CN100412876C - Analytical method for turnaround capacity of urban rail transit lines - Google Patents

Abstract

An analysis method for the turn-back capability of urban rail transit lines, which uses simplified line layout diagrams and simplified train running time-distance schematic diagrams to analyze the constraints between trains: by setting margins for each limit condition, not only can the turn-back interval, and the margin of each constraint condition can be obtained; by listing the constraints on the stop time and turnaround area dwell time, not only their value ranges can be obtained, but also the stop time used in the current analysis can be obtained and the time margin for the dwell time in the reentry area. The calculation of the time ti/Ti of the train running at each key point adopts the method of generating the speed limit curve of the line on the expansion diagram of the switchback line, and generating the VS and TS curves through computer simulation calculation. The analysis method is simple and intuitive, which not only improves the comprehensiveness and accuracy of the analysis, but also greatly reduces the workload of the analyst through computer simulation.

Description

Analytical method for turnaround capacity of urban rail transit lines

Technical field:

The invention relates to an analysis method for the turn-back capability of urban rail transit lines, more specifically, it uses computer simulation calculations and simplified layout diagrams to complete the analysis calculations, and belongs to the technical field of analysis methods.

Background technique:

The measure of line turnback capability is the turnback interval. The turn-back interval refers to the minimum allowable interval between the start of the turn-back operation of the first train and the start of the turn-back operation of the second train.

Theoretical research and actual field operation experience show that the line passing capacity of urban rail transit is mostly limited by the turn-back capacity (ie, turn-back interval) of the terminal station or long-short intersection station, and the turn-back capacity is often the bottleneck of the line passing capacity of urban rail transit. Therefore, the analysis of turn-back capacity is the key to the passing capacity of the entire line. There are many factors that need to be considered in the analysis of turn-back capability, which involves various factors such as line conditions, line design, train model, block system adopted, train control mode, signaling system workflow, and operational requirements. Therefore, higher requirements are put forward for the scientificity, comprehensiveness and accuracy of the line turn-back capability analysis.

However, due to the fact that the research on capacity analysis of my country's urban rail transit is not deep enough, the reality is that the early design of the line often limits the improvement of the capacity and causes irreparable losses to the capacity. Through the search and review of published related periodical documents (such as ① Calculation of line return capacity, Ling Songtao, Electrified Railway, 2000.4; ② Analysis of the pros and cons of the two return methods at the terminal station and the calculation of return capacity, Lin Zengliang, Subway and Light Rail, 2002.4; ③Analysis and comparison of turn-back modes after the station, Deng Hongyuan, Railway Communication Signal Design, 2002.4; ④Talking about the turn-back capability of Beijing Subway Line 10 Wanliu Station, Zhang Wanqiang, Railway Communication Signal Engineering Technology, 2005.4), you can see the current Some reentry capacity analysis methods have the following problems:

1) The calculation and analysis methods adopted are complicated and unscientific, which makes it difficult to obtain a comprehensive and correct analysis of complex reentry methods such as cross reentry and long and short intersections;

2) The analysis of the reentry capability of all occlusion systems is carried out according to the requirements of the fixed occlusion system, without considering the difference between fixed occlusion, quasi-mobile occlusion and mobile occlusion;

3) The influence of the passing protection distance of the station on the turn-back ability is ignored;

4) The influence of the vehicle control mode of different train on-board equipment on the ability is not considered;

5) The calculation of the train operation data does not establish an accurate train model for the line-specific train: only simplified acceleration and deceleration are used for calculation, and the influence of the added slope of the line on the train operation is not considered in the analysis process, or although the train is considered The traction and braking characteristics of the train ignore important train model parameters such as the emergency brake establishment time, traction cut-off time, on-board equipment response time, common braking response and establishment time, and door opening and closing time;

Invention content:

The purpose of the present invention is: aiming at the present situation that the analysis method of the line turn-back capability of the current urban rail transit is not comprehensive, non-standard, not scientific and accurate enough, and at the same time manual calculation and analysis cause the designer to waste a lot of workload, the present invention proposes a computer-assisted The simulation calculation and the method of analyzing the turn-back capacity of urban rail transit lines by using the simplified layout diagram. This analysis method uses the method of simplified line layout diagram and simplified train running time-distance schematic diagram to make the analysis of the restrictive conditions between trains simple and intuitive; by setting a margin for each restrictive condition, not only the return interval can be obtained, but The margin of each constraint can be obtained; by listing the constraints on the stop time and turnaround area dwell time, not only their value ranges can be obtained, but also the stop time and turnback area used in the current analysis can be obtained The time margin that the dwell time has.

