CN110525485B - Back-off locking control method and control system - Google Patents
Back-off locking control method and control system Download PDFInfo
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- CN110525485B CN110525485B CN201910689629.4A CN201910689629A CN110525485B CN 110525485 B CN110525485 B CN 110525485B CN 201910689629 A CN201910689629 A CN 201910689629A CN 110525485 B CN110525485 B CN 110525485B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/04—Electrical locking and release of the route; Electrical repeat locks
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L21/00—Station blocking between signal boxes in one yard
- B61L21/06—Vehicle-on-line indication; Monitoring locking and release of the route
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Abstract
The invention provides a method and a system for controlling a return route locking, which comprises the steps of detecting whether a locomotive running instruction contains a return route instruction or not, and executing a processing step according to a detection result, wherein the processing step comprises the following steps: if the locomotive running instruction contains a turn-back approach instruction, detecting the position of the locomotive in real time, handling the turn-back approach of the locomotive according to the position of the locomotive, and controlling turnout locking according to the position of the locomotive and the turn-back approach; and if the locomotive running instruction does not contain the retrace entry instruction, terminating the processing step. The invention can avoid the situations of fork squeezing, lane dropping, side rushing and the like caused by turning around after a driver crosses over a turning-around point, ensures that the driver can turn around at any position crossing over the turning-around point, lowers the overall requirements on the skills, the matching and other work of the driver and an attendant, and effectively avoids the situation that the driver is not familiar with the station type and the turning-around point is not clear to cause the locomotive to run over the turning-around point to influence the returning of the locomotive.
Description
Technical Field
The invention belongs to the technical field of railway control, and particularly relates to a way-returning locking control method and a control system.
Background
At present, the returning work of the locomotive is mostly manually transacted with an access through an interlocking system, wherein, in order to strengthen precaution, a vehicle-machine joint control mode is adopted, the driver stops after a returning point by virtue of the experience of the driver, and the driver is manually locked when the driver passes the returning point and does not stop in a manual staring control mode.
However, the operation according to the turning-back point completely depends on personal qualities of a driver, and when the driver is neglected, the shunting driver can go forward beyond the turning-back point, and the reason of the situation is that the shunting driver is of a shift, is not familiar with the standing type, and can also snows, so that some marks on the ground are fuzzy, and the driver can be careless. Once the locomotive passes the turning point and continues to run, the interlocking system follows a normal operation procedure, when a driver passes the turning point, the turning route is handled, the switch on the turning route is likely to be occupied by other routes because the switch on the turning route is already unlocked, and if the switch returns, the switch can be extruded, the switch is turned off, or the switch is laterally rushed with other switches.
Therefore, a method or a system for locking the turnout according to the turning back condition of the locomotive is needed, so that the turning back safety of the locomotive is ensured, and the difficulty of related operations is reduced.
Disclosure of Invention
In view of the above problems, the present invention provides a method for controlling a route return lock, which includes detecting whether a locomotive operation command includes a route return command, and executing a processing step according to a detection result, wherein the processing step includes:
if the locomotive running instruction contains a turn-back approach instruction, detecting the position of the locomotive in real time, handling the turn-back approach of the locomotive according to the position of the locomotive, and controlling turnout locking according to the position of the locomotive and the turn-back approach;
and if the locomotive running instruction does not contain the retrace entry instruction, terminating the processing step.
Preferably, the locomotive operation command is sent to the interlocking system by the existing locomotive system.
Preferably, the interlock system provides locomotive location information from which the locomotive location is determined.
Preferably, the controlling switch locking according to the locomotive position and the reentry route comprises:
when the locomotive crosses a turnout after the turning point, turning back an approach from the turning point to a target station track is handled, and the turnout occupied by the locomotive is locked singly;
when the locomotive crosses the reverse annunciator behind the turning point, transacting an access between the reverse annunciator behind the turning point and the turning point, and unlocking a single-lock turnout between the reverse annunciator behind the turning point and the turning point;
and when the locomotive is clear, unlocking the single-lock turnout.
Preferably, the turning point is a position where a first signal machine on the turning route is located.
A way-returning locking control system comprises an instruction detection module, a position detection module and an instruction output module;
the command detection module is used for detecting whether the locomotive running command contains a reentry route command;
the position detection module is used for detecting the position of the locomotive in real time when the command detection module detects that the locomotive running command contains a return access command;
and the instruction output module is used for handling a retracing route of the locomotive according to the position of the locomotive and controlling turnout locking according to the position of the locomotive and the retracing route.
