CN111422226B - Block partition setting method and device and storage medium - Google Patents
Block partition setting method and device and storage medium Download PDFInfo
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- CN111422226B CN111422226B CN202010521163.XA CN202010521163A CN111422226B CN 111422226 B CN111422226 B CN 111422226B CN 202010521163 A CN202010521163 A CN 202010521163A CN 111422226 B CN111422226 B CN 111422226B
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- 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
- B61L27/60—Testing or simulation
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- 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
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- 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
- B61L2027/204—Trackside control of safe travel of vehicle or train, e.g. braking curve calculation using Communication-based Train Control [CBTC]
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Abstract
Disclosed herein are a method, an apparatus and a storage medium for setting a block partition, including: simulating the tracking operation process of two trains according to a train traction simulation model, monitoring the braking state of a rear train, and inserting an interval signal machine at a position which is ahead of the tail of a front train by a first protection distance when monitoring that the rear train is emergently braked because the rear train needs to keep a safe distance with the front train; after every new interval signal machine is added, two trains of vehicles return to the starting station to restart a new tracking operation process, and whether a new interval signal machine is inserted or not is determined according to the braking state of the rear vehicle until the rear vehicle runs the whole course; the inserted interval signal machines provide passing signals for the rear vehicle in the process of the new round of tracking operation; and dividing the interval between any two adjacent signalers on the positive line of the line into a block subarea. The technical scheme can dynamically set the block subarea according to the tracking running condition of the train, improves the carrying capacity while ensuring the running safety of the train and saves the economic cost.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to a method and a device for setting a block partition and a storage medium.
Background
With global economic development and industrial resuscitation, the rail transit industry is in a new round of ascent. In the present day that energy crisis and environmental protection pressure increase day by day, green track traffic will become the first choice traffic mode in the world. The urban rail transit has the advantages of large transportation capacity, high efficiency, low energy consumption, convenience in taking, safety, comfort and the like, and is an important way for solving the problem of urban traffic jam and realizing urban balanced development.
In the urban rail transit projects currently under construction and proposed, a Communication Based Train Control System (CBTC) is mostly adopted as a signal System. In line operations, a degraded/backup mode of the CBTC (i.e., spot ATP (train protection automation)) is sometimes required for the transition. For example, no ATP (train automatic protection)/ATO (train automatic driving) condition is yet available at the initial stage of line opening, or a system failure (e.g., loss of vehicle-ground communication) occurs in the CBTC system. The implementation of point ATP relies on ground-based pre-defined signal points and beacons, where the partitioning of the block partitions has a significant impact on the efficiency and safety of operation.
In order to ensure the safety of trains and the necessary passing capacity of railway lines, the lines are divided into a plurality of sections with different lengths, and each section of the line is called a block subarea. Too long a block partition may result in a reduction in operating efficiency, or may not meet the requirement of a train tracking interval, and if the partition is short, the requirement of the tracking interval may also result in too much cost increase for the signal. Therefore, the division of the block section needs to be balanced between safety, economy and efficiency to improve the railway operation capacity.
Disclosure of Invention
The invention provides a method, a device and a storage medium for setting a block subarea, which can dynamically divide the block subarea according to the tracking running condition of a train, improve the carrying capacity while ensuring the running safety of the train and save the economic cost.
According to a first aspect of the present application, an embodiment of the present invention provides a method for setting a blocking partition, including:
simulating the tracking running process of two trains on a line positive line according to a train traction simulation model, monitoring the braking state of a rear train, and inserting an interval signal machine at a position which is ahead of the tail of a front train by a first protection distance on the line positive line when the emergency braking of the rear train, which needs to keep a safe distance with the front train, is monitored; after an interval signal machine is added every time, two trains of vehicles return to the starting station to restart a new tracking operation process, and whether a new interval signal machine is inserted into the line front line is determined according to the braking state of the rear vehicle until the rear vehicle runs the whole course; wherein, the interval signal machines inserted on the line positive line all provide passing signals for the rear vehicle in the new tracking operation process;
dividing an interval between any two adjacent annunciators on the positive line of the line into a blocking subarea; wherein, the semaphore includes: the signal machine of going out a station, the switch protection signal machine of syntropy switch, or interval signal machine.
According to a second aspect of the present application, an embodiment of the present invention provides an occlusion partition setting apparatus, including: the device comprises a memory, a processor and a blocking partition setting program which is stored on the memory and can run on the processor, wherein the blocking partition setting program realizes the steps of the blocking partition setting method when being executed by the processor.
