Method and device for turning back after urban rail transit station

Abstract

The application discloses a method and device for urban rail transit station rear turn-back, and relates to the technical field of urban rail transit train operation control. The main technical scheme of the application is as follows: the application designs a layout in which a station rear loop turn-back track and a station rear crossover turn-back track coexist and are independent and do not interfere with each other in engineering structure, and two non-conflicting turn-back modes (i.e. a turn-back mode for completing train turn-back operation by using the station rear loop turn-back track and a turn-back mode for completing train end change operation by using the station rear crossover turn-back track) are constructed based on the layout. The application proposes a double-mode double-alternate turn-back operation scheme through engineering structure improvement, and the scheme is suitable for a train high-density operation scene. The scheme not only provides more redundant turn-back paths and gives higher dispatching flexibility to turn-back operation, but also breaks through the existing turn-back capacity limitation from the root cause through parallel operation and orderly alternation of the two modes, and significantly improves the overall turn-back efficiency of a terminal station.

Description

Technical Field

[0001] This application relates to the field of urban rail transit train operation control technology, and in particular to a method and apparatus for urban rail transit trains to turn around after a station. Background Technology

[0003] Currently, the core constraint on improving the capacity of urban rail transit lines lies in the turnaround capacity of terminal stations. Taking the "post-station turnaround mode" as an example, the design value for the mainline throughput capacity of non-loop rail transit lines operating in cities such as Beijing, Shanghai, Shenzhen, and Guangzhou is generally 90 seconds, while the design value for the post-station turnaround capacity is only 108 seconds. In actual operation, only 2 minutes (120 seconds) of continuous turnaround capacity can be achieved, directly limiting the maximum throughput capacity of the line to 30 pairs / hour, becoming a bottleneck for improving the line's capacity. At the same time, urban rail transit construction is characterized by large-scale investment and long construction periods. To meet the ever-increasing travel demands of citizens, it is urgent to improve the turnaround capacity of terminal stations through technological improvements during the planning and design stage, thereby fundamentally improving the overall capacity of the line.

[0004] Currently, taking the "post-station turnaround" method as an example, the design value of the train turnaround capacity of the existing conventional post-station turnaround method can only reach 108 seconds, which is close to the technical limit and cannot match the 90-second throughput capacity of the main line, becoming a core bottleneck for improving the line's capacity. Therefore, it is urgent to develop a new post-station turnaround technology solution to break through the existing turnaround capacity limitations, improve the turnaround efficiency of terminal stations, and ultimately improve the overall throughput capacity of the line to meet the development needs of high-density operation of urban rail transit. Summary of the Invention

[0005] This application provides a method and apparatus for turnaround after a station in urban rail transit. The main purpose is to propose a dual-mode, dual-alternating turnaround operation scheme through engineering structure improvement, which is suitable for high-density train operation scenarios. It not only provides more redundant turnaround paths and gives turnaround operations greater scheduling flexibility, but also breaks through the existing turnaround capacity limitations from the root by operating the two modes in parallel and in an orderly manner, thus significantly improving the overall turnaround efficiency of the terminal station.

[0006] To achieve the above objectives, this application mainly provides the following technical solutions: The first aspect of this application provides a method for urban rail transit stations to turn around after a station, the method comprising: When the first train enters the station along the down line, during the passenger clearing operation at the down platform, a first turning route is provided for the first train; wherein, the first turning route is used to guide the first train to enter the station circular return track after the first train has cleared the passengers, and the station circular return track is used to complete the train turning operation based on the circular path; Before the first train leaves the down line platform, clears the independent axle counting protection section, and before it fully enters the circular return track, when the second train enters the station along the down line and is performing passenger clearing operations at the down line platform, a second turning-in route is provided for the second train. The second turning-in route guides the second train to enter the station crossover turnaround track after clearing passengers via the first intersection. The station crossover turnaround track is used to complete the train's end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than the circular path. The independent axle counting protection section is a route protection section used to isolate the train reception and turnaround operations. After the first train completes the turning operation on the circular return track, a first turning-out route is provided for the first train. The first turning-out route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that after the first train completes passenger boarding, it departs from the station along the up line. After the first train leaves the station and returns to the circular return track and clears the second intersection, a second turnout route is arranged for the second train. The second turnout route is used to guide the second train to leave the station crossover turnout track after completing the end-changing operation, pass through the second intersection and enter the up line to enter the up platform to carry out passenger boarding operations. After completing passenger boarding, the second train departs from the station along the up line.

[0007] A second aspect of this application provides a device for turning back after an urban rail transit station, the device comprising: The first processing unit is used to process the first turning route for the first train when it enters the station along the down line and is carrying out passenger clearing operations at the down platform; wherein, the first turning route is used to guide the first train to enter the station circular return track after the first train has completed passenger clearing, and the station circular return track is used to complete the train turning operation based on the circular path. The second processing unit is used to process a second turning-in route for the second train when it enters the station along the down line and is performing passenger clearing operations on the down platform, before the first train has left the down line platform, cleared the independent axle counting protection section, and has not yet fully entered the circular return track. The second turning-in route guides the second train to enter the station crossover turnaround track after clearing passengers via the first intersection. The station crossover turnaround track is used to complete the train's end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than the circular path. The independent axle counting protection section is a route protection section used to isolate the train reception and turnaround operations. The third processing unit is used to process the first turn-off route for the first train after the first train completes the turning-off operation on the circular turn-off track. The first turn-off route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that the first train can depart from the station along the up line after completing passenger boarding. The fourth processing unit is used to process a second turnout route for the second train after the first train leaves the station and clears the second intersection on the circular return track. The second turnout route is used to guide the second train to leave the station crossover turnout track after completing the end-changing operation, pass through the second intersection and enter the up line to enter the up platform to perform passenger boarding operations, so that the second train can depart from the station along the up line after completing passenger boarding.