This method can be used to analyze various possible reentry modes of urban rail transit lines. At the same time, computer simulation calculations can not only improve the credibility of the train operation data on which the calculations are based, but also greatly reduce the workload of designers and optimize line design for designers. An intelligent research platform is provided.

The purpose of the present invention is achieved through the following technical solutions:

The software structure of the analysis method of a kind of urban rail transit line turn-back ability that the present invention proposes comprises at least following information processing module: line data, train model, signal system restriction condition, turn-back ability analysis module, and analysis result printout module; Line data After the data of the three data preparation modules, train model and signal system constraints are prepared, they are input into the reentry capability analysis module, calculated by computer simulation, and finally the analysis results are printed out. Among them, in the turn-back capacity analysis module, the synthetic speed limit curve of the line is calculated in the turn-back line expansion diagram, so as to realize the simulation operation of the train. It is mainly used to calculate the train running time ti/Ti between the key points in the analysis module, and the key point The location of is involved in the calculation of the train safety distance.

The analytical method consists of the following steps:

Step 1: Input the three major data preparation modules for reentry analysis: line data, train model, and signal system constraints, and automatically check and judge the rationality and completeness of the data in the preparation module;

Step 2: Judging and listing all the stations that can be turned back and the corresponding possible ways of turning back according to the line database;

Step 3: Select the station and turn-back method that need to be analyzed for turn-back capacity;

Step 4: According to the selected station and turn-back mode, according to the station line data, train model and signal system constraints input by the data preparation module, the analysis module outputs the analysis result of the turn-back capacity of the station through analysis and calculation.

In the capability analysis process, the analysis module is the core of the method, which is characterized by:

① Make a simplified line layout diagram for each key point of the turn-back analysis according to the sequence of the train turn-back;

② Simplified time-distance schematic diagram of train operation;

③Mark the signal system restriction conditions of the train at each key point before and after the turn-back, and assign the time margin variable mi to each restriction condition;

④According to the definition of the turn-back interval, list the relationship equations between the turn-back interval and the restrictive conditions of each signal system one by one, so as to obtain the turn-back interval, the minimum stop time and the minimum dwell time in the turn-back area corresponding to each limit condition. The maximum value of the interval is the line turnback design interval; substituting the line turnback design interval into each constraint equation in the above relational equation group can obtain the time margin of each constraint condition, the maximum stop time of the station and the maximum dwell time of the turnback area ;

The specific method for the analysis module to analyze the reentry capability is as follows:

1. Draw a line map and mark the turn-back method of the station with arrows;

2. Calculate the key points of the capability analysis of the reentry method, and mark them in the circuit diagram with different letters and colors;

The determination of key points is closely related to different turn-back methods, line conditions, train models, block systems adopted, train control modes, signaling system workflow and operational requirements. In principle, these key points include: the parking point of the up and down train station, the key point of the preceding train leaving the station and entering the turning area, the interference point of the following train corresponding to the key point of the preceding train, the protection point of the turnout, and the point of the train leaving the station after turning back. Critical points, parking points in turnaround areas, etc.

