CN113428188A

CN113428188A - Prompting method and system for track turnout

Info

Publication number: CN113428188A
Application number: CN202110731916.4A
Authority: CN
Inventors: 唐会会
Original assignee: Individual
Current assignee: Individual
Priority date: 2021-06-30
Filing date: 2021-06-30
Publication date: 2021-09-24

Abstract

The application provides a method and a system for prompting a track turnout, wherein the method is applied to the track turnout, and the track turnout comprises the following steps: the main track, n branch tracks and fixed fork, wherein the main track end of the fixed fork is fixedly connected with the main track, and the n branch ends of the fixed fork are respectively fixedly connected with the n branch tracks. The technical scheme that this application provided has the advantage that improves current efficiency.

Description

Prompting method and system for track turnout

Technical Field

The application relates to the technical field of railways, in particular to a prompting method and a prompting system for a track turnout junction.

Background

In the existing track networking systems, such as systems of railways, subways, high-speed rails, urban trams and the like, turnouts are generally adopted in a turnout to realize the change of locomotives on a track on different tracks. The initial railway systems employed manual toggling of points by a person to control the switching of locomotives on a track between different tracks. Later, remote electronic control of the switching point was used.

No matter the change of the manual or electronic switch, the rapid bifurcation of the train can not be realized, and the passing efficiency of the train is influenced.

Disclosure of Invention

The embodiment of the application provides a prompting method for a track turnout junction, which removes a turnout junction, enables a train to select corresponding bifurcation by self, and further improves the passing efficiency.

In a first aspect, an embodiment of the present application provides a method for prompting a track turnout, where the method is applied to a track turnout, and the track turnout includes: the main track, the n branch tracks and the fixed turnout junction, wherein the main track end of the fixed turnout junction is fixedly connected with the main track, and the n turnout ends of the fixed turnout junction are respectively and fixedly connected with the n branch tracks; the method comprises the following steps:

the railway control device receives a main track identification sent by the train communication device and extracts n sub-tracks corresponding to the main track identification;

the railway control device receives speed information and position coordinates of a train, and determines the time t when the train reaches a fixed turnout junction of the railway turnout junction according to the speed information and the position coordinates;

the method comprises the steps that a railway control device obtains n pieces of vehicle information of n sub-tracks after time t, m sub-tracks without vehicles in the n pieces of vehicle information are extracted, a track turnout schematic diagram is generated, the m sub-tracks are marked with green in the schematic diagram, and the rest sub-tracks are marked with red in the schematic diagram;

wherein n is an integer greater than or equal to 2, and m is less than or equal to n.

In a second aspect, a system for prompting a railroad turnout is provided, the system comprising: a track switch and a railway control device, the track switch comprising: the main track, the n branch tracks and the fixed turnout junction, wherein the main track end of the fixed turnout junction is fixedly connected with the main track, and the n turnout ends of the fixed turnout junction are respectively and fixedly connected with the n branch tracks;

the railway control device is used for receiving the main track identification sent by the train communication device and extracting n sub-tracks corresponding to the main track identification;

the railway control device is used for receiving the speed information and the position coordinates of the train and determining the time t when the train reaches the fixed turnout junction of the railway turnout junction according to the speed information and the position coordinates;

the railway control device is used for acquiring n pieces of vehicle information of the n sub-tracks after time t, extracting m sub-tracks without vehicles in the n pieces of vehicle information, and generating a track turnout schematic diagram, wherein the m sub-tracks are marked by green in the schematic diagram, and the rest sub-tracks are marked by red in the schematic diagram;

In a third aspect, a computer-readable storage medium is provided, which stores a program for electronic data exchange, wherein the program causes a terminal to perform the method of the first aspect.

The embodiment of the application has the following beneficial effects:

according to the technical scheme provided by the application, the railway control device receives the main track identification sent by the train communication device, and extracts n sub-tracks corresponding to the main track identification; the railway control device receives speed information and position coordinates of a train, and determines the time t when the train reaches a fixed turnout junction of the railway turnout junction according to the speed information and the position coordinates; the railway control device acquires n pieces of vehicle information of n sub-tracks after time t, extracts m sub-tracks not having vehicles in the n pieces of vehicle information, and generates a track turnout schematic diagram in which the m sub-tracks are marked with green and the remaining sub-tracks (n-m) are marked with red. By the method, the common turnout can be cancelled, the locomotive can select the turnout by self, and the information is displayed in a schematic diagram mode, so that the visibility is improved, and the passing efficiency of the train is improved.

Drawings

In order to more clearly illustrate the technical solutions in the embodiments of the present application, 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 some embodiments of the present application, and it is obvious for those skilled in the art to obtain other drawings based on these drawings without creative efforts.

Fig. 1 is a schematic structural diagram of a track turnout.

Fig. 2 is a schematic flow chart of a method for prompting a track crossing according to an embodiment of the present application.

Detailed Description

The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the drawings in the embodiments of the present application, and it is obvious that the described embodiments are some, but not all, embodiments of the present application. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present application.