[0008] A third aspect of this application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described above for turning back after a city rail transit station.

[0009] A fourth aspect of this application provides an electronic device, the device including at least one processor, and at least one memory and bus connected to the processor; The processor and the memory communicate with each other via the bus. The processor is used to call program instructions in the memory to execute the urban rail transit station turnaround method described above.

[0010] By employing the above-described technical solution, the technical solution provided in this application has at least the following advantages: This application provides a method and apparatus for post-station turnaround in urban rail transit. The engineering structure of this application features a layout where a post-station circular turnaround track and a post-station crossover turnaround track coexist independently and do not interfere with each other. Based on this, two non-conflicting turnaround modes are constructed (i.e., a turnaround mode that utilizes the post-station circular turnaround track to complete train turning operations, and a turnaround mode that utilizes the post-station crossover turnaround track to complete train end-change operations). The post-station turnaround operation process includes the following: When the first train enters the station along the down line, a first turning-in route is processed for it during passenger clearance operations at the down platform. Before the first train leaves the down platform, clears the independent axle counting protection zone, and has fully entered the circular return track, the second train can enter the station along the down line, and a second turning-in route is processed for it during passenger clearance operations at the down platform. After the first train completes its turnaround operation on the circular return track, a first turning-out route is processed for it, allowing it to enter the up platform for passenger boarding operations. After the first train leaves the station and completely clears the second intersection on the circular return track, a second turning-out route is processed for the second train, allowing it to enter the up platform for passenger boarding operations, ultimately achieving alternating dual-mode turnaround operations.

[0011] Compared to the existing conventional turnaround methods that are approaching their technical limits and have limited capacity for further improvement, this application proposes a dual-mode, dual-alternating turnaround operation scheme through engineering structural improvements. This scheme is suitable for high-density train operation scenarios, providing more redundant turnaround paths and giving turnaround operations greater scheduling flexibility. Furthermore, by operating the two modes in parallel and alternating in an orderly manner, it breaks through the limitations of existing turnaround capacity at the root and significantly improves the overall turnaround efficiency of the terminal station. Attached Figure Description

[0012] Various other advantages and benefits will become apparent to those skilled in the art upon reading the following detailed description of preferred embodiments. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings: Figure 1 A flowchart illustrating a method for urban rail transit station turnaround provided in this application embodiment; Figure 2 A schematic diagram of a path for implementing turnaround operations after an urban rail transit station, provided as an embodiment of this application; Figure 3 Another demonstration diagram of urban rail transit station turnaround operation provided in this application embodiment; Figure 4 A line graph illustrating the foldback capability provided in this application embodiment; Figure 5 A block diagram illustrating the components of a device for turning back after a city rail transit station, provided in an embodiment of this application; Figure 6 A block diagram illustrating the composition of another urban rail transit station turnaround device provided in this application embodiment. Detailed Implementation

[0013] Exemplary embodiments of the present application will now be described in more detail with reference to the accompanying drawings. While exemplary embodiments of the present application are shown in the drawings, it should be understood that the present application may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this application will be thorough and complete, and will fully convey the scope of the present application to those skilled in the art.

[0014] The mainstream turnaround method for non-loop urban rail transit lines is post-station turnaround. The process is as follows: after the train arrives at one platform of the terminal station, only passenger clearing is performed; then it travels to the turnaround track of the crossover / single crossover to complete the turnaround; finally, it enters another platform to perform passenger boarding. This method achieves physical separation of passenger clearing and boarding operations, resulting in better safety and passenger experience, and is currently the mainstream application solution in the industry.

[0015] Currently, the non-loop rail transit lines operating in first-tier cities in China, such as Beijing, Shanghai, Shenzhen, and Guangzhou, have a designed mainline throughput capacity of 90 seconds, but a designed turnaround capacity after the terminal station of only 108 seconds. In actual operation, they can only achieve a continuous turnaround capacity of 2 minutes (120 seconds), which directly limits the maximum throughput capacity of the line to 30 pairs / hour, becoming the core bottleneck for improving the line's transport capacity.

[0016] In order to achieve the goal of "matching the 90-second throughput capacity of the main line", the existing post-station turnaround method relies on a single post-station crossover / single crossover turnaround rail. This has core defects such as insufficient path redundancy, poor scheduling flexibility, and turnaround capacity approaching the limit, which cannot meet the capacity improvement needs of high-density operation scenarios.

[0017] Based on the above considerations, this application provides a method for post-station turnaround in urban rail transit. This method designs two turnaround modes: a turnaround mode that utilizes a post-station circular return track to complete train turning operations, and a turnaround mode that utilizes a post-station crossover turnaround track to complete train end-change operations. These two turnaround modes are suitable for high-density train operation scenarios, providing more redundant turnaround paths, increasing scheduling flexibility for turnaround operations, and thus improving turnaround capacity. Figure 1 As shown, the working principle steps of this method include the following: Steps 101-104; It should be noted that, in terms of engineering structure, the embodiment of this application will utilize the circular return track after the station to complete the circular path corresponding to the train turning operation. It is designed with a grade-separated intersection structure with the main line to ensure that the circular path and the main line operation do not interfere with each other from a physical structure perspective. This ensures that the operation processes of the two turnaround modes (i.e., the turnaround mode that completes the train turning operation using the circular return track after the station and the turnaround mode that completes the train end-changing operation using the crossover turnaround track after the station) are independent of each other and have no operational conflicts, providing structural guarantee for the stable operation of the dual-mode alternating turnaround operation.