Preferably, the back-off locking control system interacts with the instruction layer.
Preferably, the command detection module is connected with the command layer and is used for detecting whether the locomotive running command received by the command layer contains a reentry route command.
Preferably, the position detection module is connected with an interlocking system, the position detection module acquires locomotive position information through the interlocking system, and the position detection module detects the position of the locomotive according to the locomotive position information.
Preferably, the instruction output module is connected with the instruction layer, and the instruction output module is used for sending a retrace route instruction to the instruction layer so as to handle a retrace route of the locomotive; and the instruction output module is also used for sending the turnout locking instruction to the instruction layer so as to control turnout locking.
The invention has the beneficial effects that:
the invention can avoid the situations of fork squeezing, lane dropping, side rushing and the like when the driver turns back after crossing the turning point, ensures that the driver can turn back at any position crossing the turning point, lowers the overall requirements on the skills, the matching and other work of the driver and an attendant, and effectively avoids the situation that the locomotive passes the turning point and influences the returning of the locomotive caused by unclear turning back point due to unfamiliarity of the driver with the station type;
the use of the back-off locking control system of the invention depends on the existing equipment, and does not cause waste in the use of the equipment.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the embodiments or the prior art will be briefly described below, and it is obvious that the drawings in the following description are some embodiments of the present invention, and those skilled in the art can also obtain other drawings according to the drawings without creative efforts.
FIG. 1 is a flow chart illustrating a method of exit lock control according to an embodiment of the present invention;
FIG. 2 illustrates a schematic diagram of a yard handling a shunting route in accordance with an embodiment of the present invention;
FIG. 3 illustrates a schematic diagram of a train occupying a shunting route, in accordance with an embodiment of the present invention;
FIG. 4 shows a schematic view of a shunting machine crossing a turnback point in accordance with an embodiment of the present invention;
FIG. 5 is a schematic diagram illustrating the clearing of a reentry route after a switch crosses a reentry point according to an embodiment of the present invention;
FIG. 6 illustrates a schematic diagram of a switch occupying a reentry route according to an embodiment of the present invention;
FIG. 7 is a schematic diagram illustrating automatic clearing of a D671 to D679 route by a locomotive over a second signal in accordance with an embodiment of the present invention;
FIG. 8 is a schematic diagram illustrating automatic unlocking of a switch after clearing of a single-lock switch according to an embodiment of the present invention;
FIG. 9 is a schematic diagram of a control system for a fallback lock according to an embodiment of the present invention;
FIG. 10 is a block diagram illustrating the operation of the fallback lockout control system according to an embodiment of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Fig. 1 is a flowchart illustrating a method for controlling a route return lock, and as shown in fig. 1, the method for controlling a route return lock includes determining whether a locomotive operation command includes a route return command, and performing processing steps according to a detection result, the processing steps including:
if the locomotive running instruction contains a turn-back approach instruction, detecting the position of the locomotive in real time, handling the turn-back approach of the locomotive according to the position of the locomotive, and controlling turnout locking according to the position of the locomotive and the turn-back approach;
and if the locomotive running instruction does not contain the retrace entry instruction, terminating the processing step.
And the locomotive running instruction is sent to the interlocking system by the existing locomotive system.
It should be noted that the locomotive position refers to a position occupied by the locomotive together with its attached car.
The interlock system provides locomotive position information, and the locomotive position is determined through the locomotive position information. Specifically, the interlock system may display the occupancy of the light segment by the locomotive to determine the occupancy location of the locomotive and thus the location of the locomotive.
The locomotive position comprises the position of a turnout after the locomotive passes through a turning point, the position of a reverse signal after the locomotive passes through the turning point and the position of a single-lock turnout of the locomotive. The turning point is the position where the first signal machine on the turning entry is located.
It should be noted that the locomotive crossing the turning point means that the locomotive together with its attached cars crosses the turning point.
Controlling switch locking based on the locomotive position and the reentry route comprises:
when the locomotive crosses a turnout after the turning point, turning back an approach from the turning point to a target station track is handled, and the turnout occupied by the locomotive is locked singly;
when the locomotive crosses the reverse annunciator behind the turning point, transacting an access between the reverse annunciator behind the turning point and the turning point, and unlocking a single-lock turnout between the reverse annunciator behind the turning point and the turning point;
and when the locomotive is clear, unlocking the single-lock turnout.
As an exemplary illustration of the invention, the locomotive position obtains the light segment occupancy of the locomotive through the interlock system to determine the current position of the locomotive.
