CN118372866B

CN118372866B - Method and system for measuring and calculating capacity of main line of high-speed railway in intermediate station rail-connection branch line scene

Info

Publication number: CN118372866B
Application number: CN202410841267.7A
Authority: CN
Inventors: 韩沛文; 聂英杰; 宋健鹏; 汤杰; 邹明辉; 高继宇; 翟倩; 车燕; 白少明; 杨旭刚; 刘卫卫; 赵飞; 瓮培博; 姜曼
Original assignee: China Railway Design Corp
Current assignee: China Railway Design Corp
Priority date: 2024-06-27
Filing date: 2024-06-27
Publication date: 2024-08-23
Anticipated expiration: 2044-06-27
Also published as: CN118372866A

Abstract

The invention discloses a method and a system for measuring and calculating the capacity of a main line of a high-speed railway in a middle station rail-connecting branch line scene, which relate to the technical field of measuring and calculating the capacity of the main line of the high-speed railway and are used for solving the problem that the passing capacity of a main line section is changed after a new line rail is connected with an existing middle station. The technical key points of the invention include: firstly, for a new line passing train to occupy an existing departure track connecting scene and a new line passing train to not occupy an existing departure track connecting scene, respectively calculating and acquiring a train tracking interval based on various working conditions; and then, respectively calculating and acquiring the interval passing capacity of the main line under the two track connecting scenes according to different train tracking intervals corresponding to the two track connecting scenes of the track connecting branch line of the intermediate station. Compared with the traditional method, the method for measuring and calculating the capacity of the main line of the high-speed railway is more accurate, reasonable and higher in applicability after the new line is connected with the existing intermediate station.

Description

Method and system for measuring and calculating capacity of main line of high-speed railway in intermediate station rail-connection branch line scene

Technical Field

The invention relates to the technical field of railway section passing capability assessment, in particular to a method and a system for measuring and calculating the capability of a main line of a high-speed railway in a middle station rail-connecting branch line scene.

Background

With the continuous densification of the high-speed railway network in China, the network coverage and connectivity are continuously increased, and the number of high-speed railway branch lines, inter-city railways and high-speed railway tie lines for trunk line connection function for regional service is increased. This part of the line usually needs to be connected to a station or section line to achieve the penetration with the high-speed railway trunk. For the existing railway station of the rail connection, the comprehensive effects of the station type, the rail connection scheme and the train stop scheme can cause the influence of the new line access to the receiving and dispatching capacity, the line passing capacity and the like of the station to different degrees, and in recent years, the problem of the influence of the projects of introducing a plurality of high-speed railways into the existing station on the capacity after the rail connection is analyzed and studied. Around a station, foreign scholars comprehensively study the problem of compiling the operation diagram of the node hub in actual operation from the perspective of transportation organization; domestic scholars study the problems of station wiring, station type, station selection of going beyond the station from the aspect of infrastructure, so as to reduce the influence of scenes such as overline, collineation, speed and speed vehicle transportation organization modes and the like on the capacity.

The train tracking interval is an important component element of a train running chart and an important parameter for calculating the passing capacity of the section of the high-speed railway, and the new line is connected with the existing station or the line to influence the section passing capacity mainly by influencing the tracking interval. In recent years, domestic scholars analyze influence factors of the tracking interval of high-speed railway trains in China and propose a calculation method of various train tracking interval time. On the basis, the train tracking interval is optimized, the function optimization of the ATO system of the high-speed railway is researched from the aspect of train control in the prior art, the train tracking interval compression method is researched from the aspect of train organization optimization, the design method of the passenger station of the high-speed railway based on the target interval time is researched, and the influence of the section passing capacity of the high-speed railway line is calculated and analyzed from the aspect of the influence of the side speed limit of the turnout on the tracking interval.

In summary, the research on the influence of the new line connection capability is concentrated on the large-scale junction station connection and the section line connection, and the research on the intermediate station connection scene is lacking. The new line joint rail generally requires that the operation of the existing line and the station cannot be influenced during construction, so that for the ballastless track line, the intermediate station joint rail is preferably adopted as a departure joint rail scheme; in addition, after the new line is built, the collision between the new line and the main line train at the receiving station should be reduced as much as possible. Compared with a large-scale hub station, the intermediate station has small scale, the number of arrival lines is small, and the space for introducing new line connection rails for optimizing capacity is limited; compared with the section line station, the intermediate station handles train arrival operation besides train passing, and the train tracking working conditions between the same lines and between different lines are more complex than those of the section line station. Along with the continuous increase of the density and connectivity of high-speed railway lines in China, the scenes that two high-speed railway lines pass through an intermediate station for rail connection are more and more, and the influence of new lines from the intermediate station to a departure line for rail connection on the passing capability of a high-speed railway section is needed to be researched.

Disclosure of Invention

In order to solve the technical defects, the invention provides a method and a system for measuring and calculating the capacity of a main line of a high-speed railway under a condition of a middle station connecting rail branch line.

According to one aspect of the invention, a method for measuring and calculating the capacity of a main line of a high-speed railway under a middle station rail connection branch line scene is provided, wherein the middle station rail connection branch line scene comprises a new line passing train occupying an existing departure rail connection scene and a new line passing train not occupying an existing departure rail connection scene; the method comprises the following steps:

For the new line passing train to occupy the existing departure track connecting scene and the new line passing train to not occupy the existing departure track connecting scene, respectively calculating and acquiring a train tracking interval based on various working conditions; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

And respectively calculating and acquiring the interval passing capacity of the main line under the two kinds of track connection scenes according to different train tracking intervals corresponding to the two kinds of track connection scenes of the intermediate station track connection branch line.