1) Stopping points at the up and down stations: stipulated by operating requirements or determined according to the length of the train and the length of the platform;

2) The key points for the forward train to leave the station and enter the reentry area are related to the reentry mode and station type:

Turn back in front of the station: this point is the protection point of the turnout before entering the turn;

Turn back after the station:

① When the protection distance for passing by the station is sufficient: this point is the protection point in front of the turnout;

② When the protective distance of overpassing at the station is not enough: this point is the protective point behind the turnout;

3) The interference point of the following train corresponding to the key point of the preceding train is related to the block system, the turn-back mode and the station type;

① When the station type is turning back after the station, and the station overrun protection distance is sufficient, the interference point coincides with the stop point of the station before the train turns back;

②Otherwise:

a) In the moving block system, S=X _s ;

b) In the quasi-moving block system, S=X _s +X _i ;

c) In the fixed blocking system, S is determined by the minimum number of partitions required by the blocking requirements of the front vehicle and the rear vehicle;

Among them, the meaning of S:

Turning back before the station: S is the distance between the front of the rear vehicle and the interference point;

Turning back after the station: when the protection distance of passing by the station is not enough, S is the distance between the front of the rear vehicle and the station boundary before entering the station;

X _s ——the required safety distance between the front of the rear vehicle and the rear of the front vehicle. The safety distance refers to the minimum safe distance between the rear vehicle and the front vehicle under the premise of ensuring that the train does not decelerate. This value is related to that of the train It is related to the mode curve braking model adopted by the overspeed protection system ATP;

X _i - the length of the occlusion partition where the interference point is located;

4) Turn-back turnout protection points: including forward protection points and reverse protection points;

5) The key point of the train leaving the station after turning back: it is related to the block system and operation requirements;

6) Stopping point in the turn-back area: determined by operating regulations or calculated according to the distance required for decelerating and stopping after the rear of the train enters the turn-back area;

3. Draw straight lines of corresponding colors corresponding to each key point, and arrange each key point in sequence from top to bottom according to the timing of the train’s return. At the same time, the key points on the same return sequence can be merged into a straight line to make a simplified route. Layout;

4. In the simplified line layout diagram, make a simplified time-distance schematic diagram of train operation;

5. According to different turn-back methods, analyze and mark each key point when each train clears each key point, after the corresponding signal system working time limit conditions, the following trains and trains with conflicting routes (existing in long and short cross-road turn-backs) ) where the key point is located, thereby listing the constraints on the time conditions between the trains;

At the same time, the stop time of the same train at the station and the minimum working time of the signal system required in the turn-back area can be marked;

A time margin m _i is assigned to the constraints of the working time of each signal system;

When using the simplified time-distance schematic diagram of train operation to analyze the reentry capacity, the number of trains required for the analysis is determined by the minimum number of trains required to complete a reentry analysis cycle, which is related to the reentry mode;

6. Mark the running time between the key points of the single-track reentry train with ti, and mark the running time between the key points of the cross reentry and long-short cross-road reentry trains with ti and Ti respectively (because the same A straight line corresponding to a key point may represent two key points belonging to the same reentry sequence at the same time, at this time, the route the train passes through is different, and the running time must be different);

7. According to the definition of the turn-back interval, compare the analysis diagram, and list the turn-back interval I _i between the trains and the running time ti/Ti between each key point, the stop time at the station before/after the turn-back Dwell/DW (station Relational equations between Dwell before reentry), residence time TB in reentry area (no reentry before station), and signal system limitation Signal;

$\left\{\begin{array}{c}{\mathrm{<span\; class="notranslate">\; I</span>}}_{\mathrm{<span\; class="notranslate">\; 1</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; T</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; Dwell</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; DW</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; TB</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; signal</span>}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>\\ {\mathrm{<span\; class="notranslate">\; I</span>}}_{\mathrm{<span\; class="notranslate">\; 2</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; T</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}<span\; class="notranslate">\; ,</span>}\mathrm{<span\; class="notranslate">\; Dwell</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; DW</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; TB</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; signal</span>}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>\\ <span\; class="notranslate">\; \&Center\; Dot;</span><span\; class="notranslate">\; \&CenterDot;</span><span\; class="notranslate">\; \&CenterDot;</span>\\ {\mathrm{<span\; class="notranslate">\; I</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; =</span>\mathrm{<span\; class="notranslate">\; T</span>}<span\; class="notranslate">\; (</span>{\mathrm{<span\; class="notranslate">\; t</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; T</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; Dwell</span>}<span\; class="notranslate">\; /</span>\mathrm{<span\; class="notranslate">\; DW</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; TB</span>}<span\; class="notranslate">\; ,</span>\mathrm{<span\; class="notranslate">\; signal</span>}<span\; class="notranslate">\; ,</span>{\mathrm{<span\; class="notranslate">\; m</span>}}_{\mathrm{<span\; class="notranslate">\; i</span>}}<span\; class="notranslate">\; )</span>\end{array}\right.$

