CN110386168B - Train turning back control method and system - Google Patents
Train turning back control method and system Download PDFInfo
- Publication number
- CN110386168B CN110386168B CN201810356146.8A CN201810356146A CN110386168B CN 110386168 B CN110386168 B CN 110386168B CN 201810356146 A CN201810356146 A CN 201810356146A CN 110386168 B CN110386168 B CN 110386168B
- Authority
- CN
- China
- Prior art keywords
- train
- dispatched
- controlling
- platform
- module
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
- 238000000034 method Methods 0.000 title claims abstract description 30
- 230000001174 ascending effect Effects 0.000 claims abstract description 22
- 238000001514 detection method Methods 0.000 claims description 6
- 230000001360 synchronised effect Effects 0.000 abstract 1
- 238000013459 approach Methods 0.000 description 5
- 238000013461 design Methods 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000012986 modification Methods 0.000 description 2
- 230000004048 modification Effects 0.000 description 2
- 238000004904 shortening Methods 0.000 description 2
- 230000001131 transforming effect Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 1
- 230000007547 defect Effects 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- PLAIAIKZKCZEQF-UHFFFAOYSA-N methyl 6-chloro-2-oxo-3h-1,2$l^{4},3-benzodithiazole-4-carboxylate Chemical compound COC(=O)C1=CC(Cl)=CC2=C1NS(=O)S2 PLAIAIKZKCZEQF-UHFFFAOYSA-N 0.000 description 1
- 230000008520 organization Effects 0.000 description 1
- 238000002407 reforming Methods 0.000 description 1
- 238000011144 upstream manufacturing Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L23/00—Control, warning or like safety means along the route or between vehicles or trains
- B61L23/08—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only
- B61L23/14—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated
- B61L23/18—Control, warning or like safety means along the route or between vehicles or trains for controlling traffic in one direction only automatically operated specially adapted for changing lengths of track sections in dependence upon speed and traffic density
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/20—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Train Traffic Observation, Control, And Security (AREA)
Abstract
The invention discloses a method and a system for controlling train turn-back. The control method comprises the following steps: and controlling the first train to be dispatched on the first return rail to dispatch to the ascending platform, and controlling the train to stop at the descending platform to the second return rail to wait for dispatching. According to the invention, the waiting of departure from the stop train to the return rail and the synchronous operation of departure of the train to the ascending platform are carried out, compared with a single return mode, the return interval between the trains is greatly shortened, and the efficiency is greatly improved.
Description
Technical Field
The invention relates to the field of rail transit control, in particular to a method and a system for controlling train turning back of a double-folded rail-returning station type alternate turning back train.
Background
At present, in a rail transit line, a train generally adopts a single turn-back mode, namely a first train can only get in after getting in and out of a station, and then a second train can get in, so that the turn-back interval of the train is longer and the efficiency is lower.
In the process of the rail transit line from opening to mature operation, the passenger flow volume is continuously increased, the passenger carrying capacity or overload rate of 100-150% of passenger trains in the early peak period of a plurality of lines becomes a normal state, and the carrying capacity of the line transportation reaches or approaches the bottleneck, so that the purpose of increasing the energy cannot be achieved by opening the trains.
Under the condition that the possibility of increasing station wiring, changing platform layout, optimizing turnout and track circuit configuration, upgrading signal system and reforming existing underground civil engineering tunnel, line, electromechanical and other hardware configuration is almost zero, the problem of the capability bottleneck of line return is solved, and the train return efficiency is improved.
Disclosure of Invention
The invention aims to overcome the defects that in the prior art, the train is in a single turn-back mode, so that the turn-back interval of the train is longer and the efficiency is lower, and provides a train turn-back control method and a train turn-back control system which can improve the turn-back capability under the condition that the hardware configuration of the existing underground civil engineering tunnel, line, electromechanical system and the like is not changed.
The invention solves the technical problems through the following technical scheme:
a control method of train reentry, the control method comprising:
and controlling a first train to be dispatched on the first return rail to dispatch to the ascending platform, and simultaneously controlling a stop train on the descending platform to dispatch to the second return rail to wait for dispatching.