In one possible implementation manner, for a new line passing train to occupy an existing departure track scene, calculating and acquiring a train tracking interval based on multiple working conditions includes:

For the first working condition that the occupation of a new line train, a front vehicle stop, a rear vehicle stop and a front vehicle and a rear vehicle is the same to a departure, the existing line train tracks the fifth working condition that the occupation of the new line train, the front vehicle stop, the rear vehicle stop and the front vehicle and the rear vehicle is the same to the departure, and the new line train tracks the ninth working condition that the occupation of the existing line train, the front vehicle stop, the rear vehicle stop and the front vehicle and the rear vehicle is the same to the departure, the train tracking intervals are expressed as follows:

For the second working condition that the new line train is tracked, the front vehicle stops, the rear vehicle passes and the front and rear vehicles occupy the same departure, the new line train is tracked, the tenth working condition that the existing line train, the front vehicle stops, the rear vehicle passes and the front and rear vehicles occupy the same departure is tracked, and the train tracking intervals are expressed as follows:

For the third working condition that the new line train is tracked by the new line train, the front vehicle passes through, the rear vehicle stops, the front vehicle and the rear vehicle occupy the same departure, the seventh working condition that the existing line train is tracked by the new line train, the front vehicle passes through, the rear vehicle stops, the front vehicle and the rear vehicle occupy the same departure, and the train tracking intervals are expressed as follows:

For a fourth working condition that a new train is tracked by a new train, a front train passes through, a rear train passes through and the front and rear trains occupy the same departure, the train tracking interval is expressed as:

in the method, in the process of the invention, Representing unit unification coefficients between parameters;， Indicating the distance travelled from the completion of train arrival/passage work at the station to the start of the inbound braking of the train, Indicating the distance of the train braking before the incoming signal,Representing a safety protection distance; indicating the distance travelled from arrival of the inbound signal to stop of the inbound when the train arrives at the inbound; representing the running speed of the train from the start of braking to the stop of the inbound station; Indicating the stop time of the train; indicating the distance between the intermediate station and the stop mark of the departure signal machine; representing the length of a high-speed rail train running on the high-speed rail line; representing the running speed of the train from departure to departure; Indicating the arrival operation time of the train handled by the station; representing the distance between a new line direction outbound annunciator of an intermediate station in the downlink direction and a first passing annunciator of an interval; Representing the running speed of the train from the departure to the departure of the train; indicating the passing operation time of the train handled by the station; indicating the passing speed of the train from the start of braking to the departure; Indicating the speed of travel of the train through the period from the start of braking to the time of departure.

In one possible implementation manner, for a new line passing train not occupying an existing departure track scene, calculating and acquiring a train tracking interval based on multiple working conditions includes:

for the first working condition that the new line train is tracked, the front vehicle stops, the rear vehicle stops and the front and rear vehicles occupy the same departure line, the train tracking interval is expressed as:

for the second working condition that the new train is tracked by the new train, the front train stops, the rear train passes and the front and rear trains occupy the same departure, the train tracking interval is expressed as:

for the third working condition that the new train is tracked by the new train, the front train passes, the rear train stops, and the front and rear trains occupy the same departure, the train tracking interval is expressed as:

in the method, in the process of the invention, Representing unit unification coefficients between parameters;， Indicating the distance travelled from the completion of train arrival/passage work at the station to the start of the inbound braking of the train, Indicating the distance of the train braking before the incoming signal,Representing a safety protection distance; indicating the distance travelled from arrival of the inbound signal to stop of the inbound when the train arrives at the inbound; representing the speed of the train from the start of braking to the stop of the inbound station; Indicating the stop time of the train; indicating the distance between the intermediate station and the stop mark of the departure signal machine; representing the length of a high-speed rail train running on the high-speed rail line; indicating the speed of the train from departure to departure; Indicating the arrival operation time of the train handled by the station; representing the distance between a new line direction outbound annunciator of an intermediate station in the downlink direction and a first passing annunciator of an interval; indicating the speed of the train from the departure to the departure of the train; indicating the passing operation time of the train handled by the station; indicating the passing running speed of the train from the start of braking to the time of the departure; representing the distance between a downstream intermediate station entering signal machine and a new line connecting rail turnout; Representing the distance from a new line rail connecting turnout of a downstream intermediate station to an outbound signal machine in the new line direction; indicating the passing speed of the train from the start of braking to the departure; Indicating the speed of travel of the train through the period from the start of braking to the time of departure.

In one possible implementation, the distance traveled from arrival of the inbound signal to stop of inbound while the train is inboundThe calculation is as follows:

in the method, in the process of the invention, Representing the length of the throat area of the intermediate station in the descending direction; indicating the distance between the intermediate station and the outgoing signal in the forward and reverse directions of the line.

In one possible implementation manner, the interval passing capability N of each scene of the intermediate station is obtained through calculation according to the following formula:

in the method, in the process of the invention, A time window length representing a unit time;、 Respectively representing comprehensive maintenance skylight time and high-speed railway section operation time; Representing a train stop deduction coefficient; Representation of In the range, the working condition i in each scene is used for tracking the running adjacent train logarithm, and M represents the total number of working conditions of the intermediate station in each scene; Representing a train tracking interval corresponding to the working condition i; Indicating the tracking interval time when the existing line is not accessing a new line at the intermediate station.

In one possible implementation, the intermediate station type is a two-four-wire station type including two positive wires.

According to another aspect of the invention, a high-speed railway main line capacity measuring and calculating system under a middle station track-connecting branch line scene is provided, wherein the middle station track-connecting branch line scene comprises a new line passing train occupying an existing track-connecting scene and a new line passing train not occupying an existing track-connecting scene; the system comprises: the existing outgoing line tracking interval calculation module is occupied, and the existing outgoing line tracking interval calculation module and the interval passing capability calculation module are not occupied; the occupied existing outgoing line tracking interval calculation module is connected with the interval through the capacity calculation module, and the unoccupied existing outgoing line tracking interval calculation module is connected with the interval through the capacity calculation module;

The existing departure track interval occupation calculation module is configured to acquire a train track interval by calculating based on various working conditions for a new line passing train to occupy an existing departure track scene; wherein the multiple working conditions comprise a new train and a new train, different adjacent train tracking relations between the new train and the existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

The unoccupied existing departure track interval calculation module is configured to calculate and acquire a train track interval based on various working conditions respectively for a new line passing train without occupying an existing departure track scene; wherein the multiple working conditions comprise a new train and a new train, different adjacent train tracking relations between the new train and the existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

the interval passing capability calculation module is configured to calculate and acquire the interval passing capability of the main line under the two track connecting scenes according to different train tracking intervals corresponding to the two track connecting scenes of the middle station track connecting branch line.

