CN112590869A - Automatic control method for train turning back route - Google Patents
Automatic control method for train turning back route Download PDFInfo
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- CN112590869A CN112590869A CN202011518244.0A CN202011518244A CN112590869A CN 112590869 A CN112590869 A CN 112590869A CN 202011518244 A CN202011518244 A CN 202011518244A CN 112590869 A CN112590869 A CN 112590869A
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- 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 vehicle trains
- B61L23/08—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only
- B61L23/14—Control, warning, or like safety means along the route or between vehicles or vehicle trains for controlling traffic in one direction only automatically operated
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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
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
Abstract
The invention discloses an automatic control method for a train turning-back route, which comprises the following steps: for each station, judging whether a plurality of positions in the same direction can carry out turn-back operation, if so, setting a virtual appointed turn-back rail button for each turn-back rail, and carrying out information configuration for each appointed turn-back rail button; when it is monitored that the designated retrace track button is pressed, an approach inspection section and an effective destination are read from the pressed designated retrace track button configuration information, whether a train exists on the approach inspection section or not is scanned, if so, and the destination of the train is the effective destination of the designated retrace track button, the destination of the train is automatically changed to the designated retrace track corresponding to the designated retrace track button, and an approach is processed according to the changed destination of the train. According to the method, other replaceable routes can be automatically arranged for the retraced trains through one-key operation, other manual operations are not needed, time is saved, and workload of driving scheduling personnel is reduced.
Description
Technical Field
The invention relates to the technical field of rail transit, in particular to an automatic control method for a train turning-back approach.
Background
The urban rail transit has small running interval and is generally within 3 minutes in rush hour, so the retracing operation is frequent, and the retracing operation is more frequent on lines running on large and small traffic roads. If a fault affecting the turn-back operation occurs in the turn-back station, such as a turnout fault or a vehicle fault, a technical means is needed to assist a traffic commander to quickly change the turn-back path, so that the influence on the operation is avoided.
Taking fig. 1 as an example, if double-acting switch points P2603/P2606# of the Y station have a failure of a switch-out table, or if a train has a failure and cannot move during the end-changing process of 2612G, if the destination of the train is 2612G, the retracing operation is affected because the retracing route cannot be handled.
For the above scenario, there are two main processing schemes at present:
scheme one, manually modifying the operation chart or the destination, or manually transacting the route.
On the ATS system, the train operation diagram or the destination is manually modified, the train is controlled to turn back to the position where other routes are available, and the ATS system automatically processes the routes according to the modified destination. Or, the automatic route function of the relevant signal machine is cancelled on the ATS system, and the proper route is manually arranged according to the destination of the train.
However, the first solution has the following disadvantages: the manual operation efficiency is low, and the labor intensity of the vehicle scheduling personnel is increased. If the route is handled only manually and the return track finally reached by the train is inconsistent with the planned destination, the ATS cannot automatically update the train number and the destination of the next section of the train, and manual input is required.
And in the scheme II, the interlocking system automatically turns back.
And activating an interlocking automatic turn-back button, and arranging the routes of the entering turn-back lines and the exiting turn-back lines in sequence by an interlocking system according to the track pressure occupation condition. Taking fig. 1 as an example, if a turn-back button in front of the Y station automatic station is pressed, the Y station interlocking system automatically arranges X2601-X2605 routes when the train approaches X2601, and arranges and folds out S2602-S2501 routes after the train occupies 2604G
However, the second scheme has the following defects: 1) if the return track finally reached by the train is not consistent with the planned destination, the ATS cannot automatically update the train number and the destination of the next section of the train, and manual input is required. 2) If the case of double crossing, i.e., a part of the train turns back at the station and a part of the train continues to move ahead, is used, the interlocking automatic turn-back function cannot be used because the interlocking automatic turn-back function can only be a fixed turn-back route for all trains.
Disclosure of Invention
The invention aims to provide an automatic control method for a train retracing route, which can automatically arrange other replaceable routes for a retracing train by one-key operation without other manual operation, thereby saving time and reducing the workload of a driving dispatcher.
For each station, judging whether a plurality of positions in the same direction can carry out turn-back operation, if so, setting a virtual appointed turn-back rail button for each turn-back rail, and carrying out information configuration for each appointed turn-back rail button;
when it is monitored that the designated retrace track button is pressed, an approach inspection section and an effective destination are read from the pressed designated retrace track button configuration information, whether a train exists on the approach inspection section or not is scanned, if so, and the destination of the train is the effective destination of the designated retrace track button, the destination of the train is automatically changed to the designated retrace track corresponding to the designated retrace track button, and an approach is processed according to the changed destination of the train.
