CN113715878B - Virtual marshalling-based large and small cross road train operation control method and system - Google Patents
Virtual marshalling-based large and small cross road train operation control method and system Download PDFInfo
- Publication number
- CN113715878B CN113715878B CN202111088842.3A CN202111088842A CN113715878B CN 113715878 B CN113715878 B CN 113715878B CN 202111088842 A CN202111088842 A CN 202111088842A CN 113715878 B CN113715878 B CN 113715878B
- Authority
- CN
- China
- Prior art keywords
- train
- turnout
- state
- running direction
- track
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Active
Links
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61B—RAILWAY SYSTEMS; EQUIPMENT THEREFOR NOT OTHERWISE PROVIDED FOR
- B61B1/00—General arrangement of stations, platforms, or sidings; Railway networks; Rail vehicle marshalling systems
- B61B1/005—Rail vehicle marshalling systems; Rail freight terminals
-
- 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
-
- 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
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
Abstract
The embodiment of the application provides a big-small road train operation control method based on virtual marshalling, under the condition that the virtual marshalling runs along a first operation direction and runs to a first turnout behind a small road terminal, the virtual marshalling is compiled into a front train set and a rear train set, the front train set comprises one or more trains, and the rear train set also comprises one or more trains; the front train set continues to run along the first running direction so as to run into a large intersection; the rear train set drives into the single crossover through the first turnout to drive to a second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line; and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor-crossing, and the train to be marshalled is a train driven from the major-crossing along the second running direction, so that the train carrying capacity and the train resource utilization rate can be considered at the same time.
Description
Technical Field
The application relates to a rail transit technology, in particular to a method and a system for controlling the operation of a large-size cross road train based on virtual marshalling.
Background
Along with the rapid development of urbanization construction, the urban population and urban land scale are greatly increased. Meanwhile, the route of urban rail transit has also been not limited to just urban areas, but has gradually extended to suburban areas in large quantities. However, according to actual operation conditions, the passenger flow in urban areas is often dense, the demand of subway trains is large, the passenger flow in suburbs is sparse, and the demand of subway trains is small. However, in the current control mode of the operation side, when the number of trains is increased to improve the carrying capacity, the empty operation of the trains is easily caused, which results in a low utilization rate of train resources. Therefore, the current operation control mode is difficult to give consideration to both the train carrying capacity and the train resource utilization rate.
Disclosure of Invention
The embodiment of the application provides a method and a system for controlling the running of a large and small cross road train based on virtual marshalling, and aims to give consideration to both train carrying capacity and train resource utilization rate.
According to a first aspect of embodiments of the present application, there is provided a train operation control method, the method including: in the case of a virtual consist traveling in a first direction of travel and traveling to a first switch behind a terminal of a small road, the virtual consist is disassembled into a front consist comprising one or more trains and a rear consist comprising one or more trains; the front train set continues to run along the first running direction so as to run into a large intersection; the rear train set drives into a single crossover through the first turnout to drive to a second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line; and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction.
According to a second aspect of the embodiments of the present application, there is provided a virtual formation-based big-and-small traffic train operation control system, the system comprising a plurality of trains, wherein the trains travel on small traffic in the form of virtual formation; wherein, in the case that the virtual consist is driven in a first direction of travel and to a first switch behind a terminal of a small road, the virtual consist is compiled into a front consist and a rear consist, the front consist comprising at least one train and the rear consist also comprising at least one train; the front train set continues to run along the first running direction so as to run into a large intersection; the rear train set drives into the single crossover through the first turnout to drive to a second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line; and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction.
By adopting the virtual marshalling-based big and small intersection train operation control method provided by the embodiment of the application, when the virtual marshalling running on the small intersection runs to enter the big intersection from the small intersection, the virtual marshalling is decomposed into the front train set and the rear train set, wherein the front train set continues to run to the big intersection, the rear train set realizes turn-back through a single crossover, the back train set after turn-back and the train to be marshalled form a new virtual marshalling, and the new virtual marshalling drives into the small intersection again. Therefore, the virtual marshalling operation with a large number of trains is carried out on the small traffic road section with large passenger flow, and the front train set with a small number of trains is carried out on the large traffic road section with small passenger flow, so that the train carrying capacity and the train resource utilization rate can be considered at the same time. And the virtual marshalling mode is adopted for operation on the small traffic road section, so that the inter-train distance can be safely and effectively shortened, and the operation is further promoted. The virtual marshalling automatically realizes the decompilation and the marshalling near a small traffic route terminal station, and the automation level is higher.
Drawings
The accompanying drawings, which are included to provide a further understanding of the application and are incorporated in and constitute a part of this application, illustrate embodiment(s) of the application and together with the description serve to explain the application and not to limit the application. In the drawings:
fig. 1 is a schematic flowchart of a train operation control method according to an embodiment of the present application;
FIG. 2(a) is a schematic illustration of an operating circuit;
FIG. 2(b) is a schematic illustration of another operational circuit;
fig. 3 is a schematic diagram of a train operation control method according to an embodiment of the present application;
fig. 4 is a schematic diagram of a train operation control method according to another embodiment of the present application;
fig. 5 is a diagram illustrating determining a first elapsed time according to an embodiment of the present application.
