from the fault point;

[0013] calculating the stopping time and the interval running time control amount of each train according to the relative planned travel speed reduction ratio of each train obtained by the calculation.

[0014] Optionally, the calculating the relative planned travel speed reduction ratio comprises:

[0015] i) calculating the relative planned travel speed reduction ratio Rc of the upstream train for arriving at the fault point:

[0016] Rc = the originally planned running time from the current position to the fault point / (the predicted delay time + n·Gmin);

[0017] wherein n represents the sequence value of each train for arriving at the fault point;

[0018] ii) calculating the relative planned travel speed reduction ratio Rd of the downstream train for moving away from the fault point:

[0019] Rd = m·Gmax / (the predicted delay time + the scheduled running time from the current position to the fault point);

[0020] wherein m represents the sequence value of the train for moving away from the fault point.

[0021] Optionally, the calculating the stopping time and the interval running time control amount of each train according to the relative planned travel speed reduction ratio of each train obtained by the calculation is as follows:

[0022] the interval running time Tr = min((Trs / R), Trmax), Trs is the running time of the scheduled scale, and Trmax is the longest running time applicable in the interval;

[0023] the platform stopping time Td = (Tds+Trs) / R-Tr, Tds is the scheduled stopping time, and Trs is the scheduled interval running time;

[0024] R is the relative planned travel speed reduction ratio Rc or Rd of the upstream train or the downstream train.

[0025] Optionally, if the calculated reduction ratio Rd is greater than 1, then take 1, representing no need to slow down the operation.

[0026] In addition, the application also provides a train operation control system for rail transit line blockage, which is used for the train operation control method and comprises:

[0027] An operation control module is configured to control train operation.

[0028] An automatic train monitoring system is configured to send an adjustment instruction for controlling train operation to the operation control module and obtain train position and state information from the operation control module.

[0029] An intelligent scheduling strategy operation module is configured to operate a travel speed-interval calculation model; the automatic train monitoring system transmits the position and state information of the train to the intelligent scheduling strategy operation module, and the intelligent scheduling strategy operation module generates a travel speed reduction ratio control amount of each train.

[0030] An intelligent scheduling strategy decomposition execution module is configured to dynamically calculate a slow-down and multi-stop control time amount of each train according to the travel speed reduction ratio control amount of the train and output the slow-down and multi-stop control time amount to each train for execution.

[0031] Optionally, the adjustment instruction comprises a car stopping, car launching and speed limiting instruction.

[0032] Optionally, the information obtained by the intelligent scheduling strategy operation module comprises a current position of the train, an operation time, a scheduled time and a delay time.

[0033] Optionally, the intelligent scheduling strategy operation module obtains the delay time information from a dispatcher.

[0034] Optionally, the slow-down and multi-stop control time amount of each train is sent to the automatic train monitoring system, and the automatic train monitoring system sends the slow-down and multi-stop control time amount to the operation control module, and the operation control module controls each train to execute.

[0035] The application is based on a universal multi-train collaborative slow-down control strategy algorithm for blockage sites and blockage delay time, and output data can be directly connected to a signal train control system for automatic execution.

[0036] The application constructs an automatic operation control method relying on a signal train control system, supports a dispatcher to initiate a decision once, and the system automatically controls all trains in upstream and downstream directions of a fault blockage area relying on an algorithm strategy, without the need for manual monitoring and control, and has excellent execution efficiency. BRIEF DESCRIPTION OF DRAWINGS

[0037] Figure 1 FIG. 1 is a structural block diagram of a train operation control system for rail transit line blockage according to the application;

[0038] Figure 2 For multi-vehicle cooperative slow-down control algorithm output graph towards the fault blocked area;

[0039] Figure 3 For multi-vehicle cooperative slow-down control algorithm output graph away from the fault blocked area. DETAILED DESCRIPTION

[0040] The present application proposes a train operation control system and method for rail transit line blockage, which will be further described in detail below in combination with the accompanying drawings and specific embodiments. The advantages and features of the present application will be more apparent according to the following description. It should be noted that the accompanying drawings are very simplified and all use non-precise proportions, only for the purpose of facilitating and clarifying the description of the embodiments of the present application. In order to make the purpose, features and advantages of the present application more apparent and easy to understand, please refer to the accompanying drawings. It should be noted that the structure, proportion, size, etc. shown in the drawings attached to the present specification are only used to cooperate with the content disclosed in the specification, so that those skilled in the art can understand and read, and are not used to limit the conditions for implementing the present application, so they do not have technical significance. Any modification of structure, change of proportion relationship or adjustment of size, without affecting the effect and purpose that can be achieved by the present application, should still fall within the scope of the technical content disclosed by the present application.