Preferably, the control method further includes:
and controlling a second train to be dispatched on the second return rail to dispatch to the ascending platform, and simultaneously controlling a stop train on the descending platform to dispatch to the first return rail to wait for dispatching.
Preferably, when the stop train of the downlink platform is controlled to wait for departure from the first return rail or the second return rail, the train to be entered of the downlink platform is controlled to enter the station.
Preferably, the step of controlling the train to be pulled in at the downlink station specifically includes:
calculating the train distance between the train to be entered and the train to be stopped;
and when the distance between the trains reaches a tracking distance threshold value, controlling the train to be entered to decelerate.
Preferably, before the step of controlling the second train to be dispatched on the second return rail to dispatch to the uplink station, the method further includes:
judging whether the first train to be dispatched goes out of a turnout or not;
and if so, executing the step of controlling the second train to be dispatched to dispatch.
Preferably, the step of controlling the second train to be dispatched on the second return rail to dispatch to the ascending platform specifically includes:
calculating the train distance between the first train to be dispatched and the second train to be dispatched;
and when the train distance reaches a tracking distance threshold value, controlling the second train to be dispatched to decelerate.
The invention also provides a train turning back control system, which comprises: a control module;
the control module is used for controlling a first train to be dispatched on the first return rail to dispatch to the ascending platform and controlling a stop train on the descending platform to wait for dispatching to the second return rail.
Preferably, the control module is further configured to control a second train to be dispatched on the second return rail to dispatch to the ascending station, and control a stop train on the descending station to wait for dispatch to the first return rail.
Preferably, the control module is further configured to control the train to be entered at the downlink platform to enter when the train to be stopped at the downlink platform waits for departure from the first return rail or the second return rail.
Preferably, the control system further comprises: the device comprises a first calculation module, a first judgment module and a first speed regulation module;
the first calculation module is used for calculating the train distance between the train to be entered and the train to be stopped;
and when the first judging module judges that the distance between the trains reaches a tracking distance threshold value, calling the first speed adjusting module to control the train to be pulled to run at a reduced speed.
Preferably, the control system further comprises: a detection module;
the detection module is used for calling the control module to control the second train to be dispatched to dispatch when the first train to be dispatched to clear the turnout.
Preferably, the control system further comprises: the second calculation module, the second judgment module and the second speed regulation module;
the second calculation module is used for calculating the train distance between the first train to be dispatched and the second train to be dispatched;
and when the second judging module judges that the distance between the trains reaches a tracking distance threshold, calling the second speed adjusting module to control the second train to be dispatched to decelerate and run.
The positive progress effects of the invention are as follows: according to the invention, the stop train of the descending platform to the return rail waits for departure and the departure of the train to the ascending platform are synchronously carried out, compared with a single return mode, the return interval between the trains is greatly shortened, and the efficiency is greatly improved.
Drawings
Fig. 1 is a schematic structural diagram of a station type of a double-folded return rail after station.
Fig. 2 is a first flowchart of a train turning back control method according to embodiment 1 of the present invention.
Fig. 3 is a second flowchart of a train turning back control method according to embodiment 1 of the present invention.
FIG. 4 is a single run intersection.
Fig. 5 is a block diagram of a train turnaround control system according to embodiment 2 of the present invention.
Detailed Description
The invention is further illustrated by the following examples, which are not intended to limit the scope of the invention.
Example 1
In the train folding control method of the embodiment, for the station type of the post-station double-folding return track, as shown in fig. 1, when the receiving (or departure) route of one return track 1 and the departure (or receiving) route of the other return track 1 are parallel routes, two operations of receiving and departure can be performed simultaneously because they do not interfere with each other. For convenience of description, the two return rails will be described as a first return rail and a second return rail, respectively. Of course, the "first" and "second" in the first return rail and the second return rail have no practical meaning, and serve only for distinction.
