CN112590869B

CN112590869B - Automatic control method for train returning route

Info

Publication number: CN112590869B
Application number: CN202011518244.0A
Authority: CN
Inventors: 郭戬; 张德明; 魏博; 李廷朵; 邢科家; 郜洪民; 宋欣; 孔祥琦; 孙磊; 王帆; 王超; 高磊; 李铮; 宾海丰; 宋金; 王彦; 崔亦博; 戴礼波; 方云飞; 王俊锋
Original assignee: China Academy of Railway Sciences Corp Ltd CARS; Signal and Communication Research Institute of CARS; Beijing Ruichi Guotie Intelligent Transport Systems Engineering Technology Co Ltd; Beijing Huatie Information Technology Co Ltd
Current assignee: China Academy of Railway Sciences Corp Ltd CARS; Signal and Communication Research Institute of CARS; Beijing Ruichi Guotie Intelligent Transport Systems Engineering Technology Co Ltd; Beijing Huatie Information Technology Co Ltd
Priority date: 2020-12-21
Filing date: 2020-12-21
Publication date: 2023-07-14
Anticipated expiration: 2040-12-21
Also published as: CN112590869A

Abstract

The invention discloses an automatic control method for a train returning route, which comprises the following steps: judging whether a plurality of positions can carry out turning operation in the same direction for each station, if so, setting a virtual appointed turning rail button for each turning rail, and carrying out information configuration for each appointed turning rail button; when the specified return rail button is monitored to be pressed, reading the approaching check section and the effective destination from the pressed specified return rail button configuration information, scanning whether a train exists on the approaching check section, if yes, automatically changing the train destination into the specified return rail corresponding to the specified return rail button, and handling the route according to the changed train destination. According to the method, other alternative routes can be automatically arranged for the turning-back train through one-key operation, other manual operation is not needed, time is saved, and the workload of driving scheduling personnel is reduced.

Description

Automatic control method for train returning route

Technical Field

The invention relates to the technical field of rail transit, in particular to an automatic control method for a train reentry route.

Background

The urban rail transit has small driving interval and the peak period is generally within 3 minutes, so that the turning-back operation is frequent, and the turning-back operation is more frequent on the lines with the large and small traffic sets. If the turning-back station has faults affecting turning-back operation, such as turnout faults or vehicle faults, etc., technical means are needed to assist driving commanders to quickly replace the turning-back path, so that the operation is prevented from being affected.

Taking fig. 1 as an example, if a double-acting turnout P2603/P2606# of a Y station fails to turn off a meter or if a train fails to move in the process of 2612G end switching, if a destination of turning back the train is 2612G, a turning back route cannot be handled, so that the turning back operation of the train is affected.

For the above scenario, there are two main processing schemes:

scheme one, manually modifying the running diagram or destination, or manually transacting the route.

And on the ATS system, manually modifying a train running diagram or a destination, controlling the train to turn back to a position available for other routes, and automatically transacting the routes according to the modified destination by the ATS system. Or, the automatic route function of the related annunciator is canceled on the ATS system, and proper routes are manually arranged according to the destination of the train.

However, the disadvantage of scheme one is that: the manual operation efficiency is low, and the labor intensity of driving scheduling personnel is increased. If only the route is handled manually and the final destination of the train is inconsistent with the planned destination, the ATS cannot automatically update the number of trains and the destination of the next journey of the train, and manual input is required.

And the second scheme is that the interlocking system automatically turns back.

Activating an interlocking automatic turn-back button, and arranging the approaches entering the turn-back line and exiting the turn-back line in sequence according to the track occupation condition by an interlocking system. Taking fig. 1 as an example, if the Y station auto station pre-station turn-back button is pressed, the Y station interlock system automatically arranges the routes of X2601-X2605 when the train approaches X2601, and then arranges and turns out the routes of S2602-S2501 after the train occupies 2604G

However, the second scheme has the following drawbacks: 1) If the final destination of the train is inconsistent with the final destination of the train, the ATS cannot automatically update the number of trains and the destination of the next trip of the train, and manual input is required. 2) If the case of large and small traffic sets is used, namely, a part of trains turn back at stations and a part of trains continue to travel, the interlocking automatic turning back function cannot be used, because the interlocking automatic turning back function can only be a turning back approach which is fixed for all trains.

Disclosure of Invention

The invention aims to provide an automatic control method for a train turning-back route, which can automatically arrange other replaceable routes for the turning-back train through one-key operation without other manual operation, thereby saving time and reducing the workload of driving scheduling personnel.

Judging whether a plurality of positions can carry out turning operation in the same direction for each station, if so, setting a virtual appointed turning rail button for each turning rail, and carrying out information configuration for each appointed turning rail button;

when the specified return rail button is monitored to be pressed, reading the approaching check section and the effective destination from the pressed specified return rail button configuration information, scanning whether a train exists on the approaching check section, if yes, automatically changing the train destination into the specified return rail corresponding to the specified return rail button, and handling the route according to the changed train destination.