[0041] As shown in Figure 1 The present application proposes a train operation control system for rail transit line blockage, which comprises: an operation control module, an automatic train supervision system, an intelligent scheduling strategy calculation module and an intelligent scheduling strategy decomposition execution module.

[0042] The operation control module is used to control train operation, which runs on the rail transit train and the ground station, receives control instructions from the automatic train supervision system ATS and the dispatcher, accurately completes the train stopping process and the interval operation process according to the control time requirements, strictly departs from the platform according to the instruction requirements, and automatically drives the movement process from the previous platform departure and the next platform arrival parking according to the instruction required time.

[0043] The automatic train supervision system ATS is used to send adjustment instructions for controlling train operation to the operation control module, and obtain train position and state information from the operation control module. ATS can collect and manage line operation plan timetable in real time during train operation process, track the operation control module to complete the whole process of train operation control according to the planned time or the adjustment instructions output by the intelligent scheduling strategy decomposition execution module, and deliver the running position and dynamic condition of all trains to the intelligent scheduling strategy calculation module. Optionally, the adjustment instructions include: car stopping, departure and speed limiting instructions.

[0044] The intelligent dispatching strategy operation module is used for running a travel speed-interval calculation model, the automatic train supervision system transmits position and state information of the train to the intelligent dispatching strategy operation module, and the intelligent dispatching strategy operation module generates a travel speed drop ratio control quantity of each train. Based on the current running position of the train reported by the ATS, the running time, the scheduled time and the fault blocking delay time, human-computer interaction decision is carried out with the dispatcher, and the human-computer interaction content includes: the dispatcher estimates the fault blocking delay time according to the received fault repair progress and inputs. According to the foregoing model algorithm, the operation generation of the real-time travel speed drop ratio control quantity of the train is realized.

[0045] The intelligent dispatching strategy decomposition execution module dynamically calculates the current stop time control quantity and the interval running time control quantity target based on the train travel speed drop ratio control quantity target output by the intelligent dispatching strategy operation module and in combination with the current stop time or interval running time quantity of the train provided by the ATS, and outputs and tracks the ATS execution.

[0046] The application also provides a train operation regulation method for track traffic line blockage, which comprises the following steps:

[0047] Step 1, determining each train in the affected area range according to the blockage delay time;

[0048] Step 2, introducing a travel speed-interval calculation model, calculating the slow-down and multi-stop control time quantity of each train in the affected area range;

[0049] Step 3, automatically issuing the slow-down and multi-stop control time quantity to each train for execution.

[0050] Optionally, the calculation of the slow-down and multi-stop control time quantity of each train comprises:

[0051] determining the fault point position;

[0052] The dispatcher obtains the delay time through external information, and determines the minimum interval time Gmin of the subsequent upstream trains reaching the fault point in turn and the maximum interval time Gmax of the downstream trains moving away from the fault point;

[0053] calculating the relative scheduled travel speed drop ratio of each train reaching the fault point in turn and moving away from the fault point;

[0054] calculating the stop time and interval running time control quantity of each train according to the calculated relative scheduled travel speed drop ratio of each train.

[0055] It should be noted that when the train is prolonged and slowed down in the regulation process compared with the original scheduled running time, the relative scheduled travel speed drop ratio R of the actual running travel speed of the train to the original scheduled travel speed is defined as V / Vs, V is the actual running travel speed, and Vs is the scheduled travel speed.

[0056] According to the train running time and distance relationship, further, the travel speed reduction ratio R=(D / T) / (D / Ts)=Ts / T, wherein D is the distance traveled by the train, Ts is the planned time for traveling the corresponding distance, and T is the actual time or the time after regulation for traveling the corresponding distance.