In one possible implementation manner, the interval passing capability calculation module calculates and obtains the interval passing capability N of the intermediate station in each scene according to the following formula:

According to another aspect of the present invention, there is provided an electronic device including: a memory; a processor; a computer program; wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of high speed railway main line capability measurement in an intermediate station tie-in branch line scenario as described above.

According to yet another aspect of the present invention, a computer-readable storage medium having a computer program stored thereon is presented; the computer program is executed by a processor to implement the method for measuring and calculating the capacity of the main line of the high-speed railway in the intermediate station joint rail branch line scene.

The beneficial technical effects of the invention are as follows:

In order to solve the problem that the section passing capacity of an existing intermediate station of a new line connection rail is changed, the invention provides a method and a system for measuring and calculating the capacity of a main line of a high-speed railway under a branch line scene of the intermediate station connection rail, which comprises the following steps: firstly, for a new line passing train to occupy an existing departure track connecting scene and a new line passing train to not occupy an existing departure track connecting scene, respectively calculating and acquiring a train tracking interval based on various working conditions; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line; and then, respectively calculating and acquiring the interval passing capacity of the main line under the two track connecting scenes according to different train tracking intervals corresponding to the two track connecting scenes of the track connecting branch line of the intermediate station. Compared with the traditional method, the method for measuring and calculating the capacity of the main line of the high-speed railway is more accurate, reasonable and higher in applicability after the new line is connected with the existing intermediate station.

Drawings

In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings that are needed in the description of the embodiments or the prior art will be briefly described, and it is obvious that the drawings in the description below are some embodiments of the present invention, and other drawings can be obtained according to the drawings without inventive effort for a person skilled in the art.

Fig. 1 is a flowchart of a method for measuring and calculating the capacity of a main line of a high-speed railway in a middle station rail-connection branch line scene according to an embodiment of the invention.

Fig. 2 is a schematic plan layout view of a high-speed railway intermediate station in an embodiment of the invention.

Fig. 3 is a schematic diagram of an existing to-hair rail scheme in an embodiment of the present invention.

Fig. 4 is a schematic diagram of a speed curve of a new train passing through a rail connecting station without stopping under the existing rail connecting scheme of a departure line in the embodiment of the invention.

Fig. 5 is a schematic diagram of a speed curve of a new train stop passing a rail stop under an existing approach to departure rail in an embodiment of the present invention.

Fig. 6 is a schematic diagram of an embodiment of the present invention that does not occupy the existing approach to hair-line.

Fig. 7 is a schematic diagram of a speed curve of a new train passing through a rail connecting station without stopping under the existing rail connecting scheme without occupying the existing departure line in the embodiment of the invention.

Fig. 8 is a schematic diagram of a speed curve of a new train stop passing through a rail receiving station without occupying the existing approach to departure rail receiving in an embodiment of the present invention.

Fig. 9 is a schematic structural diagram of a system for measuring and calculating the capacity of a main line of a high-speed railway in a middle station rail-connection branch line scene according to an embodiment of the invention.

Fig. 10 is a schematic diagram of an electronic device according to an embodiment of the invention.

Detailed Description

In order to make the objects, technical solutions and advantages of the present invention more apparent, the technical solutions of the present invention will be clearly and completely described below. It will be apparent that the described embodiments are only some, but not all, embodiments of the invention. All other embodiments, which can be made by one of ordinary skill in the art without undue burden from the invention, are within the scope of the invention.

The embodiment of the invention provides a method for measuring and calculating the capacity of a main line of a high-speed railway under a middle station rail-connecting branch line scene, wherein the middle station rail-connecting branch line scene comprises a new line passing train occupying an existing departure rail-connecting scene and a new line passing train not occupying an existing departure rail-connecting scene; as shown in fig. 1, the method includes:

Step one, for a new line passing train to occupy an existing departure track connecting scene and a new line passing train to not occupy an existing departure track connecting scene, respectively calculating and acquiring a train tracking interval based on various working conditions; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

And step two, respectively calculating and obtaining the interval passing capacity of the main line under the two track connecting scenes according to different train tracking intervals corresponding to the two track connecting scenes of the track connecting branch line of the intermediate station.

The section passing capability of the high-speed railway is calculated based on the tracking interval time, and the influence of the intermediate station connecting rail on the main line passing capability is also mainly reflected through the section tracking interval. The mode of the track-connecting scheme can be divided into the mode of occupying the existing track-connecting mode and the mode of not occupying the existing track-connecting mode according to whether the normal line of the track-connecting line occupies the existing station to the track. Occupying the existing departure line receiving form makes the departure line need to simultaneously serve the receiving line passing trains, the stop trains and the existing line stop trains, so that conflicts are more likely to occur in the use of the departure line, and the interval passing capacity of the existing line is further affected; the existing approach line and approach line form is not occupied, so that the approach line has independent approach and approach, no approach line use conflict exists between the approach line and the existing line stop train, and the cross interference in the aspect of driving organization is relatively less. Therefore, the embodiment of the invention provides a high-speed railway main line passing capability calculation method in a middle station rail-connecting branch line scene based on the two rail-connecting forms by taking the downlink direction as an example, and the uplink direction is the same.