As shown in fig. 2, the control method of the present embodiment includes the following steps:
and step 110, controlling a first train to be dispatched on the first return rail to dispatch to the uplink platform, and controlling a stop train on the downlink platform to dispatch to the second return rail to wait for dispatching.
In this embodiment, the stop train at the downstream platform to the return rail waits for departure and the train departure is performed synchronously to the upstream platform, and compared with a single return mode (a first train can only enter after entering and departing), the efficiency of the train return control method of this embodiment is greatly improved, and the return interval between trains is greatly shortened.
And step 120, controlling a second train to be dispatched on the second return rail to dispatch to the ascending platform, and simultaneously controlling a stop train on the descending platform to dispatch to the first return rail to wait for dispatching.
In this embodiment, adopt the driving of turning back in turn to organize the order, the rail of turning back has the train all the time in advance, realizes that the rail of turning back sends out in advance, satisfies the design demand that the train closely tracked. Under the conditions of not changing station stopping time, not transforming line equipment and the like, the method can greatly shorten the train departure time interval, effectively improve the train turning back efficiency, achieve the aim of increasing the train application number to increase the energy and improve the operation capacity of the rail transit line.
Preferably, as shown in fig. 3, in step 110 and step 120, when the train at the station at the descending station is controlled to wait for departure from the first retracing rail or the second retracing rail, the train at the station at the descending station is also controlled to arrive at the station.
Therefore, the train to enter the station, the train to stop the station and the train to return to the return rail to wait for departure and the train to be departed are carried out simultaneously, the return interval is further shortened, and the return efficiency is improved. It should be noted that, when a train to be pulled enters the station, the state of the train is changed into a train to be stopped; when the train stops to the return rail, the state of the train is the train to be dispatched; when the train to be dispatched is dispatched, the state is the running train.
In order to ensure that a train waiting to enter the station enters the station, stops the station, waits for departure to the return rail and simultaneously sends the train to the train waiting to be dispatched, the safety problem between the trains is that the turnout is controlled according to the sequence of alternately returning and organizing the train, and a differentiated train control mode is adopted, and the method is specific:
before step 120, the method further includes:
and step 111, judging whether the first train to be dispatched is clear of the turnout.
If not, returning to the step 111, and continuously judging whether the first train to be dispatched goes out of the turnout clearly. If yes, go to step 120.
and step 120-1, starting a second train to be dispatched to the ascending platform, controlling a stop train of the descending platform to the first return rail to wait for dispatching, and controlling a train to be dispatched of the descending platform to enter.
And step 120-2, calculating the train distance between the first train to be dispatched and the second train to be dispatched.
And step 120-3, judging whether the train distance reaches a tracking distance threshold value.
The tracking distance threshold value is the distance between the first train to be dispatched and the second train to be dispatched for safe driving. It should be noted that the tracking distance threshold is not a constant value, and is adjusted in real time according to different train states.
If the determination in step 120-3 is yes, step 120-4 is performed. If not, the step returns to the step 120-2 to continue to calculate the train distance.
And step 120-4, controlling the second train to be dispatched to run at a reduced speed.
If the distance between the second train to be dispatched and the first train to be dispatched approaches the nearest safety distance, the speed of the second train to be dispatched is controlled to be reduced to 0 in the step 120-4, that is, the second train to be dispatched is controlled to stop, and the safety distance between the two trains is ensured to be kept all the time. Wherein the closest safe distance is less than the tracking distance threshold.
Preferably, in step 110 and step 120, the train to be entered controlling the descending platform can also adopt a differential train control manner. Specifically, the step of controlling the train to be pulled in of the downlink platform includes:
calculating the train distance between a train to be entered at the downlink platform and a train stopped at the downlink platform;
and when the distance between the trains reaches the tracking distance threshold value, controlling the train to be arrived to run at a reduced speed. Similarly, if the distance between the train to be entered and the train to be stopped approaches the nearest safe distance, the speed of the train to be entered is controlled to be reduced to 0, namely, the second train to be issued is controlled to stop.