[0018] Furthermore, to facilitate a clear explanation of steps 101-104 below, this application embodiment uses the terms "first" and "second" as identifiers to distinguish trains using different turnaround modes. For example, for multiple trains entering the station successively, this application embodiment defines "first train" as the train that completes the train turning around on the circular return track after entering the station, and defines "second train" as the train that completes the train changing end operation on the crossover turnaround track after entering the station.

[0019] Furthermore, if the terms "first" and "second" are also used as identifiers, custom terms such as "first inbound route," "second inbound route," "first outbound route," and "second outbound route" can be defined to distinguish the inbound or outbound routes handled by "first train" and "second train," respectively.

[0020] Step 101: When the first train enters the station along the down line, during the passenger clearing operation at the down platform, the first turning route is arranged for the first train.

[0021] The first turning route is used to guide the first train to enter the station's circular return track after clearing passengers at the first intersection. The station's circular return track is used to complete the train turning operation based on the circular path.

[0022] Step 102: Before the first train leaves the down line platform, clears the independent axle protection zone, and has not fully entered the circular return track, when the second train enters the station along the down line and is clearing passengers at the down line platform, a second turnaround route is arranged for the second train.

[0023] The independent axle protection zone is a route protection zone used to isolate train reception and turnaround operations to ensure route safety. The second turnaround route guides the second train to enter the station crossover turnaround rail after clearing passengers at the first intersection. The station crossover turnaround rail is used to complete the train end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than that of the circular path, thus utilizing the short path to complete the train end-to-end turnaround operation.

[0024] In this embodiment, once the first train has cleared the protected section, the route for the second train can be arranged without waiting for the first train to fully enter the circular return track, thus maximizing the reduction of the turnaround interval and realizing dual-mode dual-path parallel operation.

[0025] Step 103: After the first train completes the turning operation on the circular return track, the first turnout route is processed for the first train. The first turnout route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that the first train can depart from the station along the up line after completing passenger boarding.

[0026] In this embodiment of the application, the "first intersection point" mentioned in step 102 is the bifurcation point of the two turnaround modes, and the "second intersection point" mentioned in step 103 is the convergence point of the two turnaround modes. Specifically, the settings of these two intersection points in this embodiment of the application may include, but are not limited to, the following: The first intersection is located in the section connecting the down line and the turnaround area after the station. It is a bifurcated turnout intersection node, used to guide the train into the station circular return track or the station crossover turnaround track in the form of a bifurcated path after the train has completed the passenger clearing operation at the down platform.

[0027] The second intersection is located in the section connecting the turnaround area after the station and the main line going up. It is a convergence turnout intersection node, serving as the common convergence point for the turnaround path corresponding to the circular return track after the station and the turnaround path corresponding to the crossover track after the station. It is used to unify the trains that have completed turning around or changing ends into the main line going up and entering the platform to carry out passenger boarding operations.

[0028] Step 104: After the first train leaves the station and returns to the circular return track, and clears the second intersection, a second turnout route is arranged for the second train. The second turnout route is used to guide the second train to exit from the crossover turnout track after the second train has completed the end-changing operation, enter the up line through the second intersection, and enter the up platform to carry out passenger boarding operations. This allows the second train to depart from the station along the up line after completing passenger boarding.

[0029] As can be seen from steps 101-104 above, by utilizing the turnaround paths (circular path and crossover path) provided by the two different turnaround modes (turnaround mode that completes train turning-around operations using the post-station circular return track and turnaround mode that completes train end-changing operations using the post-station crossover turnaround track), for the first train, after running out of the circular return track, it passes through the second intersection and enters the up-line platform to perform passenger boarding operations. After passenger boarding is completed, it departs from the station along the up-line main line. For the second train, after running out of the crossover turnaround track, it passes through the second intersection and enters the up-line platform to perform passenger boarding operations. After passenger boarding is completed, it departs from the station along the up-line main line. This achieves alternating turnaround operations for multiple trains that arrive at the station successively.

[0030] Furthermore, since the lengths of the turnaround paths provided by these two turnaround modes differ significantly, to fully leverage the efficiency of alternating operations between the two modes, for multiple trains successively entering the station along the downline, a preset first alternating scheduling rule can be used to determine the alternating formation ratio of the first train (circular turnaround train) and the second train (crossover turnaround train). This improves the resource utilization rate of alternating turnaround operations between the two modes, ultimately shortening the overall train turnaround interval and improving the turnaround efficiency at the terminal station. Specifically, the first alternating scheduling rule can be implemented using the following steps: (1) The turnaround mode of using the circular return track after the station to complete the train turning operation is determined as the first turnaround mode, and the turnaround mode of using the crossover turnaround track after the station to complete the train end-changing operation is determined as the second turnaround mode; (2) The travel path required to complete the train turning around and turnaround operation based on the first turnaround mode is determined as the first path, and the travel path required to complete the train end-changing turnaround operation based on the second turnaround mode is determined as the second path; (3) Based on the ratio of the length of the first path and the second path, the alternating formation ratio of the first train and the second train is determined among the multiple trains that enter the station along the down line one after another.

[0031] Combining the above (1)-(3), for example, the alternating formation ratio of the first train and the second train is "2:1", that is: for multiple trains entering the station one after another, the scheduling control is to arrange for the first train to complete the turnaround operation on the circular return track after every two stations, and then arrange for the second train to complete the turnaround operation on the crossover turnaround track after every two stations, and so on to achieve the dual-mode alternating turnaround. According to such an alternating formation ratio, the specific dual-mode alternating turnaround that can be realized includes the following: Based on the alternating formation ratio of the first and second trains, the circular path of the post-station circular return track is used firstly to complete the turning operation of multiple first trains in sequence; at the same time, the turning-in route of the post-station crossover return track is processed for the second train to complete the end-changing operation using the crossover path; when the first and second trains pass the second intersection, according to the interlocking control, they enter the up-line platform to carry out passenger boarding operations according to the alternating formation ratio.