When the locomotive is detected to cross the turning point (the first reverse signal machine), the locomotive is immediately tracked to receive the train, and if the turnout outside the turning point is occupied, the train is immediately locked. For example, after the system detects that the locomotive crosses a turning point, the system occupies a turning route and immediately performs unidirectional locking of a turning route turnout.
When the system detects that the locomotive crosses the reverse annunciator, the system immediately transacts the route.
When the system detects that the locomotive crosses the reverse second signal, the system automatically transacts the reentry route.
In the following, an exemplary description will be given with respect to a locomotive taking 6 cars from the upper marshalling yard 28 track and sending the cars to the upper marshalling yard 25 track.
First, the marshalling station integrated automation control system (CIPS) makes a single hook schedule with a reentry route, the single hook schedule being shown in table 1:
TABLE 1 Single hook Schedule
| Serial number | Track for stock | Enter/return | Number of vehicles |
| 1 | 28 track | Into | 6 |
| 2 | 25 track | Return to | 6 |
As shown in table 1, the single hook plan takes 6 cars from the 28-track of the upstream marshalling yard and sends the cars to the 25-track of the upstream marshalling yard, the 28-track and the 25-track belong to two parallel tracks, and after shunting the cars on the 28-track, the shunting machine needs to travel a distance to the left, cross the D679 signal machine, and then return to the 25-track. The train needs to pass through the D679 signal machine and transact the route from the D679 signal machine to the D683 signal machine. And the D679 semaphore becomes the nearest turn-around point.
The combined automation control system (CIPS) of the marshalling station sends the information of the single-hook plan to the command layer, and when the single-hook plan is detected to contain a reentry route, the position of the locomotive is detected in real time. Specifically, the instruction set of the instruction layer searches for a suitable route according to the single hook plan, generates a route instruction, and determines whether a return route exists in the route instruction by detecting the route instruction. For example, a single hook plan for a locomotive to be taken from a 28 track to a 25 track is sent by a combined automation control system (CIPS) of the marshalling station to a command layer, and a command set of the command layer automatically searches for an appropriate route, for example, a 28 track to 25 track route command generated by the command set is as follows:
1. left side of 28 tracks → right side of SF7 track;
2. right side of SF7 lane → left side of 25 thigh lane;
the route command is composed of two commands, as can be seen from the commands, the locomotive is from the SF7 right side (the first command) and from the SF7 right side (the second command), the destination port of the previous command is equal to the source port of the next command when the ports of the two consecutive commands (each line has two ends, and the two ends are divided into left and right ends), and the single-hook plan is judged to contain the reentry route.
Fig. 2 shows a station yard schematic diagram for handling shunting approach, as shown in fig. 2, after the shunting machine enters the station track connection, the attendant handles an approach from 28 station tracks to seven ascending departure stations, and the shunting approach is D689-D681-D673-D635. Specifically, a route instruction is sent to an instruction layer through a marshalling station integrated automation control system (CIPS), and an instruction is sent to an interlocking system through the instruction layer to control turnouts on a shunting route.
Fig. 3 is a schematic diagram showing the train occupying the shunting route, and as shown in fig. 3, when the shunting route transaction is completed, the operator on duty calls a driver to tell the driver that the locomotive is going to the 25 tracks and to tell that the route preparation is completed, the locomotive can be moved, and the driver starts the shunting route to occupy the shunting route.
Fig. 4 shows a schematic diagram of the shunting machine crossing the turning point, and as shown in fig. 4, the shunting machine crosses the signaler D679, i.e. the shunting machine crosses the turning point. The interlocking system judges the occupation condition of the locomotive light section in real time, detects the position of the locomotive and detects that the locomotive crosses a turning point. When the locomotive continues to move leftwards, the turnout behind the turning point is occupied, and the turnout occupied by the current locomotive is controlled to perform single-locking action. Illustratively, when a locomotive is detected to cross semaphore D679, switch 665 and switch 659 are engaged, since this is a return route, switch 665 and switch 659 will be used when the locomotive is returning, so to prevent false toggling of the switch, a single lock is made to the switch immediately after it is engaged.
Under normal operating conditions, when the shunting machine passes over the signal machine D679, the driver can carry out parking operation. The attendant will make a return route while or after the driver stops the vehicle. Fig. 5 shows a schematic diagram of the switch over route folding after the switch crosses the folding point, and as shown in fig. 5, the switch over signaler D679, i.e., the switch over routes D679 to D683 are switched over.