In this embodiment, two trains to be dispatched are dispatched after a rear train exits a turnout zone at a front train and a turnout is in a correct position, and the rear train adopts a speed control mode different from that of the front train and simultaneously adopts a mode of allowing the rear train to stop outside the station, and the train to be dispatched continues to track after the interlocking condition is met, so that safe running on the premise of shortening the turn-back interval as much as possible is ensured. Therefore, the differentiated vehicle control mode is adopted, so that the driving safety is ensured, the close tracking between two trains is ensured, and the turn-back interval is shortened.
For a better understanding of the improvement of the present invention over the prior art, a specific example of a double reentrant rail alternating reentry traffic sequence is given below:
the initial condition is that the pre-stored train A (the train waiting for departure in the current state) on the first return rail, the second return rail has no train, the downlink platform is connected to the train B (the train stopping in the current state), and the uplink platform has no train.
Alternate turn-back sequence:
step 1: the descending platform train B to the second retracing rail waits for departure, and simultaneously the first retracing rail train A leaves the ascending platform after stopping, at the moment, the descending platform is connected to the train C (the current state is the train waiting for arrival).
It should be noted that when the train B travels to the second return track, the state is the train to be dispatched; when the train C enters the down platform, the state is the stop train.
Step 2: and the descending platform train C waits for departure from the first retracing track, the second retracing track train B leaves the platform after stopping to the ascending platform, and meanwhile the descending platform is connected to the train D (the train to be entered is in the current state).
It should be noted that when the train C runs to the first return track, the train C is in a state of waiting for departure; when the train D enters the down platform, the state is the stop train.
And 3, step 3: and after the train B leaves the ascending platform clearly, the train C enters the ascending platform and leaves after stopping, and meanwhile, the descending platform is connected to the train E.
It should be noted that when the train D runs to the second return rail, the state is the train to be dispatched; when the train E enters the descending platform, the state is the stop train.
And 4, step 4: and the descending platform train E waits for departure from the first retracing rail, the second retracing rail train D leaves the ascending platform after stopping, and the descending platform is connected to the train F.
It should be noted that when the train E runs to the first return rail, the state is the train to be dispatched; when the train F enters the down platform, the state is the stop train.
And 5, step 5: and after the train D leaves the ascending platform clearly, the train E enters the ascending platform and leaves after stopping.
It should be noted that, when the train F travels to the second return rail, the state is the train to be dispatched.
And the alternating turning back between the trains is realized by the circulation.
It can be seen from the above specific examples that, in this embodiment, it is always ensured that the retracing rail has a pre-stored train, so that the train to be dispatched on the retracing rail can be dispatched in advance, and the preceding train can be closely tracked. In addition, the route of the second return rail accessed to the train and the departure route of the first return rail are parallel routes, so that the second return rail is always in a pre-storage state, and the return interval of the train entering the second return rail is shortened.
It is assumed that, taking a CBTC system (Communication Based Train Control system) commonly used in urban rail transit and 6-section marshalling a-type vehicles as an example, the Train is a 6-section marshalling, the length of the Train is 140m, the corresponding travel time of the Train at different positions of the line in the figure is as shown in table 1, and the route transaction time including the operation of the switch is 13s.
TABLE 1 statistical table of train running position and running time
| Serial number | Train operating position | Running time(s) |
| 1 | The train stops stably from the station entering and receiving interference point to the platform | 25 |
| 2 | Time of station stop | 30 |
| 3 | The train is dispatched from the platform to the clear cross-over turnout area | 45 |
| 4 | The train stops from the clear turnout area to the return rail | 5 |
| 5 | Time for changing head of |
15 |
| 6 | The train is sent from the return rail to the clear cross-over turnout area | 35 |
| 7 | The train stops stably from the clear turnout area to the |
15 |
If the train uses the second retracing rail or the first retracing rail to perform single retracing at the first station, the second retracing rail is used for performing single retracing. After the front vehicle leaves the turn-back rail and turnout area for 13s, the turnout is rotated to the position, the station entering and vehicle receiving enter path transaction is completed, the rear vehicle drives into the turn-back rail from the station departure, and the turn-back interval is 113s.