Assign a value of 0 to the time margin m _i related to each equation in the equation group, substitute the value of each variable, and calculate the corresponding train turn-back interval I _i ;

The final train turn-back interval I _min =max(I ₁ , I ₂ ,..., I _i );

Substituting I _min into each equation can also calculate the time margin m _i =I _min -I _i of each restriction condition;

According to the stop time of the same train at the station and the minimum signal system working time limit in the turn-back area, the train stop time TB in the turn-back area, the running time between the station stop time Dwell/DW and some key points can be listed The relational equation among ti/Ti, signal system limitation Signal, train departure preparation time Dt, passenger boarding/disembarking time Tim, door opening and closing time T_door, and screen door reaction time T_PSD_react:

TB=T(t _i , T _i , Signal, Dt, mi)

Dwell/DW=T(Tim, T_door, T_PSD_react, Dt, mi)

The time margin mi of each equation is assigned a value of 0, and the time value of each variable is substituted into the calculation, and the minimum value of the train's stop time in the turn-back area and the stop time at the station can be obtained;

When there is a relationship between the station stop time, the dwell time in the turn-back area and the interval calculation formula, the corresponding time margin in the equation is set to 0, and the turn-back interval I _min and the variable values are substituted to obtain the turn-back area stay time when the turn-back interval is satisfied and the maximum value of the station stop time.

The preset values of the stop time and turn-back area dwell time used in capacity analysis must be within the range of the maximum and minimum values; and the difference between the respective preset values and the maximum value is the current stop time and turn-back area The time margin that the dwell time has.

The running time ti/Ti between the key points of the train used in the calculation is calculated by computer simulation, and the specific steps are as follows:

1) According to the train turn-back approach, take the kilometer mark of the train stop in the turn-back area as the center to expand in the upward and downward directions respectively, and make a turn-back line expansion diagram;

2) Calculate and make a synthetic line speed limit curve according to the line speed limit and zone speed limit in the expanded diagram;

3) According to the train model, the ATO speed limit curve of the line, and considering the influence of line gradient acceleration, gyration quality factor, impact rate and sliding friction coefficient on the acceleration and deceleration of the train, the maximum traction force and comfortable braking force of the train are simulated and calculated. The operating curve of a train under normal operating conditions, and make the V-S curve and T-S curve of the train in the line expansion diagram;

4) Mark each key point in the expansion diagram of the turnback line, and then extract the constraints of the train transportation system between each key point. After the data preparation of the three data preparation modules is completed, enter the turnback capability analysis module, and calculate through computer simulation. Finally, the Analysis result printout. Among them, in the turn-back capacity analysis module, the synthetic speed limit curve of the line is calculated in the turn-back line expansion diagram, so as to realize the simulation operation of the train. It is mainly used to calculate the train running time ti/Ti between the key points in the analysis module, and the key point The position is involved in the calculation of the train safety distance.

As shown in Figure 2, the turn-back capability analysis includes three data preparation modules: line database, train model, and signaling system constraints. Only after the three major data preparation modules have been completed and passed the respective and mutual data checks can the next step of capability analysis be carried out. Line data includes line, turnout, station, turning area, slope, curvature, tunnel open area, speed limit information (including line, turnout, station, slope and curvature speed limit), track division and division speed limit and other data information; input There are two ways for the line data: to create a new line database file or to select the line database for capacity analysis from the existing line database. If you choose to create a new database, you need to enter new line data, and automatically perform data integrity checks when saving, and then perform uplink and downlink data conversion. After the above work is completed, the color of the line database module changes from pink to green. Indicates that the data preparation of the line data module is completed; if the existing line database is selected and the data is modified, the data will automatically re-check the integrity and convert the uplink and downlink data, otherwise it will directly prompt that the data preparation of the line data preparation module is complete. At the same time, the background of the data preparation module changes from pink to green to indicate that the data preparation of the line data module is complete.