[0032] Furthermore, to fully leverage the operational efficiency of the "turnaround mode that utilizes the crossover track after the station to complete train end-changing operations," this application embodiment sets at least two crossover tracks after the station. For multiple second trains that successively enter the station along the down line and need to enter the turnaround area after the station, different crossover tracks after the station are assigned to different second trains through a preset second alternating scheduling rule, thereby realizing parallel turnaround operations for multiple second-mode trains and improving turnaround efficiency.

[0033] Specifically, this second alternation scheduling rule includes, but is not limited to, applications in the following two scenarios: (1) Normal operation scenario: Set different train alternation ratios for crossover turnaround rails to achieve non-interference parallel turnaround of multiple second trains and maximize the utilization efficiency of crossover turnaround rails; (2) Emergency fault scenario: When abnormal situations such as train faults or turnout faults occur, one of the crossover turnaround rails can be used as a redundant spare rail for temporary parking of faulty trains, while ensuring the normal turnaround operation of the remaining crossover turnaround rails, avoiding the impact of faults on the operation of the entire line, and improving the reliability and redundancy of the system.

[0034] Below, to more clearly illustrate the working principle steps 101-104 above, the embodiments of this application are combined with... Figure 2 (i.e., a schematic diagram of the path used to realize the turnaround operation after the urban rail transit station) Figure 3 The following explanation is based on the following "examples" and the demonstration diagram of post-station turnaround operations in urban rail transit.

[0035] Figure 2 The entire system comprises three main functional areas: (1) Mainline Operation Area: Up and down mainline tracks + platform operation area (passenger clearing / passenger boarding); (2) Post-Station Turnaround Area: Crossover turnaround track + circular turnaround track; (3) Signal and Interlocking Control Area: Turnouts, signals, axle counting sections, ensuring route safety. Figure 2 The overall direction is as follows: (1) Downward direction (arrow to the left): The train enters from right to left, completes passenger clearing operations at the 9G downward platform, and enters the station turnaround area; (2) Upward direction (arrow to the right): The train exits from the station turnaround area, completes passenger boarding operations at the 10G upward platform, and departs to the right; (3) The station turnaround area is located on the left side of the platform (after the station), and connects to the main line through the turnout intersection. The circular return track is on the outermost side and crosses the main line at an angle.

[0036] Furthermore, for the mainline operating area, such as Figure 2 The areas / components, their locations, and their descriptions are shown in Table 1 below.

[0037] Table 1

[0038] exist Figure 2 As shown in Table 1, passenger clearing and boarding operations are physically separated. Downward platforms are used only for passenger clearing, and upward platforms are used only for passenger boarding. This completely avoids operational conflicts between passengers boarding and alighting on the same platform, significantly shortens station dwell time, and creates conditions for high-density operations.

[0039] Furthermore, the post-station turnaround area includes two turnaround paths and two intersections, such as... Figure 2The areas / components, their locations, and their descriptions are shown in Table 2 (applicable to crossover turnaround rails) and Table 3 (applicable to circular turnaround rails).

[0040] Table 2

[0041] Table 3

[0042] exist Figure 2 In conjunction with Tables 2 and 3, a dual-mode turnaround + multi-path redundancy is provided, including: short path (crossover), fast turnaround, suitable for peak turnover; long path (circular return track), meeting path reserve, fault response and extension, flexible adaptation; 3 turnaround in path + 3 turnaround out path, trains can turn around alternately, no operation conflict.

[0043] Furthermore, for the signal and interlocking control area, including all signals and switches, to ensure the safe operation of trains, such as... Figure 2 The signal numbers, locations, and descriptions are shown in Table 4 below.

[0044] Table 4

[0045] exist Figure 2 In conjunction with the above, as shown in Table 4, all signals, switches, and axle counting sections are linked to achieve automatic route processing and automatic conflict protection, ensuring the absolute safety of trains during turnaround.

[0046] The embodiments of this application utilize Tables 1 to 4 to illustrate the above. Figure 2 A detailed explanation was provided, because Figure 3 and Figure 2 The overall functional areas are the same, and are for in Figure 2 A train operation demonstration diagram based on the existing one, therefore... Figure 3 The various functional areas shown in the image will not be further explained or described in detail.

[0047] Furthermore, in combination Figure 2 , Figure 3 The embodiments of this application also provide corresponding engineering parameters and structural designs, specifically including the following: This embodiment uses an island platform as the core design carrier (subsequent descriptions or drawings are also applicable to side platforms). The main tracks for the up direction and the main tracks for the down direction are respectively laid on both sides of the platform; wherein, the down direction is the direction in which trains arrive at the station, and the up direction is the direction in which trains depart from the station.

[0048] Following the island platform on the downhill direction, a 20-meter-long axle counting section is set up as an independent protection zone for the receiving route. The boundary of this protection zone does not include the first intersection and crossover turnout behind it, thus completely isolating the receiving route from the departure / turnaround operations in terms of physical space. This reduces the interference of receiving operations on subsequent turnaround operations from the source and ensures the independence of operations.

[0049] Furthermore, the design of the first intersection (circular return track access point) and the second intersection (upward direction access point) includes the following: A circular turnaround track is set up behind the protected section, intersecting the main line at the first point. A No. 9 turnout is used for connection. Specific parameters include the following: Turnout positioning association: The turnout tip is 6 meters from the end of the independent protection zone section ahead; Reverse position association with circular return track: The reverse position connects to the circular return track, and the length from the turnout tip to the turnout axle counting point on the circular return track is 45 meters; Main line crossover association: Position connection to the main line crossover, using turnout No. 9, with a distance of 58 meters between the two turnout tips; Relative positional relationship: The distance between the turnout tip of the circular return track and the turnout tip at the upper right position of the main line crossover is 15 meters.