The method starts in step one. In the first step, for a new line passing train to occupy an existing departure track connecting scene and a new line passing train to not occupy an existing departure track connecting scene, respectively calculating and acquiring a train tracking interval based on various working conditions; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line.

According to the embodiment of the invention, as shown in a plan layout schematic diagram of intermediate stations of a high-speed railway in fig. 2, it is assumed that station a is an intermediate station of a certain high-speed railway, and the station type is 2 lines (including 2 positive lines) 4. After the new line is connected with the rail station A, the train which is driven to the station A in the downlink direction comprises the existing line direction train and the new line direction train, and the two trains have 4 (adjacent) tracking relations, namely the new line train tracks the new line train, the existing line train tracks the new line train, the new line train tracks the existing line train and the existing line train tracks the existing line train.

1. Interval tracking interval calculation under existing departure track-connecting scheme

As shown in fig. 3, if the station a to departure east rail connecting scheme (i.e. occupying the existing departure rail connecting scheme) is adopted, the conditions of occupying departure of the 4 tracking relations under different driving conditions are as follows, and there are 16 working conditions in total:

working condition 1: the new line train tracks the new line train, the front vehicle stops, the rear vehicle stops, and the front vehicle and the rear vehicle occupy the same departure line;

working condition 2: the new line train tracks the new line train, the front vehicle stops, the rear vehicle passes through, and the front vehicle and the rear vehicle occupy the same departure line;

Working condition 3: the new line train tracks the new line train, the front vehicle passes through, the rear vehicle stops, and the front vehicle and the rear vehicle occupy the same departure line;

working condition 4: the new line train tracks the new line train, the front vehicle passes through, and the rear vehicle passes through, so that the front vehicle and the rear vehicle occupy the same departure line;

Working condition 5: the existing line train tracks a new line train, the front train stops, the rear train stops, and the front train occupies the same departure line and the rear train occupies the same departure line;

working condition 6: the existing line train tracks a new line train, the front train stops, the rear train passes through, and the occupation of the front train and the rear train is different from the departure line;

Working condition 7: the existing line train tracks the new line train, the front train passes through, the rear train stops, and the front and rear trains occupy the same departure line;

working condition 8: the existing line train tracks the new line train, the front train passes, and the rear train passes, so that the front and rear trains occupy different departure lines;

working condition 9: the new line train tracks the existing line train, the front train stops, the rear train stops, and the front train occupies the same departure line and the rear train occupies the same departure line;

working condition 10: the new line train tracks the existing line train, the front train stops, the rear train passes through, and the front and rear trains occupy the same departure line;

Working condition 11: the new line train tracks the existing line train, the front train passes through, the rear train stops, and the front and rear trains occupy different departure lines;

working condition 12: the new line train tracks the existing line train, the front train passes through, and the rear train passes through, so that the front and rear trains occupy different departure lines;

Working condition 13: the existing line train tracks the existing line train, the front vehicle stops, the rear vehicle stops, and the front vehicle and the rear vehicle occupy the same departure line;

operating mode 14: the existing line train tracks the existing line train, the front train stops, the rear train passes through, and the occupation of the front train and the rear train is different from the departure line;

working condition 15: the existing line train tracks the existing line train, the front train passes through, the rear train stops, and the front and rear train occupies different departure lines;

Working condition 16: the existing line train tracks the existing line train, the front train passes through, and the rear train passes through, so that the front and rear trains occupy the same departure line.

In the driving working conditions of occupying the same departure line, working conditions 1-4 belong to the new line train tracking new line train scene, and at the moment, the front vehicle and the rear vehicle both travel through the station A to arrive at the departure line. When the rear vehicle is a stop train, the rear vehicle can be checked in after the front vehicle is the same as the front vehicle which is going out of the departure line and the departure line; when the rear vehicle passes through the train, the rear vehicle can pass through after the front vehicle is required to be cleared and separated from the front vehicle before departure. For the working conditions 1-2, the front and rear vehicles occupy the same departure line, so that the interval time of two trains also needs to consider the stop time of the front vehicle at the station A.

Working condition 5-working condition 12 belongs to the scene of tracking between the new train and the existing high-speed railway train. Because the two stop trains need to use the same arrival/departure line and the arrival/departure routes are the same, when the tracking interval is studied, the new line stop train and the existing high-speed rail stop train can be regarded as the same type of train. Therefore, the working conditions 5 and 9 are basically the same as the scene of the working condition 1 by combining the requirement that the vehicles before departure are the same and the vehicles after departure can be handled; the working condition 7 is essentially the same as the working condition 3; the condition 10 is essentially the same as the condition 2 scenario.

The working condition 13 and the working condition 16 belong to tracking scenes between two adjacent trains of the existing high-speed railway line, and the tracking interval is not influenced by a new line. Wherein the condition 13 is essentially the same as the condition 1 scenario. The driving conditions occupying different departure lines are not in the affected range after the new line is connected with the rail because the conflict of the departure line occupation does not exist. Working conditions 6 and 8 can be analogically to working condition 13, namely the 'arrival-passing' interval time of the existing station; working conditions 11 and 12 can be analogically to working condition 15, namely the passing-arrival interval time of the existing station; the working condition 16 is the passing interval time of the existing station.

Therefore, for the track-connecting scheme occupying the existing departure line, the driving conditions of two adjacent trains occupying different departure lines are not affected by the departure line track-connecting; the driving working conditions of two adjacent trains occupying the same departure line can be merged into working conditions 1-4 due to similar scenes, namely 4 working conditions of the new train tracking each other.