The train model includes train length, marshalling, slewing quality factor, impact rate, train effective positioning error, traction characteristics, common braking characteristics, emergency braking characteristics, normal braking reaction time, emergency braking reaction time, on-board reaction time, braking The effective time of dynamic establishment, sliding friction coefficient, train departure preparation time, etc.; the train model is the basis for generating the train simulation operation curve, and the train simulation operation must comply with and be limited by all characteristic parameters of the train while considering the line conditions. The designer can select an existing train model or input a new train model, and the module will change from pink to green only after passing the train model data integrity check, indicating that the data preparation of the module is complete.

The signaling system constraints include the blocking system, the braking rate of the train entering the station, the time for passengers to get on and off the train, the time for exchanging the front and rear of the train, the opening and closing time of the car door, the reaction time of the screen door, the reaction time of the signal system, the reaction time of the interlocking equipment, etc. Designers can select existing or input new signal system constraints, and after passing the data integrity check, they also need to judge the selected blocking system: if it is quasi-mobile blocking or fixed blocking, it is necessary to partition the line data Check——If the partition data has not been entered, it will enter the partition table entry interface and prompt the user to enter the partition data. When the partition table data passes the integrity check, the signal system restriction module will change from pink to green, prompting the signal system data After the preparation is complete, if the integrity check is not passed, continue to prompt to enter the partition data; if the partition data has been entered and passed the integrity check, the module will change from pink to green, indicating that the signal system restriction data is ready. If it is a mobile block, there is no need to judge the partition data, and it will directly prompt the completion of the data preparation for the signal system constraints. The color of the module will change from pink to green. At the same time, the reentry capability analysis module will become available, prompting the designer that all the data is ready and can be carried out. Analysis of the turn-back capability of the corresponding blocking system of the line.

This data preparation module offers the following benefits:

1. The line database can realize automatic conversion of uplink and downlink data, which greatly simplifies the workload of data inputters;

2. The line adopts a modular design, and there is no need to modify the underlying line data, and different blocking systems can be superimposed by superimposing different partition data;

3. The line module can automatically determine all the stations that can be turned back, including terminal stations, interval stations, and long-short intersection stations, and list the turn-back operations that can be performed at each station; the designer only needs to select the station that needs to be analyzed For a certain turn-back mode, the turn-back interval analysis diagram and related analysis conclusions of the station for the turn-back operation mode can be obtained;

4. According to the characteristics of urban rail transit train vehicles, and referring to the relevant standards of ERTMS/ETCS train models, an accurate train model is established.

The program flowchart of the reentry capability analysis is shown in Figure 3.

First, the user selects the required analysis from the list of all stations (including terminal stations, section stations, and long-short intersection stations) that are automatically judged and listed by the software and all possible return operations that can be performed at each station. The station and the way of turning back. After confirmation, the program extracts the route map of the corresponding station, marks the return arrow, and draws the return area according to the selected return method.

Secondly, the blocking system selected in the signal system restriction module is divided into three branches: fixed blocking, quasi-moving blocking and moving blocking; according to the characteristics of each blocking system, the expansion diagram of the reentrant line is made, and the synthetic limit of the line is calculated. Speed curve, simulate train operation according to train model data and calculate V-S and T-S curves.

Then, calculate the position of each key point in the capacity analysis of the line, mark it in the expansion diagram of the turnback line, extract the simulation running time ti/Ti between each key point, and input it into the analysis module of the corresponding turnback mode under each blocking system;

Finally, the analysis module outputs the analysis diagram and analysis results of the reentry interval according to the analysis principles and methods mentioned above, and marks all the restrictions on the reentry interval in the analysis diagram, and outputs the train simulation process data, reentry interval, and related parameters through the electronic data sheet. Stop times and all that important margin.