The locomotive moves to a target station track according to a turn-back approach to complete the turn-back work of the locomotive, and simultaneously detects that the locomotive finishes clearing the single-lock turnout in real time to unlock the single-lock turnout. For example, fig. 6 shows a schematic diagram of the maneuver to take the retrace approach, as shown in fig. 6, the attendant tells the driver to complete the approach through the train-ground joint control, and can move the train, and the driver starts the maneuver to take the approaches from D679 to D683. The locomotive moves to the station track 25 according to the routes from the turning-back routes D679 to D683, the locomotive control system sends the current position information of the locomotive to a marshalling station integrated automation control system (CIPS), detects that the current locomotive clears a single-lock turnout 665 and a single-lock turnout 659, and unlocks the turnout 665 and the turnout 659.
When the locomotive crosses the reverse second signal machine, the route between the second signal machine and the first signal machine is automatically handled, and all turnouts between the second signal machine and the first signal machine are automatically unlocked. Because the back of the route between second semaphore and the first semaphore, the switch between second semaphore and the first semaphore is locked by the route, the condition of pulling by mistake can not appear. Illustratively, fig. 7 shows a schematic diagram of the locomotive automatically routing past the second signal D671 to D679. as shown in fig. 7, when the locomotive passes the reverse second signal D671, commands the routing between the second signal D671 to the first signal D679 are routed, while simultaneously unlocking switches 659 and 665 between the second signal D671 to the first signal D679.
When the locomotive is out of the single-lock turnout, the system automatically unlocks the turnout. For example, fig. 8 shows a schematic diagram of automatically unlocking the switch after the single lock switch is cleared, as shown in fig. 8, when the locomotive clears the single lock switch 665 and the single lock switch 659, the system automatically unlocks the switch 665 and the switch 659.
Aiming at the control method of the back-off locking, the invention also provides a back-off locking control system, fig. 9 shows a schematic structural diagram of the back-off locking control system, as shown in fig. 9, the back-off locking control system comprises an instruction detection module, a position detection module and an instruction output module;
the command detection module is used for detecting whether the locomotive running command contains a reentry route command;
the position detection module is used for detecting the position of the locomotive in real time when the command detection module detects that the locomotive running command contains a return access command;
and the instruction output module is used for handling a retracing route of the locomotive according to the position of the locomotive and controlling turnout locking according to the position of the locomotive and the retracing route.
The back locking control system interacts with the instruction layer.
The command detection module is connected with the command layer and is used for detecting whether the locomotive running command received by the command layer contains a reentry route command.
The position detection module is connected with the interlocking system, acquires locomotive position information through the interlocking system, and detects the position of the locomotive according to the locomotive position information.
And the command output module is connected with the command layer and used for sending a turn-back route instruction to the command layer and handling the turn-back route of the locomotive, and sending a turnout locking instruction to the command layer to control turnout locking.
The exit locking control system can detect whether a return entry exists in the command layer in real time, and once the return entry is detected, the exit locking logic can be started.
After the return route is detected, the return route locking control system can detect the position of the locomotive in real time. As an exemplary illustration of the invention, the locomotive position is determined by the interlock system sending locomotive light segment occupancy information to the position detection module.
Fig. 10 shows a block diagram of the operation flow of the back locking control system, as shown in fig. 10:
when the locomotive is detected to cross the turning point, the locomotive is immediately tracked and picked up, and if the turnout occupation outside the turning point exists, the locomotive is immediately locked. For example, after the system detects that the locomotive crosses a turning point, the system occupies a turning route and immediately performs unidirectional locking of a turning route turnout.
When the system detects that the locomotive crosses the reverse annunciator, the system immediately transacts the route.
When the system detects that the locomotive crosses the reverse second signal, the system automatically transacts the reentry route.
In the following, an exemplary description of a system for controlling the lock-up of the exit route by taking 6 cars from the 28-track of the ascending marshalling yard and sending them to the 25-track of the ascending marshalling yard will be given.
First, the marshalling station integrated automation control system (CIPS) makes a single hook schedule with a reentry route, the single hook schedule being shown in table 1. The single-hook plan takes 6 vehicles from the 28-track of the uplink marshalling yard and sends the vehicles to the 25-track of the uplink marshalling yard, the 28-track and the 25-track belong to two parallel tracks, and after the shunting machine dispatches the vehicles on the 28-track, the vehicles need to move a distance leftwards and cross a D679 signal machine, and then the vehicles are folded back to the 25-track. The train needs to pass through the D679 signal machine and transact the route from the D679 signal machine to the D683 signal machine. And the D679 semaphore becomes the nearest turn-around point.