The technical scheme provided by the invention can show that 1) the vehicle dispatching personnel only need to operate by one key and do not need to perform other manual operations after pressing the specified turn-back rail button, thereby saving time and reducing the workload of the vehicle dispatching personnel. 2) The method is adaptive to the conditions of large and small crossing and running, only the destination of the train which is turned back in the same station and in the same direction is modified to the designated turning back track, the destination of other destination trains can not be changed, and the ATS can automatically handle correct turning back or passing through the route according to the destination of the train. 3) The ATS changes the train destination to another retracing track only when approaching the retracing station, not at the beginning of the journey. This has the advantage that, when the specified retracing rail button is raised after the fault recovery affecting the retracing operation, the destination of the subsequent retracing train is not changed, and the retracing operation is continued in the originally planned manner. 4) Because the ATS automatically changes the destination for the train in advance, the arrival of the train at the return rail conforms to the destination, and the ATS can automatically change the train number and the destination of the next section of the train and automatically handle the folding-out route.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the description of the embodiments are briefly introduced below, and it is obvious that the drawings in the following description are only some embodiments of the present invention, and it is obvious for those skilled in the art to obtain other drawings based on the drawings without creative efforts.
Fig. 1 is a signal plane layout diagram of a station in a certain line according to the background art of the present invention;
fig. 2 is a schematic diagram of an automatic control method for a train reentry route according to an embodiment of the present invention;
fig. 3 is a signal plane layout diagram of a station in a certain route and a schematic diagram of a related designated retracing track button according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of configuration information for specifying a retrace track button according to an embodiment of the present invention;
FIG. 5 is a flow chart of monitoring all designated retrace track buttons provided by an embodiment of the present invention;
fig. 6 is an interaction diagram of an ATS human-computer interface and an ATS application server according to an embodiment of the present invention;
FIG. 7 is a flowchart illustrating a mutually exclusive designated retrace track button being pressed according to an embodiment of the present invention;
FIG. 8 is a flowchart of scanning a designated retrace track button for an approach inspection zone according to an embodiment of the present invention.
Detailed Description
The technical solutions in the embodiments of the present invention are 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 only a part of the embodiments of the present invention, and not all embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.
The embodiment of the invention provides an automatic control method for a train retracing route, which can rapidly recover the operation order by a convenient operation when a fault influencing the retracing route transaction occurs, automatically transact a retracing route for a retracing train according to the destination of the train and transact a straight-through route for a non-retracing train; in addition, the train can automatically update the train number and the destination of the next journey after reaching the return rail. As shown in fig. 2, the method mainly includes:
1. and for each station, judging whether multiple positions in the same direction can carry out the return operation, if so, setting a virtual appointed return rail button for each return rail, and configuring information for each appointed return rail button.
In the embodiment of the invention, if a certain station has a plurality of positions in the same direction and can carry out the return operation, a designated return rail button is arranged for each return rail of the station. The button is a virtual button, is only displayed on the ATS interface, and does not correspond to a physical button or drive any circuit. The specified rail returning button is a non-self-recovery button, and the pressing and lifting states of the button are stored and recorded by an ATS application server (or ATS station server software and the like). As shown in fig. 3, the Y station can perform the switchback operation at 2604G (pre-station switchback), 2611G and 2612G (post-station switchback), respectively. Three specified foldback rail buttons are provided for the Y station, respectively, the "ATS specified 2604G foldback", "ATS specified 2611G foldback", and "ATS specified 262G foldback" buttons.
And then, configuring information for each appointed retracing track button, wherein the configuration information comprises:
1) a unique ID for specifying the identification of the retrace track button.
For example, the "ATS designates 2604G fold back" button, assigned a unique ID of 1; the "ATS designates 2611G turn back" button, and assigns a unique ID of 2 or the like.
2) The direction of the specified retrace track button is used for classifying the buttons, and the specified retrace track buttons in the same station and the same direction are pressed down.
For example, 2604G is a return rail for returning to the up-run operation in the down-run direction, and the arrangement direction is the return-to-coming direction down 1.
3) An active destination, other destinations co-located and co-directional with the designated retrace track; and matching can be carried out according to the principle that the operation modes are similar during configuration.
For example, the "ATS designates 2604G fold back" button, the effective destinations 2611G and 2612G may be configured; the "ATS designates 2611G fold-back" button, and may be arranged with effective destinations of 2612G and 2604G or only with 2612G (only station-behind fold-back is effective).