As shown in Figure 4 and Figure 5, taking a certain line as an example, the station adopts the mobile block system, and the turn-back method is a single-track turn-back behind the station when the overpassing protection distance of the station is not enough. The turn-back capability of the station is analyzed as follows:

1. Draw a line map and mark the turn-back method of the station with arrows;

2. Calculate the key points of the capability analysis of the reentry method, and mark them in the circuit diagram with different letters and colors:

The key points of the analysis include: turnout protection points A, B, C, the interference point E relative to the rear vehicle when the front vehicle clears point B, and the station boundary D point of the station platform after the train clears and turns back; The parking point of the up and down station, O is the parking point of the turn-back area; the principle of calculating the position of each key point follows the method described above;

3. Draw straight lines of corresponding colors corresponding to each key point, arrange each key point in sequence from top to bottom according to the timing of the train turning back, and make a simplified line layout diagram;

4. In the simplified line layout diagram, make a simplified time-distance schematic diagram of train operation;

5. According to the characteristics of the turn-back method, analyze and mark the requirements for the key points of the rear vehicle after the corresponding signal system working time when the vehicle in front clears each key point, and give time margins to each restriction condition m _i , specifically:

1) After the vehicle in front clears point B, the vehicle behind can reach E by passing TT+m1;

2) After the vehicle in front leaves clearing point C and passes TT+Dt+m2, the vehicle behind can enter the turning area from the uplink station;

3) The car in front starts from the station to 3km/h+T_signal+Dt+m3, and the car behind can start from the turn-back area.

Among them, TT is the working cycle of the signal system of the train running in the turn-back section including the arrangement time, Dt is the preparation time of the train departure, and T_signal is the working cycle of the signal system of the train running in the main line section. Different from the fixed block, in the moving block, the following vehicle can start from the reentry area after getting the information that the preceding vehicle departs to 3km/h, without the need for the preceding vehicle to clear the station boundary point D of the platform.

At the same time, the minimum time limit Tim+T_train_door+T_PSD_react required for the train to stop at the platform, and the minimum time limit TT+Dt required for the train to leave the turnout protection point from the rear of the train to the turnaround area before departure can be marked, and assigned to Time margins m ₀ and m ₄ , as shown in Figure 4;

The number of trains required for the analysis when turning back on a single track is 2;

6. Mark the running time of the train between each key point as t0, t1, t2, t3, t4;

7. Contrasting with the analysis diagram, list the turn-back interval I _i between the trains and the running time ti/Ti between each key point, the stop time Dwell before turn-back, the stop time DW after turn-back, the stop time TB in the turn-back area and The system of relational equations between the signaling system constraints:

1) I ₁ =t0+Dwell+t1+TT+m1

2) I ₂ =t1+t2+TB+t3+TT+Dt+m2

3) I ₃ =t3+t4+Dw+t_detect+T_signal+Dt+m3

Assign the margins m1, m2, and m3 in the equation to 0, and substitute the time values of each variable to calculate the interval value, and get:

I ₁ =125S, I ₂ =93S, I ₃ =73S

Get the turn-back interval I _min =max(I ₁ , I ₂ , I ₃ )=125S

At the same time, I _min is substituted into each equation to obtain the time margin of each restriction condition

m1=Imin-I ₁ ; m2=Imin-I ₂ ; m3=Imin-I ₃

According to the restriction conditions of the train itself on the station stop time Dwell and the time required for the reentry in the reentry process in the analysis diagram, the following relational equations are listed:

4) Dwell=Tim+T_train_door+T_PSD_react+m4

5)TB=TT+Dt+m0-t2

Assign the time margins m0 and m4 of the equation to 0 respectively, and substitute the time values of each variable into the calculation to obtain the minimum value of the train’s stay time TB in the turn-back area and the station stop time Dwell:

TB(min)=14S; Dwell(min)=15S

Simultaneously, it can be seen that the train stop time Dwell, Dw, and the turn-back area dwell time TB are all related to the equations 1) 2) 3), and each equation time margin is set to 0, and the turn-back interval I _min and the variable value can be substituted into Get the maximum value of the dwell time in the turn-back area and the stop time at the station when the turn-back interval is met:

Dwell(max)=35S; Dw(max)=87S; TB(max)=46S

In capacity analysis, the preset value Dwell=35S for the station stop time and the preset value TB=14S for the dwell time in the turning area meet their respective value ranges, and the respective time margins are:

m0=TB-minTB=0; m4=Dwell-minDwell=20S

The above analysis and calculation results have adopted the principle of rounding.