The method comprises the steps that a marshalling station integrated automation control system (CIPS) sends single hook plan information to an instruction layer, a return path locking control system starts a return path locking logic when detecting that a return path is included in a single hook plan through an instruction detection module, and the position of a locomotive is detected in real time through a position detection module.
Fig. 2 shows a station yard schematic diagram for handling shunting approach, as shown in fig. 2, after the shunting machine enters the station track connection, the attendant handles an approach from 28 station tracks to seven ascending departure stations, and the shunting approach is D689-D681-D673-D635. Specifically, a route instruction is sent to an instruction layer through a marshalling station integrated automation control system (CIPS), and an instruction is sent to the interlocking information through the instruction layer to control a turnout on a shunting route.
Fig. 3 is a schematic diagram showing that the train occupies the shunting route, and as shown in fig. 3, after the shunting route transaction is completed, the operator on duty calls the driver to tell the driver that the locomotive is going to the 25 tracks and to tell that the route preparation is completed, the locomotive can be driven, and the driver starts the shunting route later to occupy the shunting route.
Fig. 4 shows a schematic diagram of the shunting machine crossing the turning point, as shown in fig. 4, the shunting machine crossing signaler D679, i.e. the shunting machine crossing the turning point. At the moment, the interlocking system judges the occupation condition of the locomotive light section in real time, detects the position of the locomotive and detects that the locomotive crosses a turning point. When the locomotive continues to move leftwards and occupies the turnout behind the turning point, the back-off locking control system outputs a single-lock instruction to the instruction layer through the instruction output module to control the turnout occupied by the current locomotive to perform single-lock action. Illustratively, switch 665 and switch 659 are engaged when the rollback lock control system detects that the locomotive has crossed semaphore D679 via the position detection module. Since this is a turn-back approach, switches 665 and 659 will be used when the locomotive is turning back, so to prevent false toggling of the switches, the switches are single-locked immediately after they are occupied.
Under normal operating conditions, when the shunting machine passes over the signal machine D679, the driver can carry out parking operation. The attendant will make a return route while or after the driver stops the vehicle. Fig. 5 shows a schematic diagram of the switch over route switch after the switch crosses the switch back point, and as shown in fig. 5, the switch over signaler D679, i.e., the switch over routes D679 to D683.
The locomotive moves to a target station track according to a return route to complete the return work of the locomotive, meanwhile, the return locking control system can detect that the locomotive finishes clearing single-lock turnouts in real time, and the return locking control system can send out an unlocking instruction of the turnouts. For example, fig. 6 shows a schematic diagram of the maneuver to take the retrace approach, as shown in fig. 6, the attendant tells the driver to complete the approach through the train-ground joint control, and can move the train, and the driver starts the maneuver to take the approaches from D679 to D683. The locomotive moves to a station track 25 according to the routes from the turning-back routes D679 to D683, the locomotive control system sends the current position information of the locomotive to a marshalling station comprehensive automatic control system (CIPS), the returning locking control system learns that the current locomotive is clear of the single-lock turnout 665 and the single-lock turnout 659 through a position detection module, and the returning locking control system sends an unlocking instruction to an instruction layer through an instruction output module to unlock the turnout 665 and the turnout 659.
When the locomotive crosses a reverse second signal machine, the back-off locking control system outputs a route entering instruction to the instruction layer through the instruction output module, and automatically transacts the route between the second signal machine and the first signal machine; and simultaneously, outputting an instruction through an instruction output module, and automatically unlocking all turnouts between the second signal machine and the first signal machine. Because the back of the route between second semaphore and the first semaphore, the switch between second semaphore and the first semaphore is locked by the route, the condition of pulling by mistake can not appear. For example, fig. 7 shows a schematic diagram of the locomotive automatically routing across the second traffic signals 671 to D679. as shown in fig. 7, when the locomotive traverses the second traffic signal D671 in the opposite direction, the backtrack lock control system commands the routing between the second traffic signal D671 and the first traffic signal D679, and simultaneously the backtrack lock control system commands the unlocking of the switches 659 and 665 between the second traffic signal D671 and the first traffic signal D679.