[0050] A second intersection point is set at the intersection of the circular return track and the main line of the upward track, also connected by a No. 9 turnout. It adopts a symmetrical design with the first intersection point. The specific parameters are as follows: Circular return track association: The distance between the turnout tip and the turnout axle counting point on the circular return track is 45 meters; Crossover association: The distance between the turnout tip and the lower right position of the crossover is 15 meters; Station front axle counting association: The distance between the turnout axle counting point and the 20-meter long axle counting section before the station is 6 meters.

[0051] Furthermore, the embodiments of this application include the following designs for "upward axle counting section and efficiency improvement design", "circular return track body parameters" and "grade-separated intersection structure and future expansion": The 20-meter-long axle-counting section at the forefront of the platform in the upward direction can effectively shorten the time for trains to clear the second intersection by about 3 seconds, thereby improving the efficiency of train insertion operations and ultimately enhancing the overall turnaround capability of the terminal station.

[0052] The total length of the circular turnaround track is defined as the length of the track from the tip of turnout No. 9, which connects to the down track, to the tip of turnout No. 9, which connects to the up track, specifically 1480 meters.

[0053] The circular turnaround track and the main line track are designed with a three-dimensional intersection structure, which ensures that the circular path and the main line track do not interfere with each other in terms of physical space. At the same time, it provides structural conditions for the subsequent extension of the main line track and the expansion of the line, and ensures the operational adaptability of the line throughout its entire life cycle.

[0054] Furthermore, in combination Figure 2 , Figure 3 This application provides a post-station turnaround operation process (example), taking an island platform as an example: the area associated with the down-direction track 9G of the island platform is used for passenger clearing operations, and the area associated with the up-direction track 10G is used for passenger boarding operations, realizing the physical separation of passenger clearing and passenger boarding operations. Specifically, it includes the following: S1-S3; S1: Trains heading south enter the station to clear passengers; isolation operations are carried out in the designated protected area. The train proceeds along the down-direction track, passing signal XJ, and enters platform 9G to complete passenger clearance. The 7G axle counting section, connected after exiting the station, is an independent protection zone for the receiving route: whether the train enters the circular return track via the reverse position of turnout 5 at the first intersection, or via the positional position of turnout 5 and then crossovers to turn back, it will not interfere with the receiving route of subsequent trains. This completely isolates the receiving and turnback operations physically, avoiding route conflicts.

[0055] S2: Three turnaround routes with flexible dual-mode scheduling. After departing from the downlink platform 9G, the train can enter different turnaround tracks via three turnaround routes, including the following: (1) After entering the station via route XC-F7, F7-F5, the train enters the circular return track (corresponding to the first turnaround mode / first train); (2) After entering the station via route XC-F7, F7-F3, F3-Z1, the train enters the crossover turnaround track I (1G) (corresponding to the second turnaround mode / second train); (3) After entering the station via route XC-F7, F7-F3, F3-Z2, the train enters the crossover turnaround track II (2G) (corresponding to the second turnaround mode / second train).

[0056] Since the length of the circular turnaround track is much longer than that of the crossover turnaround track after the station, before the peak operating period, trains that have finished clearing passengers can be given priority to enter the circular turnaround track for pre-storage according to an alternating train formation ratio of 2:1 or 3:1. During the peak operating period, the circular turnaround trains and the crossover turnaround trains can be alternated at a ratio of 1:1 to maximize the turnaround efficiency of the terminal station and adapt to the needs of all-time operation.

[0057] S3: Three turnaround departure routes, with non-interference alternating departures. Trains that have completed a turnaround or change of end can enter the up-line platform 10G via three turnaround routes, including the following: (1) From the crossover turnaround track I (1G) behind the station, via route F1-F4 and F4-F8, enter the up platform; (2) From the crossover turnaround track II (2G) behind the station, via route F2-F4 and F4-F8, enter the up platform; (3) From the circular return track behind the station, via route F6-F8, enter the up platform.

[0058] Combining S1-S3 above, such as Figure 3 Specifically, taking four trains numbered 1-4 as examples, the post-station dual-mode alternating turnaround operation process is explained in detail, including the following: Train No. 1 (First Turnaround Mode: Circular Return Track Turnaround): Train No. 1 enters the passenger clearing platform 9G along the down-direction main line. After completing the passenger clearing operation, it enters the station's circular return track via the reverse position of the first intersection turnout 5. After completing the turnaround operation, it enters the boarding platform 10G via the reverse position of the second intersection turnout 6. After completing the passenger boarding operation, it departs from the station.

[0059] Train No. 2 (Second Turnaround Mode: Crossover Turnaround Rail Turnaround): After Train No. 1 has completely cleared the passenger clearing platform 9G, Train No. 2 can enter the passenger clearing platform 9G along the down-direction main line; after completing the passenger clearing operation, it enters the crossover turnaround rail after the first intersection turnout 5, and after completing the end-changing operation, it enters the boarding platform 10G after the second intersection turnout 6, and departs from the station after completing the boarding operation.

[0060] Train No. 3 (First Turnaround Mode: Circular Return Track Turnaround): After Train No. 2 has completely cleared the passenger clearing platform 9G, Train No. 3 can enter the passenger clearing platform 9G along the down-direction main line; after completing the passenger clearing operation, it enters the station's circular return track via the reverse position of the first intersection turnout 5, completes the turnaround operation, and then enters the boarding platform 10G via the reverse position of the second intersection turnout 6. After completing the boarding operation, it departs from the station.