Fig. 4 and 5 are graphs of the speed of a new train passing without stopping at station a and passing at station a under the approach of east-side approach to departure, the symbols shown in the figures being defined as follows: speed limit of a section before entering a station A of a train in the downlink direction is shown, and the unit is km/h; The speed limit of the new line direction train running between the station A entering signal machine and the reverse entering signal machine is represented, and the unit is km/h; the interval speed limit of a new line after the station A is shown, and the unit is km/h; indicating that the arrival/passing train is at speed before entering station during the arrival/passing operation of station A handling the train Distance traveled, unit m; Indicating the speed of the train Braking distance of decelerating to 0, unit m; Representing the safety protection distance in m; indicating the speed from the completion of train arrival/passing operation at the station to the start of the brake of the train Distance of uniform speed running, unit m; Indicating the braking distance of the train before the arrival of the traffic signal, i.e. the speed of the train Deceleration toA braking distance of unit m; Indicating the speed of the train Braking distance of decelerating to 0, unit m; The length of a throat area of a station A in the descending direction is represented by a unit m; When the train enters a station, the distance from the arrival of the arrival signal to the stop of the station is represented by a unit m; the distance between the station A and the forward/reverse outbound signal machine of the departure line is expressed by a unit m; the distance from the station A to the departure stop sign to the outbound annunciator is expressed by a unit m; the length of an outbound throat area of the station A in the new line direction in the descending direction is expressed by a unit m; the length of a blocking zone formed between a station A incoming signal machine in the downlink direction and an existing line direction outgoing signal machine is expressed by a unit m; the length of a blocking partition formed between a station A incoming signal machine in the downlink direction and a station B outgoing signal machine in the new line direction is in unit of m; The length of the high-speed rail train running on the high-speed rail line is expressed as a unit m; the distance between the existing high-speed railway direction outbound annunciator of the station A in the downlink direction and the first passing annunciator of the interval is expressed by a unit m; and the distance from the new line direction outbound annunciator of the station A in the downlink direction to the first passing annunciator in the section is expressed as a unit m.

1) Working condition 1-new train stop-stop tracking interval time calculation

New train 'stop-stop' tracking interval timeThe calculating method is shown in a formula (1), and the method indicates that after a car starts to enter and stop in a new line direction, a passenger gets out of the stop and gets out of the departure line, the car can start to be processed and then get into the stop. Wherein,Representing the running speed (unit: km/h) of the train from the start of braking to the stop of the station, wherein the running speed can be taken as the average running speed of the train in the period, or the running speed and the running distance corresponding to the time unit can be calculated through train running simulation software in a simulation mode by taking the minimum time unit as the unit, and then all time units are accumulated to obtain the running time of the train in the period; Representing the running speed (unit: km/h) of the train from the departure of the train to the departure of the train, wherein the running speed can be the average running speed of the train in the period, or the running speed and the running distance corresponding to the time unit can be calculated through train running simulation software in a simulation way by taking the minimum time unit as the unit, and then all the time units are accumulated to obtain the running time of the train in the period; Represents the stop time (unit: min) of the train, Indicating the arrival time (unit: min) of the train at the station,Is a unity coefficient between the parameters in equation (1).And (3) with、、The relationship of (2) is shown in the formula (2),The calculation method of (2) is shown in the formula (3).

2) Working condition 2-New train "stop-pass" tracking interval time calculation

New train stop-pass tracking interval timeThe calculating method is shown in a formula (4), and the method indicates that after a new line front car starts to enter and brake, stops stably, a passenger on the stop stops, gets out and leaves clearly, the vehicle can start to transact the passing operation of the rear car.Representing the running speed (unit: km/h) of the train from starting to finishing, wherein the running speed can be the average running speed of the train in the period, or the running speed and the running distance corresponding to the time unit can be calculated through train running simulation software in a mode of taking the minimum time unit as a unit, and then all time units are accumulated to obtain the running time of the train in the period; the time (unit: min) for handling the train passing operation at the station is shown.

3) Working condition 3-new train 'passing-stop' tracking interval time calculation

New line train 'pass-stop' tracking interval timeThe calculation method (unit: min) is shown in a formula (5), and indicates that the arrival of the rear vehicle at the arrival operation can be handled after the front vehicle in the new line direction starts to brake and arrives at the arrival signal machine in the downlink direction.The running speed (unit: km/h) of the train from the start of braking to the departure is represented, the running speed can be taken as the average running speed of the train during the period, the running speed and the running distance corresponding to the time unit can be calculated through the train running simulation software in a simulation mode by taking the minimum time unit as the unit, and then all the time units are accumulated to obtain the running time of the train during the period.

4) Working condition 4-New train passing-passing tracking interval time calculation

New line train "pass-through" tracking interval timeThe calculation method (unit: min) is shown in a formula (6), and indicates that the vehicle can pass through the operation after the vehicle starts to brake and enters the station to come out and leave after the vehicle is clear from the beginning of the new line direction.The running speed (unit: km/h) of the train from the start of braking to the time of the departure is represented, the running speed can be taken as the average running speed of the train in the period, or the running speed and the running distance corresponding to the time unit can be calculated through the train running simulation software in a simulation mode by taking the minimum time unit as the unit, and then all the time units are accumulated to obtain the running time of the train in the period.

2. Calculation of interval tracking interval without occupying existing approach to departure track

As shown in fig. 6, if the station a to departure west rail connection scheme is adopted (i.e., the existing departure rail connection scheme is not occupied), the departure line occupation conditions of the 4 tracking relations under different driving conditions are as follows, and total 16 working conditions are as follows:

Working condition 5: the existing line train tracks a new line train, the front train stops, the rear train stops, and the front and rear train occupies different departure lines;

working condition 7: the existing line train tracks the new line train, the front train passes, the rear train stops, and the front and rear train occupies different departure lines;

Working condition 9: the new line train tracks the existing line train, the front vehicle stops, the rear vehicle stops, and the front and rear vehicle occupies different departure lines;

working condition 10: the new line train tracks the existing line train, the front train stops, the rear train passes through, and the occupation of the front train and the rear train is different from the departure line;

The existing departure track receiving scheme is not occupied, so that a departure track needs to be newly established, a new train is provided with an independent departure track receiving and sending scheme, and the existing station departure track is not occupied. Therefore, under the track-connecting scheme, the track-connecting scheme of the existing track-connecting line can be changed when the track-connecting line is occupied by 4 tracking relations under different running conditions compared with the track-connecting line: the tracking scenes between the existing line trains and the new line trains are all running conditions occupying different departure lines, the tracking interval time can be analogous to the intervals of 'passing-arrival', 'arrival-passing', 'arrival-arrival' of the existing stations, and the influence of departure line rail connection is small. The driving working conditions which occupy the same departure line only comprise 4 working conditions of passing-passing, stopping-stopping working conditions and new line tracking working conditions of the existing line train and the existing line train. Working conditions 5, 7, 9, 10 can be analogous to working condition 13; working condition 6, working condition 8 can be analogous to working condition 14; working conditions 11 and 12 can be analogized to working condition 15; because the working conditions of passing-passing and stopping-stopping between existing line trains are not basically affected by the line-outgoing track, the embodiment of the invention mainly provides a tracking interval time calculation method under 4 working conditions of mutual tracking of new line trains.

FIGS. 7 and 8 are graphs of the speed of a new train passing without stopping at station A and passing at station A under the approach to the departure west rail, with the exception of the same symbols as those in FIGS. 4 and 5, whereThe distance (unit: m) between the station A arrival signal machine in the descending direction and the new line rail connecting turnout is represented,The distance (unit: m) between the new line connection turnout of the station A in the descending direction and the new line direction outbound signal machine is shown. The tracking interval calculation method between new trains of the west-side rail approach is as follows:

1) Working condition 1-new train stop-stop tracking interval time calculation

The calculation method is the same as the scheme of occupying the departure track, as shown in a formula (7). In the formula、AndThe value of (2) is needed to be taken in combination with the length of the throat area in fig. 8 and the speed of the train when actually arriving at the station and arriving at the departure line.

2) Working condition 2-New train "stop-pass" tracking interval time calculation

The calculation method is the same as the scheme of occupying the departure track, as shown in a formula (8). In the formula、、AndThe values of (2) are needed to be combined with the throat area length, the distance from the new line direction outbound annunciator to the first frame of the interval through the annunciator and the speed of the train when actually arriving at the station and arriving at the departure line.

The calculation principle is the same as the scheme of occupying the departure track, and the specific calculation method is shown in a formula (9). The train can accelerate after going out of the throat inside turnout at the western side, and the passing speed of the station in the formula (9) is calculated(In km/h) is higher than the station passing speed of the new line train occupying the approach to the departure track, wherein,The meaning is the same asBut is numerically equal toDifferent, the average speed of the train running in the period can be obtained in a specific value mode, and the running speed and the running distance corresponding to the time unit can be calculated through the train running simulation software in a simulation mode by taking the minimum time unit as a unit, so that all time units are accumulated to obtain the train running time in the period.

The calculation principle is the same as the scheme of occupying the departure track, and the specific calculation method is shown in a formula (10). In the same way, the train can accelerate when going out of the turnout on the inner side of the throat at the western side, so the passing speed(Unit: km/h) is higher than the occupancy to-departure approach, in whichThe meaning is the same asBut is numerically equal toDifferent, the average speed of the train running in the period can be obtained in a specific value mode, and the running speed and the running distance corresponding to the time unit can be calculated through the train running simulation software in a simulation mode by taking the minimum time unit as a unit, so that all time units are accumulated to obtain the train running time in the period.

And then executing a second step, wherein in the second step, the interval passing capacity of the main line under the two track connecting scenes is calculated and obtained according to different train tracking intervals corresponding to the two track connecting scenes of the middle station track connecting branch line.

According to the embodiment of the invention, for the intermediate station to departure track receiving scene, the same departure track is needed to be used at the receiving station by the new track direction passing train and the stop train, so that the section passing capability is mainly influenced by the tracking interval between the new track direction trains. According to the tracking interval calculation formula, the tracking interval of the new line direction stop train tracking stop train and the new line direction passing through the train tracking stop train is influenced by the previous train stop, so that the required interval tracking interval time is longer; when the current train passes through the trains in the new line direction, the minimum interval tracking interval time required to be met for tracking between adjacent trains in the new line direction is increased compared with the existing line train tracking interval.

Based on a deduction coefficient method, calculating the pass capacity N of a parallel running diagram interval of the high-speed railway according to a formula (11), whereinThe length of the time window (unit: min) representing a unit time, typically in units of one day, i.e.1440; I represents interval tracking interval time (unit: min);、 Respectively representing the comprehensive maintenance skylight time (unit: min) and the high-speed railway section running time (unit: min); representing the train stop deduction coefficient.

As the interval tracking interval between two adjacent trains increases, their occupancy of the train's travel time window correspondingly increases, reducing the interval throughput. Order the、、、The number of the pairs of the tracked trains of working condition 1 to working condition 4 in one day is respectively represented, and the section passing capacity calculation after the track is connected to the departure track is shown in formula (12).

In the method, in the process of the invention,Representation ofIn the range, the working condition i in each scene is used for tracking the running adjacent train logarithm, and M represents the total number of working conditions of the intermediate station in each scene; represents the interval tracking interval time corresponding to the working condition i, The interval tracking interval time (unit: min) when the existing line does not access the new line at the intermediate station is shown.