[0057] According to the above formula, the calculation of the relative planned travel speed reduction ratio comprises:

[0058] i) calculating the relative planned travel speed reduction ratio Rc of the upstream train arriving at the fault point:

[0059] Rc=the originally planned running time from the current position to the fault point / (the predicted delay time+n·Gmin); wherein n represents the sequence value of each train arriving at the fault point;

[0060] ii) calculating the relative planned travel speed reduction ratio Rd of the downstream train away from the fault point:

[0061] Rd=m·Gmax / (the predicted delay time+the scheduled running time from the current position to the fault point); wherein m represents the sequence value of the train away from the fault point.

[0062] Optionally, according to the relative planned travel speed reduction ratio of each train obtained by calculation, the stop time and the interval running time control amount of each train are calculated as follows:

[0063] Interval running time Tr=min((Trs / R), Trmax), Trs is the running time of the scheduled scale, and Trmax is the longest running time applicable in the interval;

[0064] Platform stop time Td=(Tds+Trs) / R-Tr, Tds is the scheduled stop time, Trs is the scheduled interval running time, and R is the relative planned travel speed reduction ratio Rc or Rd of the upstream train or the downstream train.

[0065] Optionally, if the calculated reduction ratio Rd is greater than 1, then 1 is taken, representing that there is no need to slow down the running.

[0066] The above calculation process will be illustrated according to specific examples as follows.

[0067] There is a rail transit line, the train is scheduled to run at uniform intervals, the interval between adjacent trains is 4 minutes, each train stops at each station for 30 seconds, and runs in each section for 120 seconds. The section refers to the track section between adjacent stations, and the section running is slowed down to a maximum of 140 seconds. The existing train m fails at station K, and when the dispatching decision is made, it is judged that the expected failure will be repaired after 20 minutes, so the minimum interval time Gmin of the control is determined to be 2 minutes, and the maximum interval time Gmax is 10 minutes. The intelligent dispatching strategy operation module calculates the real-time travel speed reduction ratio of different trains far from the fault point according to the train failure alarm and train position reported by the automatic train monitoring system (ATS), and transmits it to the intelligent dispatching strategy decomposition execution module:

[0068] The travel speed reduction ratios of the first, second and third trains running towards the fault point are respectively:

[0069] Rc1=4 / (20+1×2)=0.18;

[0070] Rc2=8 / (20+2×2)=0.33;

[0071] Rc3=12 / (20+3×2)=0.46;

[0072] The intelligent dispatching strategy decomposition execution module calculates the slow-down and multi-stop control time of different trains far from the fault point according to the travel speed reduction ratio as follows:

[0073] The slow-down and multi-stop control time of the first train running towards the fault point is:

[0074] The adjusted running time Tr1 of each section is 140 seconds;

[0075] The adjusted stop time Td1 of each station is 693 seconds;

[0076] The slow-down and multi-stop control time of the second train running towards the fault point is:

[0077] The adjusted running time Tr2 of each section is 140 seconds;

[0078] The adjusted stop time Td2 of each station is 310 seconds;

[0079] The slow-down and multi-stop control time of the third train running towards the fault point is:

[0080] Each interval after running time Tr3 = min((120 / 0.46), 140) = 140 seconds;

[0081] Each platform stop adjustment time Td3 = (30 + 120) / 0.46 - 140 = 186 seconds;

[0082] The first, second and third trains running away from the fault point, the speed of the train speed drop ratio is respectively:

[0083] Rd1 = 1 x 10 / (20 + 4) = 0.42;

[0084] Rd2 = 2 x 10 / (20 + 8) = 0.71;

[0085] Rd3 = 3 x 10 / (20 + 12) = 0.94;

[0086] The first train in the direction of the fault point running, the amount of time control of slow stop more:

[0087] Each interval after running time Tr1 = min((120 / 0.42), 140) = 140 seconds;

[0088] Each platform stop adjustment time Td1 = (30 + 120) / 0.42 - 140 = 217 seconds;

[0089] The second train in the direction of the fault point running, the amount of time control of slow stop more:

[0090] Each interval after running time Tr2 = min((120 / 0.71), 140) = 140 seconds;