4) Approaching the inspection section, inspecting and automatically changing the range of the train destination after pressing a designated retrace rail button.
Taking the "ATS designates 2604G turn back" button as an example, the approach inspection section is a range outside the traffic signal X2601, and the coverage range should exceed the farthest triggering position of the ATS for the automatic route of X2601. Assuming that the ATS starts to automatically trigger the X2601 route at 2601G, the approach check section of the "ATS specifies 2604G fold back" button may be configured as 2503G and 2601G.
Fig. 4 schematically shows a configuration information form for designating the retrace track button. The configuration information is not limited in format and file storage mode, and can be implemented in an xml file or a database table file.
2. When it is monitored that the designated retrace track button is pressed, an approach inspection section and an effective destination are read from the pressed designated retrace track button configuration information, whether a train exists on the approach inspection section or not is scanned, if so, and the destination of the train is the effective destination of the designated retrace track button, the destination of the train is automatically changed to the designated retrace track corresponding to the designated retrace track button, and an approach is processed according to the changed destination of the train.
The preferred embodiment of this step is as follows:
1) the ATS human machine interface monitors the status of each designated retrace track button.
And the ATS human-computer interface displays a station yard graph of the station and a specified return track button of the station. As shown in fig. 5, after the program starts, each designated retrace track button is traversed.
2) The ATS human-machine interface monitors that the designated retracing rail button is pressed, and sends a related command to the ATS application server (or ATS station server software, etc.), the ATS application server feeds back the state of the designated retracing rail button to the ATS human-machine interface, and the ATS human-machine interface indicates the state of the designated retracing rail button through an indicator light of a corresponding color (e.g., red), as shown in fig. 6.
As previously described, the co-sited and co-directional designated retrace buttons are mutually exclusive, with and without only one being pressed. As shown in fig. 7, for the designated retrace track buttons of the same station and the same direction, when one of the designated retrace track buttons is pressed, if other pressed designated retrace track buttons exist, the buttons are automatically lifted.
For example, currently, the "ATS designation 2611G fold back" button has been pressed, and if the "ATS designation 2604G fold back" button is pressed again, the "ATS designation 2604G fold back" button becomes in the pressed state and at the same time, the "ATS designation 2611G fold back" button is automatically lifted.
3) The ATS application server periodically scans whether a train exists on the approach checking section, and if so, and the destination of the train is a valid destination of the designated retrace track button, automatically changes the destination of the train to the designated retrace track destination, as shown in fig. 8.
Taking the "ATS designates 2604G turn back" button as an example, if the destination is 2611G or 2612G in a train occupying 2503G or 2601G after the button is pressed, the ATS automatically changes the destination of the train to 2604G.
4) And transacting the route according to the changed destination of the train.
As shown in fig. 3, after entering 2601G, the ATS application server will automatically handle X2601-X2605 routes for the train whose destination is 2604G after the change, and after the train reaches 2604G, the train number and destination of the next trip will be automatically changed, and the ATS application server will automatically handle the train for the next trip and withdraw the route; if the train destination is W stop or more, the ATS application server will automatically handle X2601-X2603 and subsequent routes.
5) After the fault is recovered, the ATS human-machine interface monitors that the designated rail-returning button is lifted, and then sends a related command to the ATS application server, the ATS application server feeds back the state of the designated rail-returning button to the ATS human-machine interface, and the ATS human-machine interface indicates the state of the designated rail-returning button through an indicator light with a corresponding color (e.g., gray), where the process at this time is similar to that in the above 1). After that, the ATS does not check whether there is a train having been returned from the station in the check section corresponding to the designated return track button, and does not automatically change the destination of the train.
Through the above description of the embodiments, it is clear to those skilled in the art that the above embodiments can be implemented by software, and can also be implemented by software plus a necessary general hardware platform. With this understanding, the technical solutions of the embodiments can be embodied in the form of a software product, which can be stored in a non-volatile storage medium (which can be a CD-ROM, a usb disk, a removable hard disk, etc.), and includes several instructions for enabling a computer device (which can be a personal computer, a server, or a network device, etc.) to execute the methods according to the embodiments of the present invention.
The above description is only for the preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present invention are included in the scope of the present invention. Therefore, the protection scope of the present invention shall be subject to the protection scope of the claims.