If a method for storing the train in the turning back track is adopted, because the train is always in the pre-storing state on the first turning back track, after the train sent by the second turning back track goes out of the turnout area and the turnout rotates in place, the first turning back track sends out the train to closely track the front train, and the turning back interval can be shortened to 60s. After the train of the first retracing rail departure leaves the crossing turnout area and the turnout rotates in place, the train of the second retracing rail departs, and the retracing interval is 106s.
Therefore, the average turn-back interval of the method for prestoring the train by adopting the turn-back rail is 83s, compared with the turn-back interval 113s of a single turn-back mode, the turn-back interval is obviously shortened, and the turn-back capability is greatly improved.
For the whole line, the method of the invention can greatly improve the carrying capacity of the line, effectively relieve the contradiction between the running capacity of the line and the transportation requirement, and improve the comprehensive service level of networked operation.
Taking a single-operation intersection as an example, referring to fig. 4, assuming that the total length of the line is 40km, the travel speed is 35km/h, if a single return mode is adopted, the return interval is 113s, and the number of trains which are used by all lines of the uplink and the downlink is 72; if the alternating turn-back mode of the invention is adopted, the average turn-back interval is 83s, the number of trains which are used by the whole lines of the uplink and the downlink is 98, the number of trains used by the lines is increased by 26 compared with the original number, and the transport capacity is improved by 36 percent.
Example 2
As shown in fig. 5, the train folding back control system according to the present embodiment is directed to a post-station type double-folding back track, and includes: the device comprises a control module 11, a first calculation module 12, a first judgment module 13, a first speed regulation module 14, a detection module 15, a second calculation module 16, a second judgment module 17 and a second speed regulation module 18.
The control module is used for controlling a first train to be dispatched on the first return rail to dispatch to the ascending platform and controlling a stop train on the descending platform to dispatch to the second return rail to wait for dispatching.
In this embodiment, the control module controls the stop train of the downlink platform to wait for departure on the return rail and the departure of the train to the uplink platform to be performed synchronously, and compared with a single return mode, the efficiency of the train return control method of this embodiment is greatly improved, and the return interval between trains is greatly shortened.
The control module is also used for controlling a second train to be dispatched on the second return rail to dispatch to the ascending platform and controlling a stop train on the descending platform to wait for dispatching to the first return rail.
In this embodiment, adopt the driving of turning back in turn to organize the order, the rail of turning back has the train all the time in advance, realizes that the rail of turning back sends out in advance, satisfies the design demand that the train closely tracked. Under the conditions of not changing station stopping time, not transforming line equipment and the like, the method can greatly shorten the train departure time interval, effectively improve the train turning back efficiency, achieve the aim of increasing the train application number to increase the energy and improve the operation capacity of the rail transit line.
Furthermore, the control module is also used for controlling the train to be entered at the downlink platform to enter when the train to be stopped at the downlink platform waits for departure from the first return rail or the second return rail.
Therefore, the train to be entered enters the station, stops the station, waits for departure from the station to the return rail and departs from the station to be departed to the ascending station at the same time, the return interval is further shortened, and the return efficiency is improved.
In order to ensure the safety problem that a train waiting to enter the station enters the station, stops the station, waits for departure from the station to a return rail and simultaneously issues the train to be dispatched, turnouts are controlled according to an alternating return driving organization sequence, and a differentiated control mode is adopted, specifically:
the detection module is used for calling the control module to control the second train to be dispatched to dispatch when detecting that the first train to be dispatched is clear of the turnout.
When the second train to be dispatched is started, the second calculation module is used for calculating the train distance between the first train to be dispatched and the second train to be dispatched; and when the second judging module judges that the distance between the trains reaches the tracking distance threshold value, calling a second speed adjusting module to control the second train to be dispatched to decelerate and run. And when the distance between the trains approaches the nearest safe distance, controlling the second train to be dispatched to stop.