The terms "first," "second," "third," and "fourth," etc. in the description and claims of this application and in the accompanying drawings are used for distinguishing between different objects and not for describing a particular order. Furthermore, the terms "include" and "have," as well as any variations thereof, are intended to cover non-exclusive inclusions. For example, a process, method, system, article, or apparatus that comprises a list of steps or elements is not limited to only those steps or elements listed, but may alternatively include other steps or elements not listed, or inherent to such process, method, article, or apparatus.

Reference herein to "an embodiment" means that a particular feature, result, or characteristic described in connection with the embodiment can be included in at least one embodiment of the application. The appearances of the phrase in various places in the specification are not necessarily all referring to the same embodiment, nor are separate or alternative embodiments mutually exclusive of other embodiments. It is explicitly and implicitly understood by one skilled in the art that the embodiments described herein can be combined with other embodiments.

In the networking of the rail transit transportation network, the locomotive realizes the switching between different rails by utilizing the split rail and the parallel rail between different rails, and the parallel rail and the split rail are generally realized by adopting a switch. In the existing operation system, a switching point is generally controlled by a dispatching center and a dispatching control network according to the operation requirement of a locomotive to realize the switching of the locomotive between different tracks. The rail system adopts a switch, and the remote automatic control is realized, but the following defects exist: the reliability of the control network is required, and the control network needs redundant backup, so that the cost of the control network is very high.

The reliability of the control network is directly related to the reliability of the whole track system, and the improvement of the reliability of the track system is influenced. To compensate for system reliability, system availability can only be sacrificed, creating a bottleneck to the increase in the frequency of locomotive departure on the track. The switch belongs to a mechanical moving part and reduces the reliability of the system. The switching points are controlled by the dispatching center, and the locomotive dispatching center monitors the positions of the locomotives constantly, so that the switching points are controlled according to the positions of the locomotives, and the dispatching instruction of the dispatching center is required to have strict real-time performance and accuracy.

Due to the system logic of the existing switch points, the control network and the dispatching center, the interval time of the locomotive of the existing actual operation rail transit on the same rail generally reaches more than two minutes, and if the interval is shortened, huge systematic risks exist.

Due to the existence of the switch points, the existing track system cannot realize the high-concurrency and high-frequency system operation of large-scale locomotives in a complex network. The complex network refers to more than ten thousand branch switch networks, the high concurrency refers to more than one hundred thousand locomotives, and the high frequency refers to the passing locomotive amount per minute in one track exceeding 2;

referring to fig. 1, fig. 1 is a schematic structural diagram of a track turnout provided in the present application, and as shown in fig. 1, the track turnout may include: the main track 10, n branch tracks 11 and fixed fork 12, wherein the main track end of the fixed fork 12 is fixedly connected with the main track 10, and the n branch ends of the fixed fork 12 are respectively fixedly connected with the n branch tracks 11. As shown in fig. 1, 13 represents the position of the train wheel, and n is an integer of 2 or more.

Referring to the track turnout junction shown in fig. 1, a switch point of the existing track in a branch turnout is removed, and the branch turnout without the switch point is redesigned to realize the switching of the locomotive between different tracks; by combining the existing branch switch design scheme, the locomotive decides how to switch the tracks without the need of a traditional control network. The existing branch turnout has no moving part and high reliability. The dispatching center only needs to send destination information to the locomotive, and does not need to monitor the real-time running state of the locomotive. The operation of the rail locomotive with low distance intervals can be realized only by improving the braking performance of the rail locomotive. One track can theoretically pass through one or two locomotives per second. The system is highly decoupled, the rail transit transportation system is simplified, and high-concurrency and high-frequency system operation in a complex network can be realized.

Referring to fig. 2, fig. 2 provides a method for prompting a track crossing, which is applied to the track crossing shown in fig. 1 and can be executed by a railway control device (which may be a computer or a server), and the method shown in fig. 2 includes the following steps:

step S201, a railway control device receives a main track identification sent by a train communication device and extracts n sub-tracks corresponding to the main track identification;

step S202, the railway control device receives speed information and position coordinates of a train, and determines the time t when the train reaches a fixed turnout of the railway turnout according to the speed information and the position coordinates;

in step S203, the railway control device acquires n pieces of vehicle information of the n sub-tracks after time t, extracts m sub-tracks having no vehicle in the n pieces of vehicle information, and generates a track crossing schematic diagram in which the m sub-tracks are labeled with green, and remaining sub-tracks (n-m) are labeled with red.

According to the technical scheme provided by the application, a railway control device receives a main track identification sent by a train communication device, and extracts n sub-tracks corresponding to the main track identification; the railway control device receives speed information and position coordinates of a train, and determines the time t when the train reaches a fixed turnout junction of the railway turnout junction according to the speed information and the position coordinates; the railway control device acquires n pieces of vehicle information of n sub-tracks after time t, extracts m sub-tracks not having vehicles in the n pieces of vehicle information, and generates a track turnout schematic diagram in which the m sub-tracks are marked with green and the remaining sub-tracks (n-m) are marked with red. By the method, the common turnout can be cancelled, the locomotive can select the turnout by self, and the information is displayed in a schematic diagram mode, so that the visibility is improved, and the passing efficiency of the train is improved.