[0061] Train No. 4 (Second Turnaround Mode: Crossover Turnaround Rail Turnaround): After Train No. 3 has completely cleared the passenger clearing platform 9G, Train No. 4 can enter the passenger clearing platform 9G along the down-direction main line; after completing the passenger clearing operation, it enters the crossover turnaround rail after the first intersection turnout 5, and after completing the end-changing operation, it enters the boarding platform 10G after the second intersection turnout 6, and departs from the station after completing the boarding operation.

[0062] Subsequent trains entering the station can follow the 1:1 alternating pattern of "circular turnaround - crossover turnaround - circular turnaround - crossover turnaround" of trains 1-4 above, and perform dual-mode non-interference alternating turnaround operations in a cyclical manner to achieve high-density continuous turnaround at the terminal station.

[0063] In summary, trains can enter from the downlink platform 9G via three turnaround paths, flexibly choosing different turnaround tracks to complete turning around or changing ends; then, via three exit paths, they can orderly enter the uplink platform 10G to perform passenger boarding operations, minimizing mutual interference between trains turning around. Any of the turnaround tracks can be used as a storage line for faulty vehicles, significantly improving the reliability and redundancy of the system operation.

[0064] Once the turning train has completely cleared the second intersection and entered the 8G axle counting section before entering the station, the switch can be activated to allow subsequent trains to turn out. The design of the 8G axle counting section can shorten the time for trains to clear the second intersection by about 3 seconds, further improving the turning-out capacity of the terminal station.

[0065] In addition, the circular turnaround track and the main line adopt a grade-separated intersection structure, which physically isolates the circular path from the main line operation, so that they do not interfere with each other, while reserving the conditions for future main line extension; after the main line is extended in the future, the terminal station can be converted into an intermediate station, supporting the operation of both large and small routes, and achieving full life cycle adaptation.

[0066] Furthermore, embodiments of this application also provide, as follows: Figure 4 The line graph showing the turnaround capability is used to verify the actual operational efficiency of this scheme. For example... Figure 2 , Figure 3 and Figure 4 As shown, the travel distance of a train from the down platform 9G to the crossover turnaround track I (or the circular return track, in which multiple trains are pre-stored) and then to the up platform 10G after the turnaround is the same, and both require the completion of turnaround route processing; therefore, in Figure 4 In the experimental analysis, the turnaround track II of the crossover track after the station was used as an example to conduct the turnaround operation test. Its test data is also applicable to the dual-mode turnaround scenario of the circular turnaround track.

[0067] To more accurately examine the optimization effect of this scheme on the train arrival interval at the downlink platform and the train departure interval at the uplink platform, this embodiment... Figure 4 In the experimental setup, the turnaround time of the train via the circular return track and the turnaround time via the crossover track after the station were compared with the same parameters to eliminate the interference of path length differences on the experimental data and ensure that the test results truly reflect the core performance of "dual-mode alternating turnaround".

[0068] Through line graph data analysis and field verification, this scheme effectively resolves the interference and conflict between train reception and departure operations at the station, achieving relative independence for the two types of turnaround modes. Specific operational indicators are as follows: theoretically, the downhill platform reception capacity can reach 57 seconds; after the turnaround, the uphill platform departure capacity can reach 60 seconds.

[0069] All of the above indicators are less than the 90-second tracking interval of the main line of the signaling system, proving that this solution has significantly improved the turnaround efficiency of the terminal station through engineering structure improvements and dual-mode alternating scheduling. It has completely broken through the bottleneck of the existing conventional turnaround capacity approaching the technical limit, so that the turnaround operation of the terminal station is no longer a limiting factor for the line's throughput capacity, and ultimately achieved a significant improvement in the overall transport capacity of the line.

[0070] Furthermore, as a response to the above Figure 1 To implement the method shown, this application provides a device for turnaround after a city rail transit station. This device embodiment corresponds to the aforementioned method embodiment. For ease of reading, this device embodiment will not repeat the details of the aforementioned method embodiment, but it should be clear that the device in this embodiment can implement all the contents of the aforementioned method embodiment. This device is applied to a dual-mode, dual-alternating turnaround operation scheme proposed through engineering structure improvements, suitable for high-density train operation scenarios, specifically as follows... Figure 5 As shown, the device includes: The first processing unit 21 is used to process the first turning route for the first train when the first train enters the station along the down line and is performing passenger clearing operations at the down platform; wherein, the first turning route is used to guide the first train to enter the station circular return track after the first train has completed passenger clearing, and the station circular return track is used to complete the train turning around and returning operations based on the circular path. The second processing unit 22 is used to process a second turning-in route for the second train when the second train enters the station along the down line and is performing passenger clearing operations on the down platform, before the first train leaves the down line platform, clears the independent axle counting protection section, and has not yet fully entered the circular return track. The second turning-in route guides the second train to enter the station crossover turnaround track after clearing passengers via the first intersection. The station crossover turnaround track is used to complete the train end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than the circular path. The independent axle counting protection section is a route protection section used to isolate the train reception and turnaround operations. The third processing unit 23 is used to process the first turn-off route for the first train after the first train completes the turning-off operation on the circular return track. The first turn-off route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that the first train can depart from the station along the up line after completing passenger boarding. The fourth processing unit 24 is used to process a second turnout route for the second train after the first train leaves the station and clears the second intersection on the circular return track. The second turnout route is used to guide the second train to leave the station crossover turnout track after completing the end-changing operation, pass through the second intersection and enter the up line to enter the up platform to perform passenger boarding operations, so that the second train can depart from the station along the up line after completing passenger boarding.

[0071] Furthermore, the first train is a train that completes the turnaround operation using the circular return track after the station, and the second train is a train that completes the end-changing operation using the crossover turnaround track after the station.