[0091] Each platform stop adjustment time Td2 = (30 + 120) / 0.71 - 140 = 71 seconds;

[0092] The third train in the direction of the fault point running, the amount of time control of slow stop more:

[0093] Each interval after running time Tr3 = min((120 / 0.94), 140) = 128 seconds;

[0094] Each platform stop adjustment time Td3 = (30 + 120) / 0.94 - 128 = 32 seconds;

[0095] The calculated interval running time and platform stop adjustment time results are passed to the ATS. The ATS tracks the running state of the train and the signal state, and when the train arrives at the corresponding station, it first stops the car and gives the departure instruction when the stop time has arrived, and gives the train a speed limit driving instruction to specify the interval running time. The train running execution module receives the above stop / start instructions and speed limit running instructions, and executes the required start and interval running time according to the control target to arrive at the next station on time.

[0096] Figure 2 According to the multi-train coordinated slow running regulation algorithm, the planned running trajectory of the train m on the plan after the multi-train coordinated gradient slow running and multi-stop control quantity calculation and execution towards the fault area when the fault station i+2 is blocked for a period of time.

[0097] The thin solid line in the figure represents the planned running of each train to each station and the stop time, and the thin dashed line represents the adjusted running of the corresponding train to each station and the interval running time after the slow running regulation calculation. The dotted line arrow represents the travel speed reduction value of each train adjusted according to the slow running regulation target, and the slope of the angle relative to the horizontal line represents the adjusted travel speed.

[0098] Figure 3 According to the multi-train coordinated slow running regulation algorithm, the planned running trajectory of the train m on the plan after the multi-train coordinated slow running and multi-stop control quantity calculation and execution away from the fault area when the fault station i-1 is blocked for a period of time.

[0099] The thin solid line in the figure represents the planned running of each train to each station and the stop time, and the thin dashed line represents the adjusted running of the corresponding train to each station and the interval running time after the slow running regulation calculation. The dotted line arrow represents the travel speed reduction value of each train adjusted according to the slow running regulation target, and the slope of the angle relative to the horizontal line represents the adjusted travel speed. Gmax is the control train maximum interval target distance (calculated in station distance) specified by the dispatcher before calculation and execution.

[0100] In the prior art, when a line blockage fault occurs, the dispatcher needs to take slow running adjustment measures for trains running towards the fault blockage location and trains running away from the fault blockage location according to the estimated fault duration time, to slow down the abnormal reduction and abnormal increase of train interval. The current dispatching command system does not have effective algorithm and function to support this work, and the dispatcher can only manually track the running position and arrival and departure of each train on the line, manually dispatch the driver to adjust the train arrangement and observe the execution effect, and the adjustment effect is not ideal. The present application introduces a travel speed-interval model, and the system automatically calculates the multi-train coordinated adjustment target in the affected area and automatically issues the execution according to the predicted delay time.

[0101] The application proposes a universal multi-train cooperative slow-down control strategy algorithm based on block locations and block delay time, and output data can be directly connected to the automatic execution of the signal train control system.

[0102] It should be noted that, in this document, the terms such as first and second are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply there is any such actual relationship or order between these entities or operations. Moreover, the terms "include", "contain" or any other variants thereof are intended to cover non-exclusive inclusion, so that the process, method, article or equipment including a series of elements not only includes those elements, but also includes other elements not explicitly listed or inherent to such process, method, article or equipment. Without more limitations, the element defined by the statement "including a" does not exclude the presence of another identical element in the process, method, article or equipment including the element.

[0103] In the description of the present application, it should be understood that the orientation or positional relationship indicated by the terms "center", "height", "thickness", "upper", "lower", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In the description of the present application, unless otherwise specified and limited, the meaning of "a plurality of" is two or more.

[0104] In the description of the present application, unless otherwise explicitly specified and limited, the terms "mounting", "connection", "connection", "fixing" should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be mechanical connection, or electrical connection; it can be directly connected, or indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0105] In the present application, unless specifically stated and limited otherwise, the "on" or "under" of a first feature to a second feature can include that the first and second features are in direct contact, or that the first and second features are not in direct contact but are in contact through another feature between them. Moreover, the "on", "above" and "on top of" of a first feature to a second feature includes that the first feature is directly above and obliquely above the second feature, or only means that the first feature is horizontally higher than the second feature. The "under", "below" and "underneath" of a first feature to a second feature includes that the first feature is directly below and obliquely below the second feature, or only means that the first feature is horizontally lower than the second feature.