For example, the method may further include:

the method comprises the steps of obtaining receiving time t0 of receiving speed information and position coordinates of a train, obtaining vehicle information at time t0 in m sub-tracks, and marking the sub-track with the vehicle at time t0 at the track turnout schematic diagram with orange, wherein the orange mark indicates that the vehicle information is possibly contained. This prompts the train driver to carefully select the corresponding split track.

For example, the method may further include:

the railway control device acquires m platform information corresponding to the m sub-tracks and respectively displays the m platform information on the sub-tracks corresponding to the track turnout schematic diagram in a labeling mode.

This facilitates the driver to know the specific platform information.

For example, the method may further include:

the railway control device receives the first sub-track selected by the train, extracts first platform information corresponding to the first sub-track, and broadcasts and displays the first platform information at the train station.

Therefore, the specific platform of the boarding personnel can be timely informed, and the boarding of the personnel is further realized.

In an example, the present application further provides a prompting system for a railroad turnout, the system including: track fork, railway controlling means and train, the track fork includes: the main track, the n branch tracks and the fixed turnout junction, wherein the main track end of the fixed turnout junction is fixedly connected with the main track, and the n turnout ends of the fixed turnout junction are respectively and fixedly connected with the n branch tracks;

As an example of this, it is possible to provide,

the railway control device is also used for acquiring the receiving time t0 of receiving the speed information and the position coordinates of the train, acquiring the vehicle information at the time t0 in the m sub-tracks, and marking the sub-track with the vehicle at the time t0 at the track turnout junction schematic diagram with an orange mark, wherein the orange mark indicates that the vehicle information is possibly provided. This prompts the train driver to carefully select the corresponding split track.

As an example of this, it is possible to provide,

and the railway control device is also used for acquiring m platform information corresponding to the m sub-tracks and respectively displaying the m platform information on the sub-tracks corresponding to the track turnout schematic diagram in a labeling mode.

As an example of this, it is possible to provide,

and the railway control device is also used for receiving the first sub-track selected by the train, extracting the first platform information corresponding to the first sub-track, and broadcasting and displaying the first platform information at the railway station.

It should be noted that, for simplicity of description, the above-mentioned method embodiments are described as a series of acts or combination of acts, but those skilled in the art will recognize that the present application is not limited by the order of acts described, as some steps may occur in other orders or concurrently depending on the application. Further, those skilled in the art should also appreciate that the embodiments described in the specification are exemplary embodiments and that the acts and modules referred to are not necessarily required in this application.

In the foregoing embodiments, the descriptions of the respective embodiments have respective emphasis, and for parts that are not described in detail in a certain embodiment, reference may be made to related descriptions of other embodiments.

The foregoing detailed description of the embodiments of the present application has been presented to illustrate the principles and implementations of the present application, and the above description of the embodiments is only provided to help understand the method and the core concept of the present application; meanwhile, for a person skilled in the art, according to the idea of the present application, there may be variations in the specific embodiments and the application scope, and in summary, the content of the present specification should not be construed as a limitation to the present application.

Claims

1. A prompting method for a track turnout junction is characterized in that the method is applied to the track turnout junction, and the track turnout junction comprises the following steps: the main track, the n branch tracks and the fixed turnout junction, wherein the main track end of the fixed turnout junction is fixedly connected with the main track, and the n turnout ends of the fixed turnout junction are respectively and fixedly connected with the n branch tracks; the method comprises the following steps:

2. The method of claim 1, further comprising:

acquiring receiving time t0 of receiving speed information and position coordinates of a train, acquiring vehicle information at time t0 in m sub-tracks, and marking the sub-track with the vehicle at time t0 at the track turnout schematic diagram with orange, wherein the orange mark represents that the sub-track possibly has the vehicle information; this prompts the train driver to carefully select the corresponding split track.

3. The method of claim 1, further comprising:

4. The method of claim 3, further comprising:

5. A prompting system for a railroad turnout, the system comprising: track fork, train and railway control device, the track fork includes: the main track, the n branch tracks and the fixed turnout junction, wherein the main track end of the fixed turnout junction is fixedly connected with the main track, and the n turnout ends of the fixed turnout junction are respectively and fixedly connected with the n branch tracks;

6. The system of claim 5,

the railway control device is also used for acquiring the receiving time t0 for receiving the speed information and the position coordinates of the train, acquiring the vehicle information at the time t0 in the m sub-tracks, and marking the sub-track with the vehicle at the time t0 at the track turnout junction schematic diagram with orange, wherein the orange mark indicates that the vehicle information is possibly contained; this prompts the train driver to carefully select the corresponding split track.

7. The system of claim 5,

8. The system of claim 7,

9. A computer-readable storage medium storing a program for electronic data exchange, wherein the program causes a terminal to execute the method according to any one of claims 1-4.