According to a third aspect of the present application, an embodiment of the present invention provides a computer-readable storage medium, on which a block partition setting program is stored, which, when executed by a processor, implements the steps of the above-described block partition setting method.
Compared with the prior art, the blocking subarea setting method, the device and the storage medium provided by the embodiment of the invention simulate the tracking operation process of two trains on the route positive line according to the train traction simulation model, monitor the braking state of the rear train, and insert an interval signal machine at a position ahead of the first protection distance of the tail of the front train on the route positive line when monitoring that the rear train needs to keep a safe distance with the front train to emergently brake; after an interval signal machine is added every time, two trains of vehicles return to the starting station to restart a new tracking operation process, and whether a new interval signal machine is inserted into the line normal line or not is determined according to the braking state of the rear vehicle until the rear vehicle runs the whole course; wherein, the interval signal machines inserted on the line positive line all provide passing signals for the rear vehicle in the new tracking operation process; in a mobile block mode, dividing an interval between any two adjacent signalers on a line main line into a block subarea; wherein, the semaphore includes: the signal machine of going out a station, the switch protection signal machine of syntropy switch, or interval signal machine. The technical scheme of the embodiment of the invention can dynamically divide the block subareas according to the tracking running condition of the train, improve the carrying capacity while ensuring the running safety of the train and save the economic cost.
Drawings
Fig. 1 is a flowchart of a block partition setting method according to embodiment 1 of the present invention;
fig. 2 is a schematic diagram of an arrangement of an outbound signal in embodiment 1 of the present invention;
fig. 3-1 is a schematic view of a turnout protection signal and an outbound signal being separately provided in embodiment 1 of the present invention;
fig. 3-2 is a schematic view of a combined arrangement of a switch protection signal and an outbound signal in embodiment 1 of the present invention;
fig. 4 is a schematic diagram of an interval signal inserted according to the braking state of a rear vehicle in embodiment 1 of the present invention;
fig. 5-1 is a schematic view of a switch protection signal incorporated in a rear signal in embodiment 1 of the present invention;
fig. 5-2 is a schematic view of a front traffic signal incorporated into a switch protection traffic signal in embodiment 1 of the present invention;
FIG. 6 is a schematic view showing operation curves (time-velocity curve and displacement-velocity curve) of a front vehicle and a rear vehicle during a tracking operation in example 1 of the present invention;
fig. 7 is a schematic view of an occlusion partition setting apparatus according to embodiment 2 of the present invention.
Detailed Description
In order to make the objects, technical solutions and advantages of the present invention more apparent, embodiments of the present invention will be described in detail below with reference to the accompanying drawings. It should be noted that the embodiments and features of the embodiments in the present application may be arbitrarily combined with each other without conflict.
The steps illustrated in the flow charts of the figures may be performed in a computer system such as a set of computer-executable instructions. Also, while a logical order is shown in the flow diagrams, in some cases, the steps shown or described may be performed in an order different than here.
In the present application, when describing the position, the forward direction of the train is taken as the forward direction of the position coordinate axis. Suppose that there are N stations on the main line of the line, the starting station is the 1 st station, and the destination station is the nth station. Then, the 2 nd station is in front of the 1 st station, the n +1 th station is in front of the nth station, the 1 st station is behind the 2 nd station, and the nth station is behind the n +1 th station.
Example 1
As shown in fig. 1, an embodiment of the present invention provides a method for setting a block partition, including:
step S10, simulating the tracking running process of two trains on the route positive line according to a train traction simulation model, monitoring the braking state of the rear train, and inserting an interval annunciator at a position on the route positive line ahead of the first protection distance of the tail of the front train when the emergency braking of the rear train, which needs to keep a safe distance with the front train, is monitored; after an interval signal machine is added every time, two trains of vehicles return to the starting station to restart a new tracking operation process, and whether a new interval signal machine is inserted into the line front line is determined according to the braking state of the rear vehicle until the rear vehicle runs the whole course; wherein, the interval signal machines inserted on the line positive line all provide passing signals for the rear vehicle in the new tracking operation process;
step S20, dividing the interval between any two adjacent signal machines on the line positive line into a block subarea; wherein, the semaphore includes: the signal machine of going out a station, the switch protection signal machine of syntropy switch, or interval signal machine.