In this embodiment, the first calculation module is configured to calculate a train distance between a train to enter and a train to stop. And when the first judging module judges that the distance between the trains reaches the tracking distance threshold value, calling the first speed adjusting module to control the train to be stopped to decelerate. And when the distance between the trains approaches the nearest safety distance, controlling the train to be parked to stop.
In this embodiment, two trains to be dispatched are performed, the rear train is dispatched after the front train leaves a switch clear area and the switch is in a correct position, the rear train adopts a speed control mode different from that of the front train, and meanwhile, the rear train is allowed to stop outside the station, and after the interlocking condition is met, the tracking is continued, so that the safe running on the premise of shortening the turn-back interval as much as possible is ensured. Therefore, the differentiated vehicle control mode is adopted, so that the driving safety is ensured, the close tracking between two trains is ensured, and the turn-back interval is shortened.
While specific embodiments of the invention have been described above, it will be appreciated by those skilled in the art that this is by way of example only, and that the scope of the invention is defined by the appended claims. Various changes and modifications to these embodiments may be made by those skilled in the art without departing from the spirit and scope of the invention, and these changes and modifications are within the scope of the invention.
Claims (4)
1. A method for controlling train turnaround, the method comprising:
controlling a first train to be dispatched on the first return rail to dispatch to the uplink platform, and simultaneously controlling a stop train on the downlink platform to dispatch to the second return rail to wait for dispatching;
the control method further comprises the following steps:
controlling a second train to be dispatched on the second return rail to dispatch to the ascending platform, and simultaneously controlling a stop train on the descending platform to dispatch to the first return rail to wait for dispatching;
controlling the train to be entered of the downlink platform to enter when the stop train of the downlink platform arrives at the first return rail or the second return rail and waits for departure;
the method comprises the following steps of controlling the arrival of a train to be entered at a downlink platform, and specifically comprises the following steps:
calculating the train distance between the train to be entered and the train to be stopped;
when the distance between the trains reaches a tracking distance threshold value, controlling the train to be entered to run at a reduced speed;
calculating the train distance between the first train to be dispatched and the second train to be dispatched;
and when the train distance reaches a tracking distance threshold value, controlling the second train to be dispatched to decelerate.
2. The method for controlling train turnaround according to claim 1, wherein before the step of controlling the second train to be launched on the second turnaround rail to be launched to the uplink platform, the method further comprises:
judging whether the first train to be dispatched goes out of the turnout clearly;
and if so, executing the step of controlling the second train to be dispatched to dispatch.
3. A control system for train reentry, the control system comprising: a control module;
the control module is used for controlling a first train to be dispatched on the first return rail to dispatch to the ascending platform and controlling a stop train on the descending platform to wait for dispatching to the second return rail;
the control module is also used for controlling a second train to be dispatched on the second return rail to dispatch to the uplink platform and simultaneously controlling a stop train on the downlink platform to dispatch to the first return rail to wait for dispatching;
the control module is also used for controlling the train to be entered of the downlink platform to enter when the train to be stopped of the downlink platform waits for departure from the first return rail or the second return rail;
the control system further comprises: the device comprises a first calculation module, a first judgment module and a first speed regulation module;
the first calculation module is used for calculating the train distance between the train to be entered and the train to be stopped;
when the first judging module judges that the distance between the trains reaches a tracking distance threshold value, the first speed adjusting module is called to control the train to be entered to run at a reduced speed
The control system further comprises: the second calculation module, the second judgment module and the second speed regulation module;
the second calculation module is used for calculating the train distance between the first train to be dispatched and the second train to be dispatched;
and when the second judging module judges that the distance between the trains reaches a tracking distance threshold, calling the second speed adjusting module to control the second train to be dispatched to decelerate and run.