According to the technical scheme provided by the invention, 1) the driving dispatcher only needs one-key operation, and after the appointed turn-back rail button is pressed, other manual operation is not needed, so that the time is saved, and the workload of the driving dispatcher is reduced. 2) The condition of the large and small crossing sleeve running is adapted, only the destination of the train turning back in the same direction at the same station is modified to the appointed turning back rail, the trains at other destinations cannot be changed, and the ATS can automatically handle correct turning back or passing through the route according to the destination of the train. 3) ATS changes train destination to other return rails only when approaching a return station, rather than changing at the beginning of the trip. The method has the advantages that after the fault affecting the turning-back operation is recovered, the specified turning-back rail button is lifted, the destination of the subsequent turning-back train is not changed, and the turning-back operation is continuously carried out according to the original planning mode. 4) Because the ATS automatically changes the destination for the train in advance, the arrival of the train at the turning-back rail accords with the destination, the ATS can automatically change the next-stage travel number of the train and the destination, and automatically transact the turning-out and the entering.

Drawings

In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described below, it being obvious that the drawings in the following description are only some embodiments of the present invention, and that other drawings may be obtained according to these drawings without inventive effort for a person skilled in the art.

Fig. 1 is a plan view of a station signal in a certain line provided by the background art of the present invention;

fig. 2 is a schematic diagram of a method for automatically controlling a train reentry route according to an embodiment of the present invention;

FIG. 3 is a schematic diagram of a station signal floor plan and related designated return rail buttons in a certain line according to an embodiment of the present invention;

FIG. 4 is a schematic diagram of configuration information of a designated return rail button according to an embodiment of the present invention;

FIG. 5 is a flow chart for monitoring all designated return rail buttons provided by an embodiment of the present invention;

FIG. 6 is a schematic diagram illustrating interaction between an ATS human-machine interface and an ATS application server according to an embodiment of the present invention;

FIG. 7 is a flow chart of a mutually exclusive designated return rail button provided by an embodiment of the present invention when pressed;

FIG. 8 is a flow chart of scanning a designated return rail button proximity check segment provided in an embodiment of the present invention.

Detailed Description

The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are only some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the invention without making any inventive effort, are intended to fall within the scope of the invention.

The embodiment of the invention provides an automatic control method for a train returning route, which can quickly restore the operation order by a convenient operation when faults affecting the handling of the returning route occur, automatically handle and replace the returning route for a returning train according to the destination of the train and handle and pass through routes for non-returning trains; in addition, the train number and the destination of the next journey can be automatically updated after the train reaches the turning rail. As shown in fig. 2, mainly includes:

1. for each station, judging whether a plurality of positions can carry out turning operation in the same direction, if so, setting a virtual appointed turning rail button for each turning rail, and carrying out information configuration for each appointed turning rail button.

In the embodiment of the invention, if a station has a plurality of positions in the same direction, a designated turning track button is arranged for each turning track 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 designated return rail button is a non-self-resetting button, and the pressing and lifting states of the button are recorded by an ATS application server (or ATS station server software or the like). As shown in fig. 3, the Y station can perform a folding operation at 2604G (folding before station), 2611G, and 2612G (folding after station), respectively. Three designated return track buttons, namely "ATS designation 2604G return", "ATS designation 2611G return" and "ATS designation 262G return" buttons, are provided for the Y station.

Then, information configuration is performed for each designated return rail button, the configuration information including:

1) And a unique ID for specifying the identification of the return rail button.

For example, an "ATS designation 2604G turn back" button, assigned a unique ID of 1; the "ATS designation 2611G turns back" button, assigns a unique ID of 2, and the like.

2) The direction of the designated return rail buttons is used for classifying the buttons, and the designated return rail buttons which are at the same station and in the same direction are all and only one of the designated return rail buttons can be pressed.

For example, 2604G is a return rail for returning downward to an upward operation, and the arrangement direction is a return traveling direction downward 1.

3) An effective destination, other destinations co-located and co-directional with the designated return rail; the configuration can be matched according to the principle of similar operation modes.

For example, an "ATS designation 2604G turn back" button, the

effective destinations

2611G and 2612G may be configured; the "ATS designates 2611G turn back" button, and

valid destinations

2612G and 2604G may be configured, or only 2612G may be configured (only station back turn back valid).

4) And a proximity check section for checking and automatically changing the range of the destination of the train after the designated return rail button is pressed.

Taking the "ATS designation 2604G turn back" button as an example, the proximity check section is a range outside of the traffic signal X2601, and the coverage area should exceed the farthest trigger position of ATS for the automatic approach of X2601. Assuming that ATS starts automatically triggering the X2601 approach at 2601G, the proximity check section of the "ATS designation 2604G turn back" button may be configured as 2503G and 2601G.

Fig. 4 schematically shows a configuration information form of designating the return rail button. The configuration information is not limited to the format and the file storage mode, and can be realized by an xml file or a database table file and the like.