In a subway line, when a rear car needs to keep a safe distance with a front car and is emergently braked, if an interval signal machine is inserted into a position which is ahead of the position of the tail of the front car by a first protection distance at the moment, the front car still runs forwards and does not stop at the original position, so that a passing signal can be provided for the rear car by the interval signal machine, and the rear car can continue to run forwards without being decelerated according to the passing signal. In the tracking operation process of the two trains, if the situation that the rear train brakes due to the position of the front train does not occur, the current tracking interval is larger, and only an outbound signal machine needs to be arranged on the line.
In the embodiment, whether the section signal machine is inserted or not is determined according to the braking state of the rear vehicle in the tracking operation process of the two trains, and the block subareas can be dynamically divided according to the tracking operation condition of the trains, so that the division of the block subareas gives consideration to the driving safety and the economic benefit.
In an exemplary embodiment, before simulating the tracking operation of the two trains according to the train traction simulation model, the method further comprises:
setting an outbound signal machine in front of a platform area parking point of each station on a line main line;
for any one outbound signal machine, when a switch in the same direction exists in front of the outbound signal machine, determining the distance between the switch point position of the switch in the same direction and the outbound signal machine; when the distance exceeds a first distance, a turnout protection signal machine is arranged at the turnout point position; when the distance does not exceed the first distance, moving the outbound signal machine to the switch point position and using the outbound signal machine as a turnout protection signal machine;
wherein, the first distance can be set according to requirements. For example, the first distance is set to 100 meters or other values.
As shown in fig. 2, the outbound traffic signal is generally disposed in front of the parking spot, and for example, the outbound traffic signal is generally 5 to 10m away from the parking spot.
As shown in fig. 3-1, there is a switch point of a switch in the same direction 150 meters ahead of the outbound signal, and if the first distance is set to 100m, then a switch guard signal needs to be set at the switch point position.
As shown in fig. 3-2, a switch point of a switch in the same direction exists 80 meters ahead of the outbound signal, and if the first distance is set to 100m, the outbound signal needs to be moved from the original position to the switch point position and also serves as a switch protection signal.
In an exemplary embodiment, the position is advanced by a first guard distance from the rear of the front vehicle, i.e. the position is behind the rear of the front vehicle by the first guard distance. As shown in fig. 4, the first guard distance is determined in the following manner:
determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model;
determining a distance S1 traveled by the front vehicle within a first time length ahead of the braking starting time of the rear vehicle according to the displacement-speed curve, and taking the S1 as a first protection distance;
in an exemplary embodiment, the first time period includes: driver reaction time
And the time of handling the route of the train
. The train route transaction time can be configured according to the operation condition of the line. The value of the time for handling the route may be different between a Train Control with a switch and a Train Control without a switch, a CBTC (Communication Based Train Control System) and a manual Train Control.
In the mobile block mode, when the rear vehicle runs completely, the section between any two adjacent signal machines on the line main line is divided into a block subarea. In the backup mode, in order to meet the requirement that at least one block partition is arranged between the front vehicle and the rear vehicle, a new section annunciator needs to be filled on the line main line, and the block partition is divided after the filling is finished.
In an exemplary embodiment, after the rear vehicle has traveled the entire distance, the method further comprises performing one or more of the following:
in the backup mode, when the distance between any two adjacent interval signal machines on the line front line is larger than or equal to the distance threshold value, a new interval signal machine is inserted between the two adjacent interval signal machines: determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model; determining the time midpoint of the train from the first interval signal machine to the adjacent second interval signal machine according to the displacement-speed curve, and inserting a new interval signal machine at the position corresponding to the time midpoint;
in a backup mode, for any one outbound signal machine on the line main line, if the signal machine adjacent to the outbound signal machine in front of the outbound signal machine is a section signal machine and the distance between the outbound signal machine and the section signal machine is greater than or equal to a distance threshold value, determining a displacement-speed curve of the train running on the line main line according to a train traction simulation model, determining a time midpoint of the train running from the outbound signal machine to the adjacent section signal machine according to the displacement-speed curve, and inserting a new section signal machine into a position corresponding to the time midpoint;
in a backup mode, for a stop point of any station platform on the line main line, if a signal machine behind the stop point and adjacent to the stop point is an interval signal machine and the distance between the interval signal machine and the stop point is greater than or equal to a distance threshold value, inserting a position which is ahead of the train starting braking position by a second protection distance into a new interval signal machine; the train starting braking position is the position where the train starts braking in order to stop at the platform stopping point;
in an exemplary embodiment, the second guard distance is determined by:
determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model;
determining a distance S2 traveled by the train within a second time length ahead of the moment when the train starts braking according to the displacement-speed curve, and taking the S2 as a second protection distance;
in an exemplary embodiment, the second period of time includes: driver reaction time
And the time of handling the route of the train
。
In an exemplary embodiment, the distance threshold is at least 2 times greater than the train body length.