4. The train turnaround control system of claim 3, further comprising: a detection module;
the detection module is used for calling the control module to control the second train to be dispatched to dispatch when the first train to be dispatched to clear the turnout.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810356146.8A CN110386168B (en) | 2018-04-19 | 2018-04-19 | Train turning back control method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201810356146.8A CN110386168B (en) | 2018-04-19 | 2018-04-19 | Train turning back control method and system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN110386168A CN110386168A (en) | 2019-10-29 |
| CN110386168B true CN110386168B (en) | 2022-11-01 |
Family
ID=68282689
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201810356146.8A Active CN110386168B (en) | 2018-04-19 | 2018-04-19 | Train turning back control method and system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN110386168B (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN113581258B (en) * | 2021-07-13 | 2022-09-02 | 交控科技股份有限公司 | Method and system for improving turn-back capability of urban rail transit |
| CN114475723B (en) * | 2021-12-30 | 2024-04-30 | 交控科技股份有限公司 | Post-station turn-back method and device, electronic equipment and readable storage medium |
Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101659269A (en) * | 2009-09-01 | 2010-03-03 | 卡斯柯信号有限公司 | Display method of operating condition of Y-shaped urban railway transport routes |
Family Cites Families (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| KR101378458B1 (en) * | 2012-11-22 | 2014-03-27 | 한국철도기술연구원 | Train operating system |
| CN205203003U (en) * | 2013-12-27 | 2016-05-04 | 王冠军 | System for turn back before realizing urban rail transit station |
| CN104401329B (en) * | 2014-10-30 | 2016-11-30 | 北京交控科技股份有限公司 | Bifilar road automatic recurving control method and device before a kind of station |
| CN106004886B (en) * | 2016-05-31 | 2018-04-17 | 中铁第四勘察设计院集团有限公司 | A kind of track traffic transition station distributing system and its operation method |
-
2018
- 2018-04-19 CN CN201810356146.8A patent/CN110386168B/en active Active
Patent Citations (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101659269A (en) * | 2009-09-01 | 2010-03-03 | 卡斯柯信号有限公司 | Display method of operating condition of Y-shaped urban railway transport routes |
Also Published As
| Publication number | Publication date |
|---|---|
| CN110386168A (en) | 2019-10-29 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US8682511B2 (en) | Method for platooning of vehicles in an automated vehicle system | |
| CN101934807B (en) | Train control system-based mobile authorization calculating method | |
| Ding et al. | Improving transit service quality and headway regularity with real-time control | |
| CN104742913B (en) | Realize the system and method turned back before city rail traffic station | |
| CN110406567B (en) | Train control system and method for large and small road crossing | |
| WO2011086629A1 (en) | Operation support device and automatic operation device | |
| CN109484437B (en) | Method for analyzing cross turn-back capability before station based on train-vehicle communication train control system | |
| CN113353122B (en) | Control method of virtual coupling high-speed train under brake force failure of tracking train | |
| CN108891423B (en) | Track line structure of reserved branch line condition | |
| CN114604294B (en) | Dealing with unidirectionality in conjunction with virtual marshalling techniques train operation adjusting method for interrupt scene | |
| CN108639067A (en) | A kind of rail traffic side island combines the station structure that integrates with | |
| CN106864487B (en) | Train DAS (Driver Assistant System) based on main line railway traction power supply status information | |
| CN110386168B (en) | Train turning back control method and system | |
| CN101428619A (en) | Railbus traffic system | |
| JPH10167070A (en) | Train information transmitting method, train speed control method, and train control system | |
| CN109774746A (en) | A kind of docking control method, device and the medium of train | |
| CN205203003U (en) | System for turn back before realizing urban rail transit station | |
| CN109774745A (en) | A kind of Splitting Control of train, device and medium | |
| KR100733974B1 (en) | Minimum interference route determination system of a small tracked vehicle | |
| CN110198881A (en) | Train control system, train controller and Train control method | |
| CN112907116B (en) | Method and system for scheduling multiple trackless vehicles of amusement item | |
| CN112429039B (en) | Track section dividing method | |
| CN107472257A (en) | A kind of continuous type combined type bus and its operating scheme | |
| JP4436073B2 (en) | Railway vehicle operation method and operation system | |
| CN110979385A (en) | Operation system for getting on and off passengers without stopping for high-speed rail |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |