Collaborative Analysis of Dispatch Systems between High-Speed and Conventional Rail
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摘要: 为保证整个路网列车运行的效率与安全，基于列车计划运行图与实际运行图数据，提出了一种高速铁路与既有线调度指挥系统协同性评价体系与方法.首先，从跨线列车在衔接站的调度指挥流程出发，对高速铁路与既有线调度指挥协同性作用机理进行了系统地分析；其次，运用协同学理论研究了两系统在组织日常生产作业中的协同关系，并构建了两系统间的协同性评价指标体系；最后，基于协同分析矩阵理论建立了高速铁路与既有线调度指挥系统协同性评价模型，对两系统间协同化作业程度进行定量分析.研究结果表明：两系统间的整体协同程度为0.975，且衔接站的组织工作是否能够高效、有序的进行是影响系统间协同性的关键因素.Abstract: To ensure the efficiency and safety of trains in the railway network, an evaluation index system and a method for the collaborative analysis of dispatch systems between high-speed and conventional rail based on planned and actual railway timetable data is proposed. First, the daily coordination relationship between high-speed and conventional rail by studying the dispatch process of cross-line trains at the connect station was systematically analysed. Second, a synergetic theory was utilized to analyse the collaborative relationship between the two systems during daily operations, based on which a collaborative evaluation index system was constructed. Finally, a collaborative evaluation model between high-speed and conventional rail was established to perform a quantitative analysis on the degree of collaborative cooperation between the two systems based on a harmonious matrix. The results show that the collaborative degree between the two systems is 0.975 and efficiency as well as effectiveness of the operation at the connect station are the key factors that influence the collaborative relationship between these two dispatch systems.
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Key words:
- high-speed rail /
- conventional rail /
- train dispatch /
- synergetic theory /
- harmonious matrix
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图 1 高速铁路与既有线调度指挥系统协同性作业流程
Figure 1. Cooperative operation process of dispatch systems between high-speed and conventional rail
表 1 高速铁路与既有线调度指挥系统协同性评价指标体系
Table 1. The Collaborative evaluation index system of dispatch systems between high-speed and conventional rail
系统要素 评价指标要素 主要评价内容 高速铁路调度指挥系统 跨线列车运行状态(C1) 跨线列车接入前在高速铁路线路上运行时的运行状态:是否安全正常运行 本线列车产生的晚点增量(L1) 跨线列车接入后对高铁调度系统本线列车造成的额外平均晚点时间 衔接站到发线使用情况(A1) 跨线列车接入衔接站前到发线使用情况 动车组交路与乘务组交路变化情况(T1) 跨线列车在高速线路上运行时对动车组交路与乘务组交路的影响 跨线列车运行准点率(R1) 下行方向, 跨线列车在高铁线路上各站的正晚点情况 跨线列车日开行指标完成率(P1) 下行方向, 每日开行跨线列车对数指标完成情况 跨线列车在衔接站的停站作业时间(S1) 下行方向, 日开行所有跨线列车在衔接站的平均停站时间(包括调度指挥权限交接流程与办理旅客乘降业务以及列车检修作业流程) 既有线调度指挥系统 跨线列车运行状态(C2) 跨线列车接入后在既有线线路上运行时的运行状态:是否安全正常运行 本线列车产生的晚点增量(L2) 跨线列车接入后对既有线调度系统本线列车造成的额外平均晚点时间 衔接站到发线使用情况(A2) 跨线列车接入衔接站后对到发线使用情况的影响 动车组交路与乘务组交路变化情况(T2) 跨线列车在既有线路上运行时对机车交路与乘务组交路的影响 跨线列车运行准点率(R2) 上行方向, 跨线列车在沿途各站的正晚点情况 跨线列车日开行指标完成率(P2) 上行方向, 每日开行跨线列车对数指标完成情况 跨线列车在衔接站的停站作业时间(S2) 上行方向, 日开行所有跨线列车在衔接站的平均停站时间(包括调度指挥权限交接流程与办理旅客乘降业务以及列车检修作业流程) 
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表 2 高速铁路与既有线调度指挥系统的直接协同矩阵
Table 2. The direct synergy matrix of dispatch systems between high-speed and conventional rail
构成要素 L1/s L2/s R1 R2 P1 P2 S1/s S2/s L1/s 1.000 0.960 1.000 0.960 0.940 0.940 1.000 1.000 L2/s 1.000 1.000 1.000 1.000 0.980 0.980 1.000 1.000 R1 1.000 0.960 1.000 0.960 0.940 0.940 1.000 1.000 R2 1.000 1.000 1.000 1.000 0.980 0.980 1.000 1.000 P1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 P2 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 S1/s 0.670 0.650 0.670 0.650 0.640 0.640 1.000 0.750 S2/s 0.900 0.870 0.900 0.870 0.850 0.850 1.000 1.000
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表 3 高速铁路与既有线调度指挥系统的完全协同矩阵
Table 3. The full synergy matrix of dispatch systems between high-speed and conventional rail
构成要素 L1/s L2/s R1 R2 P1 P2 S1/s S2/s L1/s 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 L2/s 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 R1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 R2 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 P1 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 P2 1.000 1.000 1.000 1.000 1.000 1.000 1.000 1.000 S1/s 0.760 0.740 0.760 0.740 0.730 0.730 1.000 0.850 S2/s 1.000 0.990 1.000 0.990 0.970 0.970 1.000 1.000
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表 4 高速铁路与既有线调度指挥系统协同度
Table 4. The cooperative degree of dispatch systems between high-speed and conventional rail
构成要素 L1/s L2/s R1 R2 P1 P2 S1/s S2/s diH 0.970 0.968 0.970 0.968 0.966 0.966 1.000 0.981 diT 1.000 1.000 1.000 1.000 1.000 1.000 0.789 0.990 diD 0.970 0.968 0.970 0.968 0.966 0.966 1.000 0.990
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