In an exemplary embodiment, in the standby mode, when all the interval signals are set, the method further includes:
for the turnout protection annunciator of any one equidirectional turnout, if the distance between the turnout protection annunciator and an adjacent annunciator on a line main line is smaller than a merging threshold value, when the turnout protection annunciator is closer to a starting station than the adjacent annunciator, the function of the adjacent annunciator is merged into the turnout protection annunciator, and the adjacent annunciator is removed; when adjacent semaphore than switch protection semaphore is closer to the starting point station, will switch protection semaphore's function incorporates into adjacent semaphore, withdraws switch protection semaphore.
As shown in fig. 5-1 and 5-2, if the switch protection signal in the same direction is close to a certain signal position on the main line (the distance is less than the merging threshold), the two signals are merged, and the merging principle is merging to the left (assuming that the train runs from left to right). As shown in fig. 5-1, if between two semaphores, switch protection semaphores are closer to the left semaphores, then the function of switch protection semaphores merges into the left semaphores, removes switch protection semaphores. As shown in fig. 5-2, if between two semaphores, switch protection semaphores are closer to the semaphores on the right side, then the function of the semaphores on the right side is incorporated into switch protection semaphores, and the semaphores on the right side are removed.
In an exemplary embodiment, in the backup mode, a new section signal machine is filled on the main line of the line, and after the turnout protection signal machine and other signal machines are combined, the section between any two adjacent signal machines on the main line of the line is divided into a blocking subarea; wherein, the semaphore includes: the signal machine of going out a station, the switch protection signal machine of syntropy switch, or interval signal machine.
The algorithm for dynamically dividing the block partitions is mainly based on the dynamic tracking process of two trains of vehicles, whether a signal machine needs to be set is judged through the braking state of a rear vehicle, the block partitions are automatically divided according to the position of the signal machine, fewer signal machines can be used for dividing results, the requirement of tracking intervals is met, and the driving efficiency is guaranteed. And filling the signal unit under the CBTC degradation mode, so that the division of the block subareas meets the requirement of the CBTC degradation mode, namely, at least one block subarea is required between a front vehicle and a rear vehicle.
In the course of the two-train tracking operation, the rear train starts after the front train starts a tracking interval. If the rear vehicle has a braking state, when the braking is not generated due to the fact that the rear vehicle is close to a stopping point, an interval signal machine is arranged at a certain protection distance behind the tail of the front vehicle (namely ahead of the tail of the front vehicle), the interval signal machine can give a passing signal to the rear vehicle, and the rear vehicle is prevented from being braked due to the safety distance between the rear vehicle and the front vehicle. After the position of a section signal machine is obtained, the two trains start to track from the starting point again until the rear train can run the complete line, thereby obtaining a signal machine set. The signal machine setting under the target tracking mode is realized in the dynamic tracking process, and on the basis, the requirement of a backup mode on a block subarea and the influence of a turnout protection signal machine on the signal machine setting are also required to be considered. For example, a new section signal may be inserted between the outbound signal and the section signal and between the section signals using the time division method; the signal can be inserted between the signal of the last interval and the stop point by using the stop point; switch protection semaphores and other semaphores can also be merged on a left-hand basis (assuming the direction of travel of the train is left to right).
The train-based traction power simulation model may classify the train's operational phases as follows:
stage 1, positive line operating state: the train operates on the positive line;
stage 2, braking state: when the train detects that the distance from the MA (Movement Authorization) end point is short, the train needs to decelerate in advance to prepare for stopping;
stage 3, precise parking state: the train enters an accurate parking state at a certain distance from the front of a parking point, and generally idles for a period of time to ensure that the train is accurately parked at the parking point.
The following describes in detail the setting process of the interval signal in the dynamic tracking process.
The method includes simulating the tracking operation process of two trains, wherein a first train dispatches first, and a tracking interval is elapsed after the first train dispatches, so that a second train is dispatched from a starting station until a 2 nd train arrives at a terminal station, and the whole dynamic tracking process is finished.
When the 1 st vehicle is sent out, no vehicle exists in front, and the MA terminal point of the front vehicle can be set as the parking points in the station in sequence. When the 2 nd vehicle tracks the 1 st vehicle, the position of the front vehicle (the 1 st vehicle) needs to be considered, and when the parking point is not reached, the MA terminal point is set as the position of the front vehicle tail advanced by a protection distance.
In a subway line, generally, only platform speed limit and main line speed limit exist, so that the reasons for braking a rear vehicle are only two: "enter a stop at a reduced speed close to a stopping point", or "start braking is required to keep a safe distance from a preceding vehicle".
When the first interval signal is determined, in the running process of the rear vehicle, when the rear vehicle is in braking and the target point is not a parking point, the distance between the rear vehicle and the front vehicle is just the distance from the rear vehicle to 0 at the current speed in a braking mode. If a signal machine is arranged at a certain safe distance position in the tail position of the front vehicle in advance to give a passing signal to the rear vehicle, the rear vehicle can not decelerate, the front vehicle still runs forwards at the moment and can not stay at the original position, and therefore the passing signal of the rear vehicle is safe.
After the position of the first zone traffic signal is determined, the MA end point of the following vehicle is set as the position of the first zone traffic signal. And restarting the tracking process of the front vehicle and the rear vehicle, and confirming the position of the signal machine in the next interval by using the braking point again until the rear vehicle runs the whole distance.
In the tracking operation process of two trains of vehicles, if the rear vehicle does not brake due to the position of the front vehicle, the current tracking interval is larger, or the line is shorter, and only an outbound signal machine needs to be arranged on the line.
Therefore, in the dynamic tracking process, the signaler of the whole line can be set according to the following steps:
(1) set up the semaphore of leaving a station in station platform parking point the place ahead, the semaphore of leaving a station is generally apart from one section distance of parking point, for example 5~10 meters.
(2) Consider near the switch of platform, the switch point position of switch can set up the switch protection semaphore of syntropy, if the position of this switch protection semaphore is close (for example be less than or equal to 100 meters) with the signal machine position of leaving a station that sets up in (1), then the two merges, cancels the signal machine of leaving a station that sets up in (1), protects the signal machine by switch and does the signal machine of leaving a station simultaneously. If the two are far away (for example, greater than 100 meters), the two are independently arranged and are not combined.
(3) When the dynamic tracking process is started, the first MA terminal of the front vehicle is set as the stop point of the 2 nd stop, the stop time is executed (namely the position is kept unchanged), after the stop time is finished, the MA terminal of the front vehicle is set as the stop point of the next stop, and the front vehicle continues to move forwards.
(4) The rear vehicle departs after a tracking interval from the front vehicle, and a first MA terminal point of the rear vehicle is set to be a certain protection distance behind the rear of the front vehicle. If the rear end of the front vehicle has already passed the outbound signal of the next stop (2 nd stop) when the rear vehicle departs, the first MA destination of the rear vehicle is set as the stop point of the next stop (2 nd stop) platform. If the tail of the front vehicle does not cross the outbound signal of the next station (station 2) when the rear vehicle starts, monitoring the running state of the rear vehicle, and when the rear vehicle enters a braking state, if the MA terminal of the rear vehicle is not a stop point in the platform, indicating that the rear vehicle brakes because the rear vehicle needs to keep a safe distance with the front vehicle, and at this time, arranging an interval signal machine near the tail of the front vehicle. As shown in fig. 4, when the section traffic signal is positioned to stop due to a accident, the rear vehicle can stop after a certain protection distance from the rear of the front vehicle, and if the front vehicle is normally operated, the rear vehicle can normally travel without being decelerated. Therefore, when the interval signal machine is set, the tail position of the front train needs to be advanced by the distance traveled by the train in the time period of 'route handling time + driver reaction time'. If the rear vehicle is not braked by the front vehicle all the time in the first inter-station area (between the 1 st station and the 2 nd station), the situation that the interval signal machine is not required to be inserted in the first inter-station area is shown. And (4) allowing the rear vehicle to arrive at the station platform 2 and then executing the parking process (the position is not moved), and after the station parking time is over, continuing driving to the station 3.
(5) After a new interval signal machine is inserted, the front vehicle starts to departure from the starting point of the line again, the rear vehicle departs after a tracking interval from the front vehicle, two trains start a new round of dynamic tracking process, and the interval signal machines inserted on the line front line provide passing signals for the rear vehicle in the new round of tracking operation process.
(6) The method comprises the following steps of driving a front vehicle without obstacles, tracking and operating a rear vehicle, monitoring the braking state of the rear vehicle, and inserting an interval signal machine at a position which is ahead of the rear of the front vehicle by a first protection distance when monitoring that the rear vehicle needs to keep a safe distance with the front vehicle to brake emergently. If the rear vehicle is not braked due to the safe distance with the front vehicle (only braked due to the stop of the platform), the situation shows that the interval signal machine does not need to be inserted, and the rear vehicle continues to run forwards. And if a new interval signal machine is inserted, returning to the step (5).
Repeating the steps 5) and 6) until the rear car runs the whole distance, obtaining a group of signal units 1, wherein the signal units 1 comprise: the signal machine of going out the station, the switch protection signal machine of syntropy switch, interval signal machine. As shown in fig. 6, based on the signal unit 1, the front vehicle and the rear vehicle are tracked and operated, the time-velocity curves of the front vehicle and the rear vehicle can coincide after translating for 1 tracking interval, and the displacement-velocity curves of the front vehicle and the rear vehicle coincide.
In the mobile block mode, block sections are divided based on the signal unit 1, and a section between two adjacent signal units is divided into one block section.
The steps of setting the semaphores of the entire line in the dynamic tracking process are described above. The semaphore fill procedure in standby mode is described below.
When the train is operated in a backup mode (spot ATP), it is required that at least one block section is provided between the front train and the rear train. The method of inserting the semaphores may be one or more of:
1) setting a middle point between every two interval signal machines in a time equal division mode, and inserting 1 interval signal machine;
2) setting a middle point between the outbound signal machine and the 1 st interval signal machine in front in a time equal division mode, and inserting the 1 interval signal machine;
3) a new interval signal machine is inserted between the stop point and the 1 st interval signal machine behind the stop point at a position which is ahead of the train braking starting position by a second protection distance; and the train starting braking position is the position where the train starts braking in order to stop at the platform stopping point.
And inserting a new interval annunciator into the signal unit 1 to obtain the signal unit 2. After the signal unit 2 is obtained, if the positions of the switch protection signal in the same direction and the adjacent signal are relatively close (smaller than or equal to a preset value), the two signals are combined, and the general principle is that the two signals are combined leftwards (assuming that a train runs from left to right), so that the signal unit 3 is generated.
In the backup mode, the block section is divided based on the signal unit 3, and the section between two adjacent signal units is divided into one block section.
Example 2
As shown in fig. 7, an embodiment of the present invention provides an occlusion partition setting apparatus, including: a memory 100, a processor 200, and a block partition setting program stored in the memory and executable on the processor, wherein the block partition setting program, when executed by the processor, implements the steps of the block partition setting method described in embodiment 1 above.
Example 3
An embodiment of the present invention provides a computer-readable storage medium, where a block partition setting program is stored on the computer-readable storage medium, and the block partition setting program, when executed by a processor, implements the steps of the block partition setting method described in embodiment 1 above.
It will be understood by those of ordinary skill in the art that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the physical components may be implemented as software executed by a processor, such as a central processing unit, digital signal processor, or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those of ordinary skill in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, Digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.
It should be noted that the present invention can be embodied in other specific forms, and various changes and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention.
Claims (10)
1. An occlusion partition setting method comprising:
simulating the tracking running process of two trains on a line positive line according to a train traction simulation model, monitoring the braking state of a rear train, and inserting an interval signal machine at a position which is ahead of the tail of a front train by a first protection distance on the line positive line when the emergency braking of the rear train, which needs to keep a safe distance with the front train, is monitored; after an interval signal machine is added every time, two trains of vehicles return to the starting station to restart a new tracking operation process, and whether a new interval signal machine is inserted into the line front line is determined according to the braking state of the rear vehicle until the rear vehicle runs the whole course; wherein, the interval signal machines inserted on the line positive line all provide passing signals for the rear vehicle in the new tracking operation process;
dividing an interval between any two adjacent annunciators on the positive line of the line into a blocking subarea; wherein, the semaphore includes: the signal machine of going out a station, the switch protection signal machine of syntropy switch, or interval signal machine.