[0072] Furthermore, such as Figure 6 As shown, the device further includes: a determining unit 25, used to determine the alternating formation ratio of the first train and the second train for multiple trains entering the station successively along the down line using a preset first alternating scheduling rule; a first control unit 26, used to prioritize the use of the circular path of the post-station circular return track according to the alternating formation ratio of the first train and the second train, and sequentially buffer multiple first trains to complete the turning-around operation; simultaneously handle the turning-in route of the post-station crossover turnaround track for the second train, so as to complete the end-changing operation using the crossover path; when the first train and the second train pass the second intersection, according to the interlocking control, they enter the up-line platform according to the alternating formation ratio to perform passenger boarding operation.

[0073] Furthermore, the determining unit 25 is specifically used for: The turnaround mode that uses the circular return track after the station to complete the train turning operation is determined as the first turnaround mode, and the turnaround mode that uses the crossover turnaround track after the station to complete the train end-changing operation is determined as the second turnaround mode. The first path is determined as the travel path required to complete the train turning around and turning back operation based on the first turnaround mode, and the second path is determined as the travel path required to complete the train changing end turnaround operation based on the second turnaround mode. Based on the ratio of the length of the first path to the second path, the alternating formation ratio of the first train and the second train is determined among multiple trains that successively enter the station along the down line.

[0074] Furthermore, at least two crossover turnaround tracks are provided after the station, in operation scenarios employing the second turnaround mode, such as... Figure 6 As shown, the device also includes a second control unit 27, which is specifically used to: allocate different crossover turnaround tracks to different second trains that enter the station along the down line and need to enter the turnaround area after entering the station, according to a preset second alternating scheduling rule.

[0075] Furthermore, the first intersection is located in the section connecting the down line and the turnaround area after the station. It is a bifurcated turnout intersection node, used to guide trains to enter the station circular return track or the station crossover turnaround track in the form of bifurcated paths after the train has completed the passenger clearing operation at the down platform. The second intersection is located in the section connecting the turnaround area after the station and the up line. It is a merging turnout intersection node, serving as the common merging point for the turnaround path corresponding to the station circular return track and the turnaround path corresponding to the station crossover turnaround track. It is used to uniformly merge trains that have completed turning around or changing ends into the up line and enter the up platform to perform passenger boarding operations.

[0076] Furthermore, the circular path corresponding to the train turning operation using the post-station circular return track adopts a three-dimensional intersection structure with the main line to ensure from an engineering structure perspective that the circular path and the main line do not interfere with each other.

[0077] In summary, the device for turning back after a city rail transit station includes a processor and a memory. The first processing unit, the second processing unit, the third processing unit, and the fourth processing unit are all stored in the memory as program units. The processor executes the program units stored in the memory to achieve the corresponding functions.

[0078] The processor contains a kernel, which retrieves the corresponding program units from memory. One or more kernels can be configured, and by adjusting kernel parameters, a dual-mode, dual-alternating turnaround operation scheme is proposed through engineering structure improvements. This scheme is suitable for high-density train operation scenarios, providing more redundant turnaround paths and greater scheduling flexibility for turnaround operations. Furthermore, by enabling parallel operation and orderly alternation of the two modes, it fundamentally overcomes the limitations of existing turnaround capabilities, significantly improving the overall turnaround efficiency of terminal stations.

[0079] This application provides a computer-readable storage medium storing a computer program that, when executed by a processor, implements the method described above for turning back after a city rail transit station.

[0080] This application provides an electronic device, which includes at least one processor, at least one memory and a bus connected to the processor; wherein the processor and the memory communicate with each other through the bus; the processor is used to call program instructions in the memory to execute the urban rail transit station turnaround method described above.

[0081] This application also provides a computer program product that, when executed on a data processing device, is adapted to perform the steps of initializing a method for turning back after arriving at an urban rail transit station.

[0082] This application is described with reference to flowchart illustrations and / or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of this application. It will be understood that each block of the flowchart illustrations and / or block diagrams, and combinations of blocks in the flowchart illustrations and / or block diagrams, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, special-purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, generate instructions for implementing the flowchart... Figure 1 One or more processes and / or boxes Figure 1 A device that provides the functions specified in one or more boxes.

[0083] In a typical configuration, the device includes one or more processors (CPUs), memory, and a bus. The device may also include input / output interfaces, network interfaces, etc.

[0084] Memory may include non-persistent memory in computer-readable media, such as random access memory (RAM) and / or non-volatile memory, like read-only memory (ROM) or flash RAM, and memory includes at least one memory chip. Memory is an example of computer-readable media.

[0085] Computer-readable media includes both permanent and non-permanent, removable and non-removable media that can store information using any method or technology. Information can be computer-readable instructions, data structures, modules of programs, or other data. Examples of computer storage media include, but are not limited to, phase-change memory (PRAM), static random access memory (SRAM), dynamic random access memory (DRAM), other types of random access memory (RAM), read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), flash memory or other memory technologies, CD-ROM, digital versatile optical disc (DVD) or other optical storage, magnetic tape, magnetic magnetic disk storage or other magnetic storage devices, or any other non-transferable medium that can be used to store information accessible by a computing device. As defined herein, computer-readable media does not include transient computer-readable media, such as modulated data signals and carrier waves.

[0086] It should also be noted that the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0087] Those skilled in the art will understand that embodiments of this application can be provided as methods, systems, or computer program products. Therefore, this application can take the form of a completely hardware embodiment, a completely software embodiment, or an embodiment combining software and hardware aspects. Furthermore, this application can take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code.

[0088] The above are merely embodiments of this application and are not intended to limit the scope of this application. Various modifications and variations can be made to this application by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this application should be included within the scope of the claims of this application.