Detailed Description
In the process of realizing the application, the inventor finds that the scale of urban population and urban land is greatly increased along with the rapid development of urbanization construction. Meanwhile, the route of urban rail transit has also been not limited to just urban areas, but has gradually extended to suburban areas in large quantities. However, according to the actual operation conditions, the passenger flow in the urban area is often more dense, the demand of subway trains is large, the passenger flow in the suburb is more sparse, and the demand of subway trains is small. However, in the current operation side control method, when the number of trains is increased to improve the carrying capacity, the empty operation of the trains is easily caused, which results in a low utilization rate of train resources. Therefore, the current operation control mode is difficult to give consideration to both the train carrying capacity and the train resource utilization rate.
In view of the above problem, an embodiment of the present application provides a method for controlling operation of a large-size cross-road train based on a virtual formation, including: in the case of a virtual consist traveling in a first direction of travel and traveling to a first switch behind a terminal of a small transit, the virtual consist is compiled into a front consist and a rear consist, the front consist including one or more trains and the rear consist also including one or more trains; the front vehicle group continues to drive along the first running direction so as to drive into a large intersection; the rear car group drives into the single crossover line through a first turnout to drive to a second running direction, and the first running direction and the second running direction are the up-down direction of the same running line; and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction.
Therefore, the virtual marshalling operation with a large number of trains is carried out on the small traffic road section with large passenger flow, and the front train set with a small number of trains is carried out on the large traffic road section with small passenger flow, so that the train carrying capacity and the train resource utilization rate can be considered at the same time. And the train runs in a virtual marshalling mode on the small traffic road section, so that the inter-train distance can be safely and effectively shortened, and the capacity can be further improved. The virtual marshalling automatically realizes the decompilation and the marshalling near a small traffic route terminal station, and the automation level is higher.
In order to make the technical solutions and advantages of the embodiments of the present application more apparent, the following further detailed description of the exemplary embodiments of the present application with reference to the accompanying drawings makes it clear that the described embodiments are only a part of the embodiments of the present application, and are not exhaustive of all embodiments. It should be noted that the embodiments and features of the embodiments in the present application may be combined with each other without conflict. In addition, for simplicity of explanation, the large-and-small-sized cross-road train operation control method based on the virtual formation will be hereinafter simply referred to as a train operation control method.
Referring to fig. 1, fig. 1 is a schematic flow chart of a train operation control method according to an embodiment of the present application, and as shown in fig. 1, the train operation control method includes:
s110: in the case of a virtual consist traveling in a first direction of travel and traveling to a first switch after a terminal of a transit, the virtual consist is disassembled into a front consist comprising one or more trains and a rear consist comprising one or more trains.
In the present application, one operation line includes a plurality of stations connected in series with each other, a part of continuous stations in the plurality of stations may be set as small traffic routes, and other stations other than the small traffic routes are set as large traffic routes. Generally, the traffic for small traffic routes is larger and the traffic for large traffic routes is smaller.
For ease of understanding, and by way of example, with reference to fig. 2(a), fig. 2(a) is a schematic diagram of one line of operation. As shown in fig. 2(a), the operation line a includes 25 stations, such as a1, a2, A3.. a25, and the operation line includes a first operation direction and a second operation direction, wherein the first operation direction is a direction from a1 to a25, the second operation direction is a direction from a25 to a1, and the first operation direction and the second operation direction are mutually in an uplink and downlink direction.
Among them, the passenger flow of 10 stations such as A8 to a17 is large, so the road segments between A8 to a17 can be set as minor intersections in advance, and both stations such as A8 and a17 can be regarded as terminal stations of minor intersections and can also be called turning points. As shown in fig. 2(a), the minor traffic includes: a route segment S1 with the first direction of travel between A8 and a17, and a route segment S2 with the second direction of travel between a17 and A8. As shown in fig. 2(a), a first switch is arranged behind the terminal a17, and the train can enter the single crossover through the first switch, so that the train can enter the track in the first running direction into the track in the second running direction through the single crossover, and the train is turned back. Similarly, a first switch is also arranged behind the terminal A8, and the train can drive into the single crossover through the first switch, so that the train can drive into the track in the first running direction from the track in the second running direction through the single crossover, and the train is turned back.
Further, the passenger flow of 7 stations such as a1 to a7 is small, and therefore the links between a1 to a7 may be set in advance as large traffic roads. Similarly, the passenger flow of 8 stations such as a18 to a25 is small, and therefore the links between a18 to a25 may be set as large traffic routes in advance. As shown in fig. 2(a), the large intersection includes: a section S3 with the first travel direction between a1 and a7, a section S4 with the first travel direction between a18 and a25, a section S5 with the second travel direction between a25 and a18, and a section S6 with the second travel direction between a7 and a 1.
Referring to fig. 2(b), fig. 2(b) is a schematic diagram of another operational circuit. As shown in fig. 2(B), the travel route includes 18 stations such as B1, B2, B3.. B18, and the travel route includes a first travel direction and a second travel direction, wherein the first travel direction is a direction from B1 to B18, the second travel direction is a direction from B18 to B1, and the first travel direction and the second travel direction are mutually an uplink direction and a downlink direction.
Since the passenger flow of 12 stations such as B1 to B12 is large, the road segments between B1 and B12 may be set as minor intersections in advance, and both stations such as B1 and B12 may be regarded as end stations of minor intersections, and may also be referred to as turning points. As shown in fig. 2(b), the minor crossing includes: a section R1 with the first direction of travel between B1 and B12, and a section R2 with the second direction of travel between B12 and B1. As shown in fig. 2(B), a first switch is arranged behind the terminal B12, and the train can enter the single crossover through the first switch, so that the train can enter the track in the first running direction into the track in the second running direction through the single crossover, and the train is turned back.