2. When the specified return rail button is monitored to be pressed, reading the approaching check section and the effective destination from the pressed specified return rail button configuration information, scanning whether a train exists on the approaching check section, if yes, automatically changing the train destination into the specified return rail corresponding to the specified return rail button, and handling the route according to the changed train destination.

The preferred embodiment of this step is as follows:

1) The ATS human-machine interface monitors the status of each designated return rail button.

The ATS human-machine interface displays a station yard graph and a designated return rail button for the station. As shown in fig. 5, after the program is started, each designated return rail button is traversed.

2) When the ATS man-machine interface monitors that the designated return rail button is pressed, a related command is sent to an ATS application server (or ATS station server software, etc.), the ATS application server feeds back the state of the designated return rail button to the ATS man-machine interface, and the ATS man-machine interface indicates the state of the designated return rail button through an indicator light with a corresponding color (for example, red), as shown in fig. 6.

As previously described, the assigned return rail buttons that are co-located and co-directional are mutually exclusive, with one and only one being pressed. As shown in fig. 7, when one of the specified return rail buttons is pressed, the specified return rail button is automatically lifted if the other pressed specified return rail button exists.

For example, when the "ATS designation 2611G fold-back" button is currently pressed, if the "ATS designation 2604G fold-back" button is pressed again, the "ATS designation 2604G fold-back" button is brought into a pressed state, and at the same time, the "ATS designation 2611G fold-back" button is automatically lifted.

3) The ATS application server periodically scans for the presence of a train on the proximity check section and if so, and the destination of the train is the valid destination of the designated return rail button, automatically changes the train destination to the designated return rail destination as shown in fig. 8.

Taking the "ATS designation 2604G turn back" button as an example, if the train pressed on 2503G or 2601G is occupied and the destination is 2611G or 2612G after the button is pressed, the ATS automatically changes the destination of the train to 2604G.

4) And handling the route according to the changed train destination.

As shown in fig. 3, after the train with the destination 2604G is changed, after the train enters 2601G, the ATS application server will automatically handle the route X2601-X2605, after the train reaches 2604G, the next train number and destination are automatically changed, and the ATS application server will automatically handle the route break; if the train destination is a W station or more, the ATS application server will automatically transact X2601-X2603 and subsequent routes.

5) After the fault is recovered, the ATS man-machine interface monitors that the designated return rail 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 return rail button to the ATS man-machine interface, and the ATS man-machine interface indicates the state of the designated return rail button through an indicator light with a corresponding color (for example, gray), and the flow is similar to that in the above 1). After that, the ATS does not check whether there is a return train for the station on the check section corresponding to the designated return rail button, and the train destination is not automatically changed.

From the description of the above embodiments, it will be apparent to those skilled in the art that the above embodiments may be implemented in software, or may be implemented by means of software plus a necessary general hardware platform. With such understanding, the technical solutions of the foregoing embodiments may be embodied in a software product, where the software product may be stored in a nonvolatile storage medium (may be a CD-ROM, a U-disk, a mobile hard disk, etc.), and include several instructions for causing a computer device (may be a personal computer, a server, or a network device, etc.) to perform the methods of the embodiments of the present invention.

The foregoing is only a preferred embodiment of the present invention, but the scope of the present invention is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present invention should be included in the scope of the present invention. Therefore, the protection scope of the present invention should be subject to the protection scope of the claims.

Claims

1. An automatic control method for a train reentry route is characterized by comprising the following steps:

when the specified return rail button is monitored to be pressed, reading a proximity check section and an effective destination from the pressed specified return rail button configuration information, and scanning whether a train exists on the proximity check section, if yes, automatically changing the train destination into a specified return rail corresponding to the specified return rail button, and handling a route according to the changed train destination;

wherein the configuration information specifying the return rail button includes:

a unique ID for specifying identification of the return rail button;

designating a direction of the turn-back rail button, wherein the direction is used for classifying the buttons, designating the turn-back rail buttons in the same station and the same direction, and only one turn-back rail button is pressed;

an effective destination, other destinations co-located and co-directional with the designated return rail;

and a proximity check section for checking and automatically changing the range of the destination of the train after the designated return rail button is pressed.

2. The automatic control method for a train reentry route according to claim 1, wherein a station map and a designated reentry track button of a station are displayed through an ATS man-machine interface; the ATS man-machine interface monitors that the appointed turning-back rail button is pressed, and sends related commands to the ATS application server, the ATS application server feeds back the state of the appointed turning-back rail button to the ATS man-machine interface, and the ATS man-machine interface indicates the state of the appointed turning-back rail button through the indication lamp with the corresponding color.

3. The automatic train return route control method according to claim 2, wherein after the failure is recovered, the ATS man-machine interface monitors that the designated return rail 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 return rail button to the ATS man-machine interface, and the ATS man-machine interface indicates the state of the designated return rail button through the corresponding color indicator lamp.

4. A train return route automatic control method according to claim 1, 2 or 3, wherein for the identical-station and identical-direction designated return rail buttons, when one of the designated return rail buttons is pressed, if there is another pressed designated return rail button, it is automatically lifted.