Claims

1. A method for turning back after an urban rail transit station, characterized in that, The method includes: When the first train enters the station along the down line, during the passenger clearing operation at the down platform, a first turning route is provided for the first train; wherein, the first turning route is used to guide the first train to enter the station circular return track after the first train has cleared the passengers, and the station circular return track is used to complete the train turning operation based on the circular path; Before the first train leaves the down line platform, clears the independent axle counting protection section, and before it fully enters the circular return track, when the second train enters the station along the down line and is performing passenger clearing operations at the down line platform, a second turning-in route is provided for the second train. The second turning-in route guides the second train to enter the station crossover turnaround track after clearing passengers via the first intersection. The station crossover turnaround track is used to complete the train's end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than the circular path. The independent axle counting protection section is a route protection section used to isolate the train reception and turnaround operations. After the first train completes the turning operation on the circular return track, a first turning-out route is provided for the first train. The first turning-out route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that after the first train completes passenger boarding, it departs from the station along the up line. After the first train leaves the station and returns to the circular return track and clears the second intersection, a second turnout route is arranged for the second train. The second turnout route is used to guide the second train to leave the station crossover turnout track after completing the end-changing operation, pass through the second intersection and enter the up line to enter the up platform to carry out passenger boarding operations. After completing passenger boarding, the second train departs from the station along the up line.

2. The method according to claim 1, characterized in that, The first train is a train that uses the circular return track after the station to complete the train turning operation, and the second train is a train that uses the crossover turnaround track after the station to complete the train changing end operation.

3. The method according to claim 2, characterized in that, The method further includes: For multiple trains that enter the station along the down line one after another, the alternating formation ratio of the first train and the second train is determined by a preset first alternating scheduling rule; Based on the alternating formation ratio of the first train and the second train, the circular path of the post-station circular return track is used preferentially to sequentially buffer multiple first trains to complete the turning operation; Simultaneously, the second train is provided with the turnaround route for the crossover track after the station, so as to complete the end-changing operation by utilizing the crossover path; When the first train and the second train pass through the second intersection, they enter the up-line platform to carry out passenger boarding operations according to the interlocking control and the alternating formation ratio.

4. The method according to claim 3, characterized in that, For multiple trains successively entering the station along the downline, the pre-set second alternating scheduling rule is used to determine the alternating formation ratio of the first train and the second train, including: The turnaround mode that uses the circular return track after the station to complete the train turning operation is determined as the first turnaround mode, and the turnaround mode that uses the crossover turnaround track after the station to complete the train end-changing operation is determined as the second turnaround mode. The first path is determined as the travel path required to complete the train turning around and turning back operation based on the first turnaround mode, and the second path is determined as the travel path required to complete the train changing end turnaround operation based on the second turnaround mode. Based on the ratio of the length of the first path to the second path, the alternating formation ratio of the first train and the second train is determined among multiple trains that successively enter the station along the down line.

5. The method according to claim 4, characterized in that, At least two crossover turnaround tracks are provided after the station. In the operation scenario using the second turnaround mode, the method further includes: For multiple second trains that enter the station along the down line and need to enter the turnaround area after entering the station, different crossover turnaround tracks are assigned to different second trains according to the preset second alternation scheduling rules.

6. The method according to any one of claims 1 to 5, characterized in that, The first intersection is located in the section connecting the down line and the turnaround area after the station. It is a bifurcated turnout intersection node, which is used to guide the train into the circular return track or the crossover turnaround track after the train has completed the passenger clearing operation at the down platform in the form of bifurcated paths. The second intersection is located in the section connecting the post-station turnaround area and the up-line main line. It is a convergence turnout intersection node and serves as the common convergence point for the turnaround path corresponding to the post-station circular return track and the turnaround path corresponding to the post-station crossover turnaround track. It is used to uniformly merge trains that have completed turning around or changing ends into the up-line main line and enter the up-line platform to perform passenger boarding operations.

7. The method according to any one of claims 1 to 5, characterized in that, The circular path corresponding to the train turning operation using the post-station circular return track adopts a three-dimensional intersection structure with the main line to ensure that the circular path and the main line do not interfere with each other from an engineering structure perspective.

8. A device for turning back after an urban rail transit station, characterized in that, The device includes: The first processing unit is used to process the first turning route for the first train when it enters the station along the down line and is carrying out passenger clearing operations at the down platform; wherein, the first turning route is used to guide the first train to enter the station circular return track after the first train has completed passenger clearing, and the station circular return track is used to complete the train turning operation based on the circular path. The second processing unit is used to process a second turning-in route for the second train when it enters the station along the down line and is performing passenger clearing operations on the down platform, before the first train has left the down line platform, cleared the independent axle counting protection section, and has not yet fully entered the circular return track. The second turning-in route guides the second train to enter the station crossover turnaround track after clearing passengers via the first intersection. The station crossover turnaround track is used to complete the train's end-to-end turnaround operation based on the crossover path. The length of the crossover path is less than the circular path. The independent axle counting protection section is a route protection section used to isolate the train reception and turnaround operations. The third processing unit is used to process the first turn-off route for the first train after the first train completes the turning-off operation on the circular turn-off track. The first turn-off route is used to guide the train to enter the up line through the second intersection to enter the up platform to carry out passenger boarding operations, so that the first train can depart from the station along the up line after completing passenger boarding. The fourth processing unit is used to process a second turnout route for the second train after the first train leaves the station and clears the second intersection on the circular return track. The second turnout route is used to guide the second train to leave the station crossover turnout track after completing the end-changing operation, pass through the second intersection and enter the up line to enter the up platform to perform passenger boarding operations, so that the second train can depart from the station along the up line after completing passenger boarding.

9. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed by a processor, implements the method of turning back after a city rail transit station as described in any one of claims 1-7.

10. An electronic device, characterized in that, The device includes at least one processor, and at least one memory and bus connected to the processor; The processor and the memory communicate with each other via the bus. The processor is used to invoke program instructions in the memory to execute the method of turning back after the urban rail transit station as described in any one of claims 1-7.

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