The invention further provides a system for measuring and calculating the capacity of a main line of a high-speed railway under a middle station rail connection branch line scene, wherein the middle station rail connection branch line scene comprises a new line passing train occupying an existing departure rail connection scene and a new line passing train not occupying an existing departure rail connection scene; as shown in fig. 9, the system includes: an existing to-hair trace interval calculation module 910 is occupied, an existing to-hair trace interval calculation module 920 is not occupied, and an interval passing capability calculation module 930 is occupied; wherein, the existing occupancy departure tracking interval calculation module 910 is connected with the interval through the capability calculation module 930, and the unoccupied existing departure tracking interval calculation module 920 is connected with the interval through the capability calculation module 930;

The existing departure track interval occupation calculation module 910 is configured to acquire a train track interval based on various working conditions by respectively calculating an existing departure track connection scene for a new line passing train; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

The unoccupied existing departure track interval calculation module 920 is configured to calculate and acquire a train track interval based on various working conditions for a new line passing train without occupying an existing departure track scene; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

The section passing capability calculating module 930 is configured to calculate and obtain the section passing capability of the main line under the two kinds of track-connecting scenes according to different tracking intervals of the trains corresponding to the two kinds of track-connecting scenes of the track-connecting branch line of the intermediate station.

In this embodiment, optionally, the interval passing capability calculating module calculates and obtains the interval passing capability N of the intermediate station in each scene according to the following formula:

In a portion of the system for measuring and calculating the capability of the main line of the high-speed railway in the intermediate station connection and branch line scene according to the embodiment of the present invention, reference is made to the above detailed description of the method embodiment.

The method of the invention may be performed in an electronic device. The electronic device may be any device having storage and computing capabilities, and may be implemented as a server, a workstation, or the like, or may be implemented as a personal configured computer such as a desktop computer, a notebook computer, or may be implemented as a terminal device such as a mobile phone, a tablet computer, an intelligent wearable device, or an internet of things device, but is not limited thereto.

Fig. 10 shows a schematic diagram of an electronic device according to an embodiment of the invention. As shown in fig. 10, the electronic device may include: a processor 1010, a memory 1020, an input/output interface 1030, a communication interface 1040, and a bus 1050. Wherein processor 1010, memory 1020, input/output interface 1030, and communication interface 1040 implement communication connections therebetween within the electronic device via a bus 1050. The processor 1010 may be implemented by a general-purpose CPU, a microprocessor, an application-specific integrated circuit, or one or more integrated circuits, etc. for executing relevant programs to implement the solutions provided in the embodiments of the present disclosure. The memory 1020 may be implemented in the form of ROM, RAM, static storage device, dynamic storage device, etc. Memory 1020 may store an operating system and other application programs, and when the embodiments of the present specification are implemented in software or firmware, the associated program code is stored in memory 1020 and executed by processor 1010. The input/output interface 1030 is used to connect with an input/output module for inputting and outputting information. The input/output module may be configured as a component in an electronic device (not shown in the figure) or may be externally connected to the electronic device to provide corresponding functions. Wherein the input devices may include a keyboard, mouse, touch screen, microphone, various types of sensors, etc., and the output devices may include a display, speaker, vibrator, indicator lights, etc. Communication interface 1040 is used to connect a communication module (not shown) to enable communication interaction of the present electronic device with other devices. The communication module can realize communication in a wired mode or in a wireless mode. Bus 1050 includes a path to transfer information between the various components of the electronic device.

Embodiments of the present invention also provide a non-transitory readable storage medium storing instructions for causing the electronic device to perform a method according to an embodiment of the present invention. The readable media of the present embodiments, including both permanent and non-permanent, removable and non-removable media, may be any method or technology for information storage. The information may be computer readable instructions, data structures, modules of a program, or other data. Examples of readable 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 technology, compact disc read only memory (CD-ROM), digital Versatile Discs (DVD) or other optical storage, magnetic cassettes, magnetic tape disk storage, and the like.

In the description provided herein, algorithms and displays are not inherently related to any particular computer, virtual system, or other apparatus. Various general-purpose systems may also be used with examples of the invention. The required structure for a construction of such a system is apparent from the description above. In addition, the present invention is not directed to any particular programming language. It should be appreciated that the teachings of the present invention as described herein may be implemented in a variety of programming languages and that the foregoing descriptions of specific languages are provided for disclosure of preferred embodiments of the present invention.

In the description provided herein, numerous specific details are set forth. However, it is understood that embodiments of the invention may be practiced without these specific details. In some instances, well-known methods, structures and techniques have not been shown in detail in order not to obscure an understanding of this description.

Similarly, it should be appreciated that in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. However, the disclosed method should not be construed as reflecting the intention that: i.e., the claimed invention requires more features than are expressly recited in each claim. Those skilled in the art will appreciate that the modules or units or components of the devices in the examples disclosed herein may be arranged in a device as described in this embodiment, or alternatively may be located in one or more devices different from the devices in this example. The modules in the foregoing examples may be combined into one module or may be further divided into a plurality of sub-modules.

Those skilled in the art will appreciate that the modules in the apparatus of the embodiments may be adaptively changed and disposed in one or more apparatuses different from the embodiments. The modules or units or components of the embodiments may be combined into one module or unit or component and, furthermore, they may be divided into a plurality of sub-modules or sub-units or sub-components. Any combination of all features disclosed in this specification (including any accompanying claims, abstract and drawings), and all of the processes or units of any method or apparatus so disclosed, may be used in combination, except insofar as at least some of such features and/or processes or units are mutually exclusive. Each feature disclosed in this specification (including any accompanying claims, abstract and drawings), may be replaced by alternative features serving the same, equivalent or similar purpose, unless expressly stated otherwise.

Furthermore, those skilled in the art will appreciate that while some embodiments described herein include some features but not others included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention and form different embodiments. Furthermore, some of the embodiments are described herein as methods or combinations of method elements that may be implemented by a processor of a computer system or by other means of performing the functions. Thus, a processor with the necessary instructions for implementing the described method or method element forms a means for implementing the method or method element. Furthermore, the elements of the apparatus embodiments described herein are examples of the following apparatus: the apparatus is for carrying out the functions performed by the elements for carrying out the objects of the invention.

As used herein, unless otherwise specified the use of the ordinal terms "first," "second," "third," etc., to describe a general object merely denote different instances of like objects, and are not intended to imply that the objects so described must have a given order, either temporally, spatially, in ranking, or in any other manner.

While the invention has been described with respect to a limited number of embodiments, those skilled in the art, having benefit of the above description, will appreciate that other embodiments are contemplated within the scope of the invention as described herein. The disclosure of the present invention is intended to be illustrative, but not limiting, of the scope of the invention, which is defined by the appended claims.

Claims

1. A method for measuring and calculating the capacity of a main line of a high-speed railway under a middle station rail connection branch line scene is characterized in that the middle station rail connection branch line scene comprises a new line passing train occupying an existing departure rail connection scene and a new line passing train not occupying an existing departure rail connection scene; the method comprises the following steps:

According to different train tracking intervals corresponding to two kinds of track connecting scenes of the intermediate station track connecting branch lines, respectively calculating and obtaining interval passing capacity of the main line under the two kinds of track connecting scenes;

For the existing departure track receiving scene of a new line passing through a train occupying intermediate station, the calculation and acquisition of the train tracking interval based on various working conditions comprises the following steps:

；

in the method, in the process of the invention, Representing unit unification coefficients between parameters;， Indicating the distance travelled from the completion of train arrival/passage work at the station to the start of the inbound braking of the train, Indicating the distance of the train braking before the incoming signal,Representing a safety protection distance; indicating the distance travelled from arrival of the inbound signal to stop of the inbound when the train arrives at the inbound; representing the running speed of the train from the start of braking to the stop of the inbound station; Indicating the stop time of the train; indicating the distance between the intermediate station and the stop mark of the departure signal machine; representing the length of the train; representing the running speed of the train from departure to departure; Indicating the arrival operation time of the train handled by the station; representing the distance between a new line direction outbound annunciator of an intermediate station in the downlink direction and a first passing annunciator of an interval; Representing the running speed of the train from the departure to the departure of the train; indicating the passing operation time of the train handled by the station; indicating the passing speed of the train from the start of braking to the departure; indicating the passing running speed of the train from the start of braking to the time of the departure;

For the existing departure track receiving scene of the intermediate station which is not occupied by the new line passing train, the calculation and acquisition of the train tracking interval based on various working conditions comprises the following steps:

；

in the method, in the process of the invention, Representing unit unification coefficients between parameters;， Indicating the distance travelled from the completion of train arrival/passage work at the station to the start of the inbound braking of the train, Indicating the distance of the train braking before the incoming signal,Representing a safety protection distance; indicating the distance travelled from arrival of the inbound signal to stop of the inbound when the train arrives at the inbound; representing the speed of the train from the start of braking to the stop of the inbound station; Indicating the stop time of the train; indicating the distance between the intermediate station and the stop mark of the departure signal machine; representing the length of the train; indicating the speed of the train from departure to departure; Indicating the arrival operation time of the train handled by the station; representing the distance between a new line direction outbound annunciator of an intermediate station in the downlink direction and a first passing annunciator of an interval; indicating the speed of the train from the departure to the departure of the train; indicating the passing operation time of the train handled by the station; representing the distance between a downstream intermediate station entering signal machine and a new line connecting rail turnout; Representing the distance from a new line rail connecting turnout of a downstream intermediate station to an outbound signal machine in the new line direction; indicating the passing speed of the train from the start of braking to the departure; Indicating the speed of travel of the train through the period from the start of braking to the time of departure.

2. The method for measuring and calculating the capability of a main line of a high-speed railway in a middle station connection and branch line scene according to claim 1, wherein the distance travelled from reaching an inbound signal to stopping and stabilizing the inbound signal when the train enters the stationThe calculation is as follows:

；

3. The method for measuring and calculating the capacity of a main line of a high-speed railway in a scene of a connecting rail and a branch line of an intermediate station according to claim 1, wherein the interval passing capacity N of the intermediate station in each scene is obtained by calculating according to the following formula:

；

4. The method for measuring and calculating the capacity of a main line of a high-speed railway in a condition of a branch line of an intermediate station according to claim 1, wherein the intermediate station type is a two four-wire station type comprising two positive lines.

5. The system is characterized in that the intermediate station rail connection branch line scene comprises an existing departure rail connection scene occupied by a new line passing through a train and an existing departure rail connection scene unoccupied by the new line passing through the train; the system comprises: the existing outgoing line tracking interval calculation module is occupied, and the existing outgoing line tracking interval calculation module and the interval passing capability calculation module are not occupied; the occupied existing outgoing line tracking interval calculation module is connected with the interval through the capacity calculation module, and the unoccupied existing outgoing line tracking interval calculation module is connected with the interval through the capacity calculation module;

The existing departure track interval occupation calculation module is configured to acquire a train track interval by calculating based on various working conditions for a new line passing train to occupy an existing departure track scene; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

The unoccupied existing departure track interval calculation module is configured to calculate and acquire a train track interval based on various working conditions respectively for a new line passing train without occupying an existing departure track scene; wherein the multiple working conditions comprise different adjacent tracking relations between a new train and a new train, between the new train and an existing train; passing and stopping requirements of new line trains and existing line trains; and whether the new line train and the existing line train occupy the same departure line;

The interval passing capability calculation module is configured to calculate and acquire interval passing capability of the main line under the two track connecting scenes according to different train tracking intervals corresponding to the two track connecting scenes of the track connecting branch line of the intermediate station;

；

6. The system for measuring and calculating the capacity of a main line of a high-speed railway in a middle station connection and branch line scene according to claim 5, wherein the section passing capacity calculation module calculates and obtains the section passing capacity N of the middle station in each scene according to the following formula:

；

7. An electronic device, comprising: a memory; a processor; a computer program; wherein the computer program is stored in the memory and configured to be executed by the processor to implement the method of any one of claims 1 to 4.

8. A computer-readable storage medium, characterized in that a computer program is stored thereon; the computer program being executed by a processor to implement the method of any one of claims 1 to 4.