The running time data ti of the train between each key point brought into the above analysis and calculation comes from the result of the train simulation calculation shown in Fig. 5 . The abscissa in the figure is the relative kilometer mark of the turn-back route, and the ordinate is the speed v and time t. The red dotted line is the line speed limit curve, the blue thick curve is the V-S curve calculated by the train through simulation operation, and the green thin curve is the T-S curve. The key points of each calculation are marked below the abscissa, where B’, O’ and C’ are the equivalent key points of B, O and C after considering the vehicle length factor. Ti can be obtained by extracting the ordinate time value between each key point on the T-S curve.

The foregoing specific examples have been described for the purpose of illustrating the practice of the invention. The changes and modifications carried out when the present invention is applied to the analysis of other circuit return types are obvious to those skilled in the art, and any modification, change or equivalent transformation within the scope of the essence and basic principles of the disclosed content of the present invention all belong to The protection scope of the claims of the present invention.

Claims (2)

1. the analytical approach of a city track traffic line turning-back capacity is characterized in that:

1. the sequential that each key point analyzed of will turning back is turned back according to train is made and is simplified the circuit arrangenent diagram;

2. adopt simplification time of train operation-apart from synoptic diagram;

3. train is given argin variable mi respectively at the signal system restrictive condition of each key point and to each restrictive condition before and after marking when turning back;

4. list one by one according to the definition at interval of turning back and turn back at interval and the relation equation group between each signal system restrictive condition, thereby obtain each restrictive condition pairing turn back at interval, the stand minimum value and the zone residence time minimum value of turning back between the stopping time, the maximal value at interval of turning back is the line turning-back design at interval; Each restrictive condition equation in the line turning-back design interval substitution above-mentioned relation set of equations can be drawn the argin of each restrictive condition and the maximal value and the zone residence time maximal value of turning back between the stopping time of station;

Ti/Ti working time between each key point of the train that uses in calculating obtains by Computer Simulation, and concrete steps are as follows:

1) according to the train route of turning back, be designated as the center with the kilometer in the stop-off point in the zone of turning back and launch to the uplink and downlink both direction respectively, make the reentrant circuit stretch-out view;

2) in stretch-out view, calculate and make synthetic line speed limit curve according to circuit speed limit, subregion speed limit;

3) according to train model, circuit ATO speed limit curve, and factors such as consideration line slope acceleration, rotating mass factor, impingement rate and the coefficient of sliding friction are to the influence of train acceleration, deceleration degree, according to train maximum drawbar pull and single train of comfortable damping force simulation calculation operation curve under normal operation conditions, in the circuit stretch-out view, make the V-S curve and the T-S curve of train;

4) in the reentrant circuit stretch-out view, mark each key point, can extract the Train Schedule ti/Ti between each key point.

2. the analytical approach of a kind of city track traffic line turning-back capacity according to claim 1, it is characterized in that: 1. the described feature of claim 1 specifically comprises the steps:

1) spreads the picture wiring diagram, mark the mode of turning back at this station with arrow;

2) calculate the key point of this mode capability analysis of turning back, and in wiring diagram, indicate with different letters and color;

Definite and the different modes of turning back, line conditions, train model, the obturation modes that adopts, train car controlling pattern, signal system workflow and the operation of key point require to have confidential relation; Key point comprises in principle: the stop at up-downgoing station, the train that moves ahead leave that key point, the back car noise spot corresponding to the train key point that moves ahead, points protection point, the train that the station enters the zone of turning back finished the key point of sailing out of the station of turning back, the stop in zone or the like of turning back;