Claims (5)
1. A method for automatically controlling a train reentry route is characterized by comprising the following steps:
for each station, judging whether a plurality of positions in the same direction can carry out turn-back operation, if so, setting a virtual appointed turn-back rail button for each turn-back rail, and carrying out information configuration for each appointed turn-back rail button;
when it is monitored that the designated retrace track button is pressed, an approach inspection section and an effective destination are read from the pressed designated retrace track button configuration information, whether a train exists on the approach inspection section or not is scanned, if so, and the destination of the train is the effective destination of the designated retrace track button, the destination of the train is automatically changed to the designated retrace track corresponding to the designated retrace track button, and an approach is processed according to the changed destination of the train.
2. The method of claim 1, wherein the configuration information for specifying the retrace track button includes:
a unique ID for specifying identification of a retrace track button;
appointing the direction of the turn-back rail buttons, wherein the direction is used for classifying the buttons, and only one of the turn-back rail buttons is pressed down;
an active destination, other destinations co-located and co-directional with the designated retrace track;
and approaching the inspection section, and inspecting and automatically changing the range of the destination of the train after the specified return rail button is pressed.
3. The automatic control method for a train reentry route according to claim 1, wherein a station yard diagram of a station and a designated reentry rail button of the station are displayed through an ATS human-machine interface; and the ATS human-computer interface monitors that the appointed turn-back rail button is pressed, and sends a related command to the ATS application server, the ATS application server feeds back the state of the appointed turn-back rail button to the ATS human-computer interface, and the ATS human-computer interface indicates the state of the appointed turn-back rail button through an indicator lamp with a corresponding color.
4. The method according to claim 3, wherein after the fault is recovered, the ATS human-machine interface monitors that the designated retrace track button is lifted, and then sends a related command to the ATS application server, the ATS application server feeds back the state of the designated retrace track button to the ATS human-machine interface, and the ATS human-machine interface indicates the state of the designated retrace track button through an indicator lamp with a corresponding color.
5. The automatic control method for the retracing route of the train as claimed in claim 1, 2, 3 or 4, wherein for the appointed retracing rail buttons which are in the same station and in the same direction, when one of the appointed retracing rail buttons is pressed, if other pressed appointed retracing rail buttons exist, the other pressed appointed retracing rail buttons are automatically lifted.
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| Application Number | Priority Date | Filing Date | Title |
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| CN202011518244.0A CN112590869B (en) | 2020-12-21 | 2020-12-21 | Automatic control method for train returning route |
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| CN202011518244.0A CN112590869B (en) | 2020-12-21 | 2020-12-21 | Automatic control method for train returning route |
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| CN112590869A true CN112590869A (en) | 2021-04-02 |
| CN112590869B CN112590869B (en) | 2023-07-14 |
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Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112977557A (en) * | 2021-04-27 | 2021-06-18 | 卡斯柯信号有限公司 | Method for improving automatic turn-back efficiency of short marshalling train in CTCS2+ ATO system |
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| CN108032879A (en) * | 2017-11-30 | 2018-05-15 | 交控科技股份有限公司 | Turning back based on fully automatic operation system changes end method and long-range turn back changes end method |
| CN110203259A (en) * | 2019-05-16 | 2019-09-06 | 卡斯柯信号有限公司 | Inter-city passenger rail is turned back the CTC route control method of operation automatically |
| CN110758468A (en) * | 2019-10-29 | 2020-02-07 | 交控科技股份有限公司 | Method, device, equipment and medium for train turning back |
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2020
- 2020-12-21 CN CN202011518244.0A patent/CN112590869B/en active Active
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
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| JP2007186117A (en) * | 2006-01-13 | 2007-07-26 | Nec Corp | Last train automatic notification method and last train automatic notification system |
| CN101254791A (en) * | 2008-03-31 | 2008-09-03 | 北京和利时系统工程有限公司 | Rail transit train automatic monitoring system based on communication |
| CN108032879A (en) * | 2017-11-30 | 2018-05-15 | 交控科技股份有限公司 | Turning back based on fully automatic operation system changes end method and long-range turn back changes end method |
| CN110203259A (en) * | 2019-05-16 | 2019-09-06 | 卡斯柯信号有限公司 | Inter-city passenger rail is turned back the CTC route control method of operation automatically |
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Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112977557A (en) * | 2021-04-27 | 2021-06-18 | 卡斯柯信号有限公司 | Method for improving automatic turn-back efficiency of short marshalling train in CTCS2+ ATO system |
| CN112977557B (en) * | 2021-04-27 | 2022-07-26 | 卡斯柯信号有限公司 | Method for improving automatic return efficiency of short marshalling train in CTCS2+ ATO system |
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| CN112590869B (en) | 2023-07-14 |
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