And when the back-off locking control system detects that the locomotive is out of the single-lock turnout, the back-off locking control system automatically unlocks the turnout. For example, fig. 8 shows a schematic diagram of automatically unlocking the switch after the locomotive clears the single-lock switch, and as shown in fig. 8, when the locomotive clears the single-lock switch 665 and the single-lock switch 659, the system automatically unlocks the switch 665 and the switch 659.
The switch locking control system can lock the switch according to the position of the locomotive, avoids the situations of switch extrusion, switch off, side impact and the like when the driver turns back after crossing the turning point, and ensures that the driver can turn back at any position crossing the turning point. The overall requirements on skills, coordination and other work of a driver and a duty worker are reduced, and the situation that the locomotive passes through a turning point and is influenced by the fact that the driver is not familiar with the station type and the turning point is not clear is effectively avoided.
The use of the back-off locking control system depends on the existing equipment, and the waste of the equipment in use is not caused.
Although the present invention has been described in detail with reference to the foregoing embodiments, it will be understood by those of ordinary skill in the art that: the technical solutions described in the foregoing embodiments may still be modified, or some technical features may be equivalently replaced; and such modifications or substitutions do not depart from the spirit and scope of the corresponding technical solutions of the embodiments of the present invention.
Claims (9)
1. A method for controlling a return route locking is characterized by comprising the steps of detecting whether a locomotive running command contains a return route entering command or not, and executing processing steps according to the detection result, wherein the processing steps comprise:
if the locomotive running instruction contains a turn-back approach instruction, detecting the position of the locomotive in real time, handling the turn-back approach of the locomotive according to the position of the locomotive, and controlling turnout locking according to the position of the locomotive and the turn-back approach; the controlling switch locking based on the locomotive position and the reentry route comprises: when the locomotive crosses a turnout after the turning point, turning back an approach from the turning point to a target station track is handled, and the turnout occupied by the locomotive is locked singly; when the locomotive crosses the reverse annunciator behind the turning point, transacting an access between the reverse annunciator behind the turning point and the turning point, and unlocking a single-lock turnout between the reverse annunciator behind the turning point and the turning point; when the locomotive is clear, unlocking the single-lock turnout;
and if the locomotive running instruction does not contain the retrace entry instruction, terminating the processing step.
2. The rollback lockout control method of claim 1 wherein the locomotive operating instructions are sent to an interlock system by an existing vehicle system.
3. The rollback lockout control method of claim 2 wherein the interlock system provides locomotive location information from which the locomotive location is determined.
4. The fold-back lockout control method of claim 1, wherein the fold-back point is a location on the fold-back entry where a first signal is located.
5. The system is characterized by comprising a command detection module, a position detection module and a command output module;
the command detection module is used for detecting whether the locomotive running command contains a reentry route command;
the position detection module is used for detecting the position of the locomotive in real time when the command detection module detects that the locomotive running command contains a return access command;
the instruction output module is used for handling a retracing route of the locomotive according to the locomotive position and controlling turnout locking according to the locomotive position and the retracing route, and the controlling of the turnout locking according to the locomotive position and the retracing route comprises the following steps: when the locomotive crosses a turnout after the turning point, turning back an approach from the turning point to a target station track is handled, and the turnout occupied by the locomotive is locked singly; when the locomotive crosses the reverse annunciator behind the turning point, transacting an access between the reverse annunciator behind the turning point and the turning point, and unlocking a single-lock turnout between the reverse annunciator behind the turning point and the turning point; and when the locomotive is clear, unlocking the single-lock turnout.
6. The rollback lock control system of claim 5, wherein the rollback lock control system interacts with a command layer.
7. The rollback lockout control system of claim 6 wherein the command detection module is coupled to the command layer to detect whether the locomotive operating commands received by the command layer include a reentry command.
8. The system according to claim 6, wherein the position detection module is connected to the interlock system, the position detection module obtains locomotive position information through the interlock system, and the position detection module detects the locomotive position according to the locomotive position information.
9. The rollback lockout control system of claim 6, wherein the command output module is coupled to the command layer, the command output module configured to send a rollback entry command to the command layer to complete a rollback entry of the locomotive; and the instruction output module is also used for sending the turnout locking instruction to the instruction layer so as to control turnout locking.
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| CN112660205B (en) * | 2021-01-04 | 2022-11-25 | 中国神华能源股份有限公司神朔铁路分公司 | Automatic shunting method and device and train control system |
| CN112722018B (en) * | 2021-04-06 | 2021-06-18 | 上海富欣智能交通控制有限公司 | Shunting route midway turning-back processing method and device and electronic equipment |
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