In addition, the passenger flow of 6 stations such as B13 to B18 is small, and therefore the links between B13 to B18 can be set as large traffic roads in advance. As shown in fig. 2(b), the large intersection includes: a section R3 with the first direction of travel between B13 and B18, and a section R4 with the second direction of travel between B18 and B13.
In the present application, when a virtual consist is driven on a small road in a first direction of travel and to a first fork behind a terminal of the small road, the virtual consist is compiled into a front consist and a rear consist.
In some possible implementations, the number of trains included in the virtual consist is even, and the virtual consist is compiled into two parts, a front train set and a rear train set, respectively. In other words, the front consist includes a number of trains equal to the number of trains included in the rear consist. In the application, the virtual marshalling is compiled into the front train set and the rear train set with the same number of trains, so that the train operation information (such as terminal station information) can be displayed to a user by a station more conveniently, and passengers can take corresponding trains more conveniently.
However, it should be noted that in some possible implementation manners, the virtual grouping may also be decomposed into two uneven parts according to a preset decomposition policy, which is not limited in this application.
S120: the front set of vehicles continues to travel in the first direction of travel to enter the large intersection.
In the application, after the virtual marshalling is compiled into the front train set and the rear train set, the front train set drives into a large intersection through the first turnout, and then the front train set bears carrying tasks in a large intersection range. The first turnout has two states, namely a first state and a second state. When the first fork is in the first state, the first fork is used for communicating the track at the small intersection part and the track at the large intersection part in the first running direction. When the first fork is in the second state, the first fork is used for communicating the track of the first running direction at the minor crossing part with the track of the single crossover. According to the method and the device, when the first turnout is in the first state, the front train set drives into the large intersection through the first turnout.
In some possible implementations, the front consist into which the virtual consist is compiled includes a plurality of trains, and the plurality of trains included in the front consist remain a virtual consist. Since the virtual formation scale formed by the front train set is smaller than that before the decommissioning, for convenience of explanation, the virtual formation formed by a plurality of trains included in the front train set is referred to as a sub-virtual formation, and a plurality of trains in the front train set travel on a large intersection in the form of the sub-virtual formation. In the application, as the trains of the front train set run on the large intersection in the sub-virtual marshalling mode, the train running distance of the trains on the large intersection can be safely and effectively shortened, and the utilization rate of railway resources is effectively improved.
S130: the rear car group drives into the single crossover line through the first turnout to drive towards the second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line.
In the application, after the virtual marshalling is decomposed into the front car group and the rear car group, the rear car group drives into the single crossover line through the first turnout, so that the rear car group drives into the second running direction through the single crossover line, and the turning back is realized.
As previously described, the first turnout has two states. In the application, after the rear car set waits for the tail of the front car set to drive through the first turnout and waits for the first turnout to be switched from the first state to the second state, the rear car set drives into the single crossover line through the first turnout.
In some possible implementations, during the time that the front set passes the first switch at the first speed, the rear set may travel at the second speed, and stop waiting at a preset position before the second switch, where the second speed is lower than the first speed. After the tail of the current train set passes through the first turnout, the first turnout is switched to the second state from the first state, and the train control center sends notification information to the rear train set to indicate that the first turnout is switched to the second state. And the rear train set responds to the notification information, starts and drives into the single crossover through the first turnout.
In the application, the fact that the rear train set needs to wait for the front train set to completely pass through the first turnout before the first turnout is considered, and the first turnout is waited to be switched from the first state to the second state. The problem that the rear car set needs to occupy a platform area of a small-way terminal station during parking waiting due to the fact that the length of the rear car set is too large, and accordingly follow-up virtual marshalling cannot enter the small-way terminal station to carry out passenger getting on and off is solved. In some possible implementations, the length of the split rear consist is less than the distance between the minor-crossing terminal and the first fork.
Therefore, the rear train set can wait for the tail of the front train set to drive through the first turnout and wait for the first turnout to be switched from the first state to the second state between the small-traffic terminal and the first turnout. And the rear train set does not occupy the platform area of the small traffic route terminal station during waiting, so that subsequent virtual marshalling can smoothly enter the small traffic route terminal station for passengers to get on and off.
S140: and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to enter the minor traffic road, and the train to be marshalled is a train running from the major traffic road along the second running direction.
In the application, when the virtual marshalling running on the minor way runs to the major way from the minor way, the virtual marshalling is decomposed into the front train set and the rear train set, wherein the front train set continuously runs to the major way, the rear train set realizes turn-back through a single crossover line, the back train set after turn-back and the train to be marshalled form a new virtual marshalling, and the new virtual marshalling drives into the minor way again. Therefore, the virtual marshalling operation with a large number of trains is carried out on the small traffic road section with large passenger flow, and the front train set with a small number of trains is carried out on the large traffic road section with small passenger flow, so that the train carrying capacity and the train resource utilization rate can be considered at the same time. And the virtual marshalling mode is adopted for operation on the small traffic road section, so that the inter-train distance can be safely and effectively shortened, and the operation is further promoted. The virtual marshalling automatically realizes the decompilation and the marshalling near a small traffic route terminal station, and the automation level is higher.