[0106] Although the present application has been described in detail by the foregoing preferred embodiments, it should be recognized that the foregoing description is by way of example only and that various modifications and substitutions can be made by those skilled in the art without departing from the scope of the present application. Accordingly, the scope of the present application should be limited only by the appended claims.

Claims

1. A method for regulating train operation in a congested rail transit line, characterized in that, The method comprises the following steps: Step 1: determining each train in the affected area according to the delay time caused by the blockage; Step 2: introducing a travel speed-interval calculation model to calculate the slow-down and stop control time of each train in the affected area; Step 3: automatically sending the slow-down and stop control time of each train to the train for execution.

2. The train operation control method according to claim 1, characterized by, The calculation of the slow-down and stop control time of each train comprises the following steps: determining the location of the fault point; obtaining the delay time and the minimum interval time Gmin of the subsequent upstream trains arriving at the fault point in sequence by a dispatcher, and determining the maximum interval time Gmax of the downstream trains moving away from the fault point; calculating the relative planned travel speed reduction ratio of each train arriving at the fault point and moving away from the fault point; calculating the stop time and interval running time control amount of each train according to the relative planned travel speed reduction ratio of each train.

3. The train operation control method according to claim 2, characterized by, The calculation of the relative planned travel speed reduction ratio comprises the following steps: i) calculating the relative planned travel speed reduction ratio Rc of the upstream train arriving at the fault point: Rc = (original planned running time from the current position to the fault point) / (estimated delay time + n·Gmin); wherein n represents the sequence value of each train arriving at the fault point; ii) calculating the relative planned travel speed reduction ratio Rd of the downstream train moving away from the fault point: Rd = m·Gmax / (estimated delay time + scheduled running time from the current position to the fault point); wherein m represents the sequence value of the train moving away from the fault point.

4. The train operation control method according to claim 3, characterized by, The calculation of the stop time and interval running time control amount of each train according to the relative planned travel speed reduction ratio of each train is as follows: interval running time Tr = min((Trs / R), Trmax), Trs is the running time of the scheduled scale, and Trmax is the longest running time applicable in the interval; station stop time Td = (Tds + Trs) / R - Tr, Tds is the scheduled stop time, and Trs is the scheduled interval running time; R is the relative planned travel speed reduction ratio Rc or Rd of the upstream train or the downstream train.

5. The train operation control method according to claim 3, characterized by, If the calculated reduction ratio Rd is greater than 1, then 1 is taken, which represents that there is no need to slow down the running.

6. A train operation control system for rail transit line congestion, for implementing the train operation control method according to any one of claims 1 to 5, characterized in that, The method comprises the following steps: a running control module for controlling the running of the train; an automatic train monitoring system for sending an adjustment instruction for controlling the running of the train to the running control module, and obtaining the position and state information of the train from the running control module; an intelligent dispatching strategy operation module for running a travel speed-interval calculation model; the automatic train monitoring system transmits the position and state information of the train to the intelligent dispatching strategy operation module, and the intelligent dispatching strategy operation module generates a travel speed reduction ratio control amount of each train; an intelligent dispatching strategy decomposition execution module for dynamically calculating a slow-down and stop control time of each train according to the travel speed reduction ratio control amount of the train, and outputting the slow-down and stop control time to each train for execution.

7. The train operation control system according to claim 6, wherein The adjustment instruction comprises a car stopping, car departure and speed limiting instruction.

8. The train operation control system according to claim 6, wherein The intelligent dispatching strategy operation module obtains information including the current position, running time, planned scheduled time and delay time of the train.

9. The train operation control system according to claim 8, wherein The intelligent dispatching strategy operation module obtains the delay time information from the dispatcher.

10. The train operation control system according to claim 6, wherein The control time amount of each train stopping is sent to the automatic train monitoring system, and the automatic train monitoring system sends the control time amount to the operation control module, and the operation control module controls each train to execute.

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