2. The method of claim 1, wherein:
before simulating the tracking operation process of the two trains according to the train traction simulation model, the method further comprises the following steps:
setting an outbound signal machine in front of a platform area parking point of each station on a line main line;
for any one outbound signal machine, when a switch in the same direction exists in front of the outbound signal machine, determining the distance between the switch point position of the switch in the same direction and the outbound signal machine; when the distance exceeds a first distance, a turnout protection signal machine is arranged at the turnout point position; and when the distance does not exceed the first distance, moving the outbound signal machine to the switch point position and using the outbound signal machine as a turnout protection signal machine.
3. The method of claim 1, wherein:
the first protection distance is determined in the following manner:
determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model;
and determining the distance traveled by the front vehicle within a first time period before the braking starting time of the rear vehicle according to the displacement-speed curve S1, and taking the S1 as a first protection distance.
4. The method of claim 3, wherein:
the first time period includes: driver reaction time
And the time of handling the route of the train
。
5. The method of claim 1, wherein after the rear vehicle has traveled a full range, the method further comprises performing one or more of:
in the backup mode, when the distance between any two adjacent interval signal machines on the line front line is larger than or equal to the distance threshold value, a new interval signal machine is inserted between the two adjacent interval signal machines: determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model; determining the time midpoint of the train from the first interval signal machine to the adjacent second interval signal machine according to the displacement-speed curve, and inserting a new interval signal machine at the position corresponding to the time midpoint;
in a backup mode, for any one outbound signal machine on the line main line, if the signal machine adjacent to the outbound signal machine in front of the outbound signal machine is a section signal machine and the distance between the outbound signal machine and the section signal machine is greater than or equal to a distance threshold value, determining a displacement-speed curve of the train running on the line main line according to a train traction simulation model, determining a time midpoint of the train running from the outbound signal machine to the adjacent section signal machine according to the displacement-speed curve, and inserting a new section signal machine into a position corresponding to the time midpoint;
in a backup mode, for a stop point of any station platform on the line main line, if a signal machine behind the stop point and adjacent to the stop point is an interval signal machine and the distance between the interval signal machine and the stop point is greater than or equal to a distance threshold value, inserting a position which is ahead of the train starting braking position by a second protection distance into a new interval signal machine; and the train starting braking position is the position where the train starts braking in order to stop at the platform stopping point.
6. The method of claim 5, wherein:
the second guard distance is determined in the following manner:
determining a displacement-speed curve of the train running on the positive line of the line according to the train traction simulation model;
and determining the distance traveled by the train in a second time length before the braking starting time of the train according to the displacement-speed curve S2, and taking the S2 as a second protection distance.
7. The method of claim 6, wherein:
the second duration comprises: driver reaction time
And the time of handling the route of the train
。
8. The method of claim 5, wherein:
in the backup mode, after all the interval signal machines are set, the method further comprises the following steps:
for the turnout protection annunciator of any one equidirectional turnout, if the distance between the turnout protection annunciator and an adjacent annunciator on a line main line is smaller than a merging threshold value, when the turnout protection annunciator is closer to a starting station than the adjacent annunciator, the function of the adjacent annunciator is merged into the turnout protection annunciator, and the adjacent annunciator is removed; when adjacent semaphore than switch protection semaphore is closer to the starting point station, will switch protection semaphore's function incorporates into adjacent semaphore, withdraws switch protection semaphore.
9. An occlusion zone deployment device comprising: memory, a processor and a block partitioning setting program stored on the memory and executable on the processor, the block partitioning setting program when executed by the processor implementing the steps of the block partitioning setting method of any of the preceding claims 1 to 8.
10. A computer-readable storage medium having stored thereon a block partition setting program which, when executed by a processor, implements the steps of the block partition setting method of any of claims 1-8.
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| CN111845856B (en) * | 2020-07-24 | 2022-06-07 | 交控科技股份有限公司 | Safety protection method and device for switch section |
| CN111776026A (en) * | 2020-07-24 | 2020-10-16 | 中铁宝桥集团有限公司 | Traveling section signal blocking system for travel track line |
| CN111915221B (en) * | 2020-08-18 | 2021-04-09 | 北京交通大学 | Capability analysis method suitable for high-speed railway |
| CN113291356B (en) * | 2021-06-24 | 2022-06-03 | 北京交通大学 | Dynamic train tracking interval calculation method |
| CN115476898B (en) * | 2022-10-21 | 2024-04-02 | 湖南中车时代通信信号有限公司 | Magnetic levitation line operation and control partition dividing method |
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