3) corresponding each key point straight line of respective color that draws, the sequential that each key point is turned back according to train is arranged in order from top to bottom, to being in key point on the same sequential of turning back, can merging into straight line, makes and simplifies the circuit arrangenent diagram simultaneously;

2. the described feature of claim 1 specifically comprises the steps:

In simplifying the circuit arrangenent diagram, make simplification time of train operation-apart from synoptic diagram; Analyze required train number by finishing a minimum train number decision that the analytical cycle of turning back is required, this value is relevant with the mode of turning back;

3. the described feature of claim 1 specifically comprises the steps:

1) according to the different mode of turning back, analyze and mark every train when going out clearly each key point, behind corresponding signal system working time restrictive condition, to the back car and the requirement of the key point position, train place of conflict route is arranged, thereby list the restricting relation on time conditions between each train; Simultaneously, can mark that same train is stood between the stopping time AT STATION and in the restriction of the required minimum signal System production time in zone of turning back; Restrictive condition to each signal system working time is all given argin variable m respectively ₁

2) train that single line is turned back marks with ti the working time between each key point, and the train that intersection is turned back and the length cross-channel is turned back is marked with ti and Ti respectively the working time between each key point;

4. the described feature of claim 1 specifically comprises the steps:

According to the definition at interval of turning back, check analysis figure lists the I at interval that turns back between the train one by one _lAnd ti/Ti working time between each key point, turn back before/station station, the back Dwell/DW between the stopping time that turns back, the relation equation group between zone residence time TB and the signal system restrictive condition Signal of turning back;

$\left\{\begin{array}{c}{I}_1=T(t_1,T_1,\mathrm{Dwell}/\mathrm{DW},\mathrm{TB}.\mathrm{Signal},m_1)\\ I_2=T(t_1,T_1,\mathrm{Dwell}/\mathrm{DW},\mathrm{TB},\mathrm{Signal},m_1)\\ ...\\ I_1=T(t_1,T_1,\mathrm{Dwell}/\mathrm{DW},\mathrm{TB},\mathrm{Signal},m_1);\end{array}\right.$

To each equation time corresponding allowance variable m in the system of equations ₁Assignment is 0 respectively, and the numerical value of other each variablees of substitution calculates the corresponding I at interval that turns back _l, final line turning-back design is I at interval _Min=max (I ₁, I ₂..., I _l);

With line turning-back design interval I _MinEach restrictive condition equation in the substitution above-mentioned relation set of equations can calculate the argin variable m of each restrictive condition ₁Numerical value, i.e. m ₁=I _Min-I ₁

Stand AT STATION between the stopping time and in the restriction of the required minimum signal System production time in zone of turning back according to same train, can list train to turn back on zone residence time TB, ti/Ti working time, signal system restrictive condition Signal between the stopping time of station, station between Dwell/DW and some key point, the setup time Dt of train departure, the passenger/relation equation between time getting off Tim, door contact interrupter time T _ door, the shield door reaction time T_PSD_react:

TB＝T(t ₁，T ₁，Signal，Dt，mi)

Dwell/DW＝T(Tim，T_door，T_PSD_react，Dt，mi)

To each equational argin variable mi respectively assignment be 0, the time value of other each variablees of substitution is calculated, and can obtain train in the minimum value of turning back between the zone residence time and station, station stopping time;

Dwell/DW, the zone residence time TB that turns back calculate the I at interval that turns back when between the stopping time of station _lThe variable parameter of relation equation the time, the equational argin of this spaced relationship of turning back is made as 0, the substitution I at interval that turns back _MinAnd other each variate-values, can obtain the maximum occurrences of turning back when turning back at interval between the zone residence time and station, station stopping time satisfying;

In the capability analysis employed station between the stopping time and the preset value of the zone residence time of turning back must satisfy between maximal value and minimum value scope; And preset value separately and peaked difference argin for when between the stopping time of next stop, being had with the zone residence time of turning back.

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