In some possible implementations, the train to be marshalled refers to a historical front train set that is compiled from a historical virtual marshalling prior to the virtual marshalling. And after the pre-history train set reaches the large traffic terminal, the track in the first running direction is transited to the track in the second running direction, and the pre-history train set runs to the small traffic along the second running direction. And when the history front train set runs for a distance along the second running direction and reaches the vicinity of the intersection of the large traffic road and the small traffic road, establishing a new virtual marshalling between the history front train set and the waiting rear train set, and continuously running along the second running direction to drive into the small traffic road.
In the application, the front train set compiled by the historical virtual marshalling and the rear train set compiled by the subsequent virtual marshalling can automatically form a new virtual marshalling. Therefore, the cyclic automatic building and the compiling of the virtual marshalling can be realized, and the automation of the train operation control is effectively improved.
In some possible implementations, the rear consist forms a new virtual consist with the train to be marshalled by: the rear train set drives into a track in a second running direction and waits for a train to be marshalled, which drives from a large intersection; starting a rear train set under the condition that a train to be marshalled enters a marshallable range; and the train to be marshalled forms a new virtual marshalling by tracking the started rear train set, wherein the rear train set is positioned at the front half section of the new virtual marshalling.
In the application, the rear car set drives into the track in the second running direction through the second turnout. The second turnout has two states, namely a third state and a fourth state. And when the second turnout is in the third state, the second turnout is used for communicating the track of the single crossover and the track in the second running direction. When the second switch is in the fourth state, the second switch is used for communicating the track of the second running direction at the small intersection part with the track of the large intersection part. In the application, when the second turnout is in the third state, the rear car group passes through the second turnout, and therefore the single crossover line drives into the track in the second running direction.
In the present application, when a train to be marshalled enters a marshallable range, a rear train set is started. During specific implementation, when a train to be marshalled reaches a preset position, the train to be marshalled or a train control center sends a starting instruction to a rear train set, and the rear train set is started after receiving the starting instruction. For example, a position on the large road section in the second running direction, which is 1000 meters away from the second switch, is determined as a preset position, and communication equipment is arranged at the preset position. When the train to be marshalled runs to the preset position, the train to be marshalled receives a signal sent by the communication equipment, so that the train to be marshalled determines that the train to be marshalled reaches the preset position, and then the train to be marshalled sends a starting instruction to a rear train group waiting in the front. Or when the train to be marshalled runs to the preset position, the communication device receives a signal sent by the train to be marshalled, and the communication device determines that the train to be marshalled has reached the preset position, so that the information is reported to the train control center. And after receiving the report of the communication equipment, the train control center sends a starting instruction to the rear train set.
In the application, the rear train set runs at a slower speed after being started, the train to be marshalled runs at a faster speed, and the interval between the train to be marshalled and the rear train set is gradually reduced. And when the distance between the train to be marshalled and the rear train set is reduced to the preset distance, the train to be marshalled and the rear train set successfully form a new virtual marshalling.
It should be noted that, in the present application, when the second switch is in the third state, the rear car group drives into the track in the second running direction through the second switch. And after the rear train set drives into the track in the second running direction, starting to carry out end changing operation and waiting for the train to be marshalled, which drives from the large intersection. During the changing of the rear set of cars and waiting, the second switch is switched from the third state to the fourth state, thereby connecting the track of the second travel direction on the large hand-off section with the track of the second travel direction on the small hand-off section. So, when waiting to marshalling the train and driving from big traffic route after, because the second switch has switched over to the third state, consequently back group of cars and waiting to marshalling the train and can directly drive in little traffic route through the second switch to effectively shorten latency, be favorable to further promoting the freight capacity and promoting passenger and experience.
It should also be noted that in the present application, the rear train set may also wait for a train to be marshalled from a large intersection on a single transit. And the second turnout is in a fourth state during the waiting period of the rear train set on the single crossover. And when the train to be marshalled drives from the large traffic road and passes through the second turnout, the train to be marshalled decelerates and waits for the rear train set, and the second turnout is switched from the fourth state to the third state. And when the second turnout is switched to a third state, the rear car group drives into the track in the second running direction through the second turnout, and then the end changing operation is carried out. During the rear end-changing operation of the train, the second turnout is switched from the third state to the fourth state. And when the rear train set finishes changing the end and the second turnout is switched to the fourth state, the rear train set is started and driven through the second turnout, so that the train waiting in front to be marshalled is tracked, and finally a new virtual marshalling is formed. In the new virtual consist, the rear consist is located in the second half of the new virtual consist.
Referring to fig. 3, fig. 3 is a schematic diagram of a train operation control method according to an embodiment of the present application. As shown in fig. 3, the virtual formation M includes two trains, a front train a and a rear train B, and the virtual formation M enters a small traffic terminal (i.e., a first station in fig. 3). When all the passengers of the rear car B in the virtual formation M get off, the virtual formation continues to travel forward. When the virtual consist is driven to the first switch after the terminal of the minor crossing, the virtual consist is compiled into a front car a '(i.e., a front consist) and a rear car B' (i.e., a rear consist). The front vehicle A ' drives into the large intersection through the first turnout, the rear vehicle B ' drives through the first turnout after waiting for the front vehicle group to drive through the first turnout and waiting for the first turnout to be switched from the first state to the second state, and therefore the rear vehicle B ' drives into the single crossover.
As shown in fig. 3, the rear vehicle B' is driven in the second direction of travel via the single crossover. When the rear vehicle B 'travels to the second switch, the rear vehicle B' travels through the second switch so as to travel into the track in the second traveling direction with the second switch in the third state. And after the rear train B' drives into the track in the second driving direction, performing end changing operation and waiting for the train to be marshalled, which is driven from the large intersection. And the second turnout is switched from the third state to the fourth state by the rear vehicle B' during the end switching and waiting period. For convenience of explanation, the rear vehicle B' after end change will be referred to as a front vehicle B hereinafter.
As shown in fig. 3, the train C is coming from a large intersection and forms a new virtual formation N with the preceding train B. For convenience of explanation, the train C in the new virtual formation N is referred to as a rear train C. The new virtual formation N enters the hand-off and enters the hand-off terminal (here in fact the origin). After the new virtual marshalling N enters the station, the passengers on the platform enter a front vehicle B in an empty vehicle state, the passengers on the platform also can enter a rear vehicle C with the passengers, and the passengers in the rear vehicle C can get off.
Referring to fig. 4, fig. 4 is a schematic diagram of a train operation control method according to another embodiment of the present application. As shown in fig. 4, the virtual formation M includes two trains, a front train a and a rear train B, and the virtual formation M enters the small traffic terminal. When all the passengers of the rear car B in the virtual formation M get off, the virtual formation continues to travel forward. When the virtual consist is driven to the first switch after the terminal of the minor crossing, the virtual consist is compiled into a front car a '(i.e., a front consist) and a rear car B' (i.e., a rear consist). The front vehicle A 'drives into the large traffic road through the first turnout, and the rear vehicle B' also drives through the first turnout. And after the rear vehicle B 'drives through the first turnout, stopping, waiting and changing the end, starting the rear vehicle B' and driving through the first turnout again after the rear vehicle B 'finishes changing the end and the first turnout is changed from the first state to the second state, so that the rear vehicle B' drives into the single crossover.
As shown in fig. 4, the rear vehicle B' is driven in the second direction of travel via the single crossover. When the rear vehicle B 'travels to the second switch, the rear vehicle B' travels over the second switch so as to travel into the track in the second traveling direction while the second switch is in the third state. And after the rear vehicle B 'enters the track in the second driving direction, waiting for the train to be formed which is driven from the large traffic road, and switching the second turnout from the third state to the fourth state during the waiting period of the rear vehicle B'. For convenience of explanation, the rear vehicle B' will be referred to as a front vehicle B hereinafter.
As shown in fig. 4, the train C is coming from a large intersection and forms a new virtual formation N with the preceding train B. For convenience of explanation, the train C in the new virtual formation N is referred to as the rear train C. The new virtual formation N enters the hand-off and enters the hand-off terminal (here in fact the origin). After the new virtual marshalling N enters the station, the passengers on the platform enter a front vehicle B in an empty vehicle state, the passengers on the platform also can enter a rear vehicle C with the passengers, and the passengers in the rear vehicle C can get off.
In some embodiments of the present application, a inter-train distance between two adjacent virtual consists is not less than a maximum of both the first elapsed time and the second elapsed time. The first consumption time refers to the time from the start of virtual marshalling to the time when the tail of the rear train set passes through the first turnout and the first turnout finishes state switching. The second consumption time is when the rear vehicle group tail passes through the first switch to the new virtual group tail and the second switch completes the state switching, as mentioned above, the second switch is a switch located before the minor-traffic terminal in the second operation direction, or the second switch is a switch at a critical point of a major-traffic road and a minor-traffic road in the second operation direction.
It should be noted that, in the present application, since the inter-train distance between two adjacent virtual marshalls is not less than the maximum value of the first elapsed time and the second elapsed time, the inter-train distance between two adjacent virtual marshalls is not affected by the decomposition or organization of the adjacent virtual marshalls, and each virtual marshall does not need to be forced to stop waiting due to the decomposition or organization of the adjacent virtual marshalls.
Wherein the calculation process of the first elapsed time comprises the steps of:
step 1: starting to de-marshalling the virtual marshalling until the tail of the front train set passes through the first turnout as t 1;
and 2, step: when the first turnout is switched from the first state to the second state, the time is taken as t'; when the first turnout is in the first state, the first turnout is used for communicating a track at the small intersection part and a track at the large intersection part in the first running direction; when the first turnout is in the second state, the first turnout is used for communicating the track of the first running direction at the small intersection part with the track of the single crossover;
and step 3: starting the rear car set until the tail of the rear car set drives through the first turnout as t 2;
and 4, step 4: the time spent on switching the first turnout from the second state to the first state is also taken as t';
and 5: the first elapsed time T1, T1 ═ T1+ T2+2T', was calculated according to the following formula.
Wherein the calculation process of the second elapsed time comprises the steps of:
step A: starting when the tail of the rear train set drives through the first turnout and using when the tail of the rear train set drives through the second turnout, taking the tail as t 3;
and B: starting after the tail of the rear train set passes through the second turnout, and taking the time when the rear train set stops on the track in the second running direction as t 4;
and C: stopping the rear train set on the track in the second running direction as a start, and taking the stopped train set as tb when the rear train set finishes changing the end;
step D: when the second turnout is switched from the third state to the fourth state, the time is taken as t'; when the second turnout is in the third state, the second turnout is used for communicating the track of the single crossover and the track in the second running direction, and when the second turnout is in the fourth state, the second turnout is used for communicating the track of the second running direction in the small intersection part and the track of the second running direction in the large intersection part;
and E, step E: determining one of the later completion from the two switching states of the rear train set and the second turnout, starting with the completion time of the later completion of one, finishing by driving the new virtual marshalling to pass through the second turnout, and taking the time of the period as t 5;
step F: when the second turnout is switched from the fourth state to the third state, the time is also used as t';
g: the second elapsed time T2, T2 ═ T3+ max (T4+ tb, T ') + T5+ T', is calculated according to the following formula.
Referring to fig. 5, fig. 5 is a schematic diagram of determining a first elapsed time according to an embodiment of the present application. As shown in fig. 5, the time period from when the virtual composition is compiled into the front vehicle a ' (i.e., the front vehicle group) and the rear vehicle B ' (i.e., the rear vehicle group) to when the rear end of the front vehicle a ' passes the first switch is t 1. After the tail of the front vehicle A 'drives through the first turnout, the first turnout is switched from the first state to the second state immediately, and the switching time of the first turnout is t'.
As shown in fig. 5, when the first switch is switched to the second state, the rear car B' is started and passes through the first switch. The rear vehicle B 'passes through the first turnout from the start to the tail of the rear vehicle B' and takes time t 2. Since the first switch is in the second state, the front train set compiled by the next virtual train set can only be allowed to pass through after the first switch is switched to the first state again, and therefore the first time-consuming time also needs to be calculated as t' again for switching the first switch.
Thus, the first elapsed time T1 is equal to T1+ T ' + T2+ T ', i.e., T1 ═ T1+ T2+2T '.
As shown in fig. 5, the time period from the tail of the rear vehicle B 'to the first switch to the tail of the rear vehicle B' to the second switch is t 3. The time from the tail end of the rear vehicle B 'driving through the second turnout is t4 until the rear vehicle B' stops on the track in the second running direction. Tb is used from the time when the rear vehicle B 'completely stops to the time when the rear vehicle B' finishes changing the end. In addition, after the rear end of the rear vehicle B 'passes through the second turnout, the second turnout is switched from the third state to the fourth state, and the switching time of the second turnout is t'. Since the rear vehicle B' stops, changes the end and switches the state with the second turnout at the same time, when calculating the second time consumption, only the maximum time consumption of the two is needed to be calculated.
As shown in fig. 5, the time taken for completing one of the stop switch state and the second switch state of the vehicle B' is t5, and the time taken for the tail of the new virtual consist to pass through the second switch (i.e., the tail of the train C passes through the second switch). For the sake of understanding, it is assumed that the rear car B' completes the parking and changing after the second switch is switched from the third state to the fourth state. Then the second switch is driven from the end of the rear car B' completing the parking change to the end of the new virtual consist at time t 5. Since the second switch is in the fourth state, the following vehicle group compiled by the next virtual grouping solution can only be allowed to pass through after the second switch is switched to the third state again, and therefore the second time-consuming time also needs to be t' after the second switch is switched once again.
Thus, the second elapsed time T2 is equal to T3+ max (T4+ tb, T ') + T5+ T'.
After the first elapsed time T1 and the second elapsed time T2 are determined, the maximum value Tmax of both the first elapsed time T1 and the second elapsed time T2 is equal to max (T1, T2), and the traffic interval between two adjacent virtual consists is not less than Tmax. In addition, the running interval between two adjacent front vehicle groups is not less than Tmax.
In some possible implementations, the single crossover connects the retrace tracks, the retrace tracks being located beside the tracks in the second direction of travel, the retrace tracks being almost parallel to the second direction of travel with only a small angle (e.g., an angle equal to 5 °). And the rear train set drives into the return track through the single crossover line, so that the end switching is carried out on the return track and the rear train set waits. When the train to be formed drives from the large traffic road, the rear train set is started and runs along the retracing rail, and then runs through the intersection point of the retracing rail and the track in the second running direction, so that the train runs into the track in the second running direction. And the rear train set and the train to be marshalled form a virtual marshalling after driving into the track in the second running direction. In the application, the rear train set does not occupy the track in the second running direction due to the fact that the rear train set changes ends and waits on the return track, so that the possibility of collision between the rear train set and a train to be marshalled can be further avoided, and safety is further improved.
Based on the same inventive concept, an embodiment of the present application provides a train operation control system, which includes a plurality of trains, and the plurality of trains travel on a small traffic in a virtual formation.
The virtual marshalling is compiled into a front train set and a rear train set under the condition that the virtual marshalling runs along a first running direction and runs to a first turnout behind a small-way terminal, wherein the front train set comprises at least one train, and the rear train set also comprises at least one train; the front vehicle set continues to run along the first running direction so as to drive into a large intersection; the rear car group drives into the single crossover line through a first turnout to drive to a second running direction, and the first running direction and the second running direction are the up-down direction of the same running line; and the rear train set and the train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction.
In some possible implementations, the train to be marshalled refers to a historical front train set which is compiled from a historical virtual marshalling before the virtual marshalling, and after the historical front train set reaches the large-traffic terminal, the historical front train set is transited from a track in the first running direction to a track in the second running direction and runs to a small-traffic road in the second running direction.
In some possible implementations, the inter-train distance between two adjacent virtual consists is not less than the maximum of the first elapsed time and the second elapsed time; the first consumption time refers to the time from the start of virtual marshalling to the time when the tail of the rear train set passes through a first turnout and the first turnout completes state switching; the second consumption time refers to the time for the rear vehicle group tail to pass through the second turnout from the first turnout to the new virtual group tail, and the second turnout is used for completing state switching, and the second turnout refers to the turnout at the critical point of the large traffic road and the small traffic road in the second running direction.
In some possible implementations, the first time-consuming calculation process includes: starting to de-marshalling the virtual marshalling until the tail of the front train set passes through the first turnout as t 1; the time spent on switching the first turnout from the first state to the second state is taken as t'; starting the rear car set until the tail of the rear car set drives through the first turnout as t 2; when the first turnout is switched from the second state to the first state, the time is also used as t'; the first elapsed time T1, T1 ═ T1+ T2+2T', was calculated according to the following equation.
In some possible implementations, the second time-consuming calculation process includes: starting when the tail of the following train set passes through the first turnout, and taking the time when the tail of the following train set passes through the second turnout as t 3; starting after the tail of the rear train set passes through the second turnout, and taking the time when the rear train set stops on the track in the second running direction as t 4; stopping the rear train set on the track in the second running direction as a start, and using the stop as tb when the rear train set finishes changing the end; when the second turnout is switched from the third state to the fourth state, the time is taken as t'; determining one of the later completion from the changing end of the later train set and the switching state of the second turnout, taking the completion time of completing one as the beginning, taking the driving of the new virtual marshalling to the second turnout as the end, and taking the time of the period as t 5; when the second turnout is switched from the fourth state to the third state, the time is also used as t'; the second elapsed time T2, T2 ═ T3+ max (T4+ tb, T ') + T5+ T', is calculated according to the following formula.
In some possible implementations, the new virtual grouping is formed in particular by: the rear train set drives into a track in a second running direction and waits for a train to be marshalled, which drives from a large intersection; starting a rear train set under the condition that a train to be marshalled enters a marshallable range; and the train to be marshalled forms a new virtual marshalling by tracking the started rear train set, wherein the rear train set is positioned at the front half section of the new virtual marshalling.
In some possible implementation manners, when the train to be marshalled reaches the preset position, the train to be marshalled or the train control center sends a starting instruction to the rear train group; and the rear train set is started after receiving the starting command.
In some possible implementations, the rear set waits for the tail of the front set to drive through the first switch and for the first switch to switch from the first state to the second state, and then the rear set drives through the first switch into the single crossover. When the first turnout is in the first state, the first turnout is used for communicating a track at the small intersection part and a track at the large intersection part in the first running direction; when the first fork is in the second state, the first fork is used for communicating the track of the first running direction at the small intersection part with the track of the single crossover.
In some possible implementations, the length of the rear consist is less than the separation between the point of intersection and the first fork. And the rear train set is specifically arranged between the minor-crossing terminal and the first turnout, waits for the tail of the front train set to drive through the first turnout and waits for the first turnout to be switched from the first state to the second state.
In some possible implementations, the front consist includes a number of trains equal to the number of trains included in the rear consist.
In some possible implementations, where the front consist includes a plurality of trains, the plurality of trains of the front consist travel on the large road in a sub-virtual formation between them.
As will be appreciated by one skilled in the art, embodiments of the present application may be provided as a method, system, or computer program product. Accordingly, the present application may take the form of an entirely hardware embodiment, an entirely software embodiment or an embodiment combining software and hardware aspects. Furthermore, the present application may take the form of a computer program product embodied on one or more computer-usable storage media (including, but not limited to, disk storage, CD-ROM, optical storage, and the like) having computer-usable program code embodied therein.
The present application is described with reference to flowchart illustrations and/or block diagrams of methods, apparatus (systems), and computer program products according to embodiments of the application. It will be understood that each flow and/or block of the flow diagrams and/or block diagrams, and combinations of flows and/or blocks in the flow diagrams and/or block diagrams, can be implemented by computer program instructions. These computer program instructions may be provided to a processor of a general purpose computer, special purpose computer, embedded processor, or other programmable data processing apparatus to produce a machine, such that the instructions, which execute via the processor of the computer or other programmable data processing apparatus, create means for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be stored in a computer-readable memory that can direct a computer or other programmable data processing apparatus to function in a particular manner, such that the instructions stored in the computer-readable memory produce an article of manufacture including instruction means which implement the function specified in the flowchart flow or flows and/or block diagram block or blocks.
These computer program instructions may also be loaded onto a computer or other programmable data processing apparatus to cause a series of operational steps to be performed on the computer or other programmable apparatus to produce a computer implemented process such that the instructions which execute on the computer or other programmable apparatus provide steps for implementing the functions specified in the flowchart flow or flows and/or block diagram block or blocks.
While the preferred embodiments of the present application have been described, additional variations and modifications in those embodiments may occur to those skilled in the art once they learn of the basic inventive concepts. Therefore, it is intended that the appended claims be interpreted as including preferred embodiments and all alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various changes and modifications may be made in the present application without departing from the spirit and scope of the application. Thus, if such modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include such modifications and variations as well.
Claims (9)
1. A virtual formation-based big and small road crossing train operation control method is characterized by comprising the following steps:
in the case of a virtual consist traveling in a first direction of travel and traveling to a first switch behind a terminal of a small road, the virtual consist is disassembled into a front consist comprising one or more trains and a rear consist comprising one or more trains;
the front train set continues to run along the first running direction so as to run into a large intersection;
the rear train set drives into the single crossover through the first turnout to drive to a second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line;
the rear train set and a train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction;
wherein, the back train set drives into single crossover through the first fork, including: the rear locomotive group waits for the tail of the front locomotive group to drive through the first turnout and waits for the first turnout to be switched from the first state to the second state, and then the rear locomotive group drives into the single crossover through the first turnout; when the first fork is in a first state, the first fork is used for communicating a track at a small intersection part and a track at a large intersection part in the first running direction; and when the first fork is in the second state, the first fork is used for communicating the track of the first running direction at the small intersection part with the track of the single crossover.
2. The method according to claim 1, wherein a inter-train distance between two adjacent virtual consists is not less than a maximum of both the first elapsed time and the second elapsed time; the first consumption time refers to the time spent from the start of virtual marshalling to the tail of the rear train set passing through a first turnout and the first turnout completing state switching; the second consumption time is when the rear end of the rear vehicle group passes through the first turnout and the rear end of the new virtual group passes through the second turnout, and the second turnout is used for completing state switching, and the second turnout is a turnout at a critical point of the large traffic road and the small traffic road in the second operation direction.
3. The method of claim 2, wherein the first time-consuming computing process comprises:
starting to de-marshalling the virtual marshalling until the tail of the front train set passes through the first turnout as t 1;
the time spent for switching the first turnout from the first state to the second state is taken as t'; when the first fork is in the first state, the first fork is used for communicating the track at the small intersection part and the track at the large intersection part in the first running direction; when the first turnout is in the second state, the first turnout is used for communicating the track of the first running direction at the small intersection part with the track of the single crossover;
the time from the start of the rear train set to the time when the tail of the rear train set passes through the first turnout is taken as t 2;
the time for switching the first turnout from the second state to the first state is also taken as t';
the first elapsed time T1, T1 ═ T1+ T2+2T', was calculated according to the following formula.
4. The method of claim 2, wherein the second time-consuming calculation comprises:
starting from the fact that the tail of the rear train set runs through the first turnout, and taking the time when the tail of the rear train set runs through the second turnout as t 3;
starting from the time when the tail of the rear car set passes through the second turnout and taking the time when the rear car set stops on the track in the second running direction as t 4;
stopping the rear train set on the track in the second running direction as a start, and taking the stop as tb when the rear train set finishes changing the end;
when the second turnout is switched from the third state to the fourth state, the time is taken as t'; when the second turnout is in the third state, the second turnout is used for communicating the track of the single crossover and the track in the second running direction, and when the second turnout is in the fourth state, the second turnout is used for communicating the track of the second running direction in the small intersection part and the track in the large intersection part;
determining one of the post completion from the post train set changing end and the second turnout switching state, starting with the completion time of the post completion of one, finishing with the new virtual marshalling passing through the second turnout, and taking the time of the period as t 5;
when the second turnout is switched from the fourth state to the third state, the time is also taken as t';
the second elapsed time T2, T2 ═ T3+ max (T4+ tb, T ') + T5+ T', is calculated according to the following formula.
5. The method of claim 1, wherein the rear consist forms a new virtual consist with the train to be consist, comprising:
the rear train set drives into the track in the second running direction and waits for the train to be marshalled from the large intersection;
in the case that the train to be marshalled enters a marshallable range, starting the rear train set;
and the train to be marshalled forms the new virtual marshalling by tracking the rear train set after starting, wherein the rear train set is positioned in the first half section of the new virtual marshalling.
6. The method of claim 5, wherein said starting of said rear consist in the event of said train to be marshalled entering a marshallable range comprises:
under the condition that the train to be marshalled reaches a preset position, the train to be marshalled or a train control center sends a starting instruction to the rear train group;
and the rear train set is started after receiving the starting instruction.
7. The method of claim 1, wherein the length of the rear consist is less than a spacing between the terminal and the first fork; the rear train set waits for the tail of the front train set to drive through the first turnout and waits for the first turnout to be switched from the first state to the second state, and the method comprises the following steps:
and the rear train set waits for the tail of the front train set to drive through the first turnout and for the first turnout to be switched from the first state to the second state between the small-traffic terminal and the first turnout.
8. Method according to any one of claims 1 to 7, characterized in that in the case of the front consist comprising a plurality of trains, the trains of the front consist travel on the large road in the form of sub-virtual consists between them.
9. A big-and-small-crossing train operation control system based on virtual composition is characterized by comprising a plurality of trains, wherein the trains run on small crossings in the form of virtual composition;
wherein, in the case that the virtual consist is driven in a first direction of travel and to a first switch behind a terminal of a small road, the virtual consist is compiled into a front consist and a rear consist, the front consist comprising at least one train and the rear consist also comprising at least one train;
the front train set continues to run along the first running direction so as to drive into a large intersection;
the rear train set drives into the single crossover through the first turnout to drive to a second running direction, and the first running direction and the second running direction are the uplink and downlink directions of the same running line;
the rear train set and a train to be marshalled form a new virtual marshalling, the new virtual marshalling runs along the second running direction to drive into the minor traffic road, and the train to be marshalled is a train which drives from the major traffic road along the second running direction;
wherein, back train of group passes through the single crossover that drives in of first fork, includes: the rear car set waits for the tail of the front car set to drive through the first turnout and waits for the first turnout to be switched from the first state to the second state, and then the rear car set drives into the single crossover line through the first turnout; when the first turnout is in the first state, the first turnout is used for communicating a track at the small intersection part and a track at the large intersection part in the first running direction; when the first turnout is in the second state, the first turnout is used for communicating the track of the first running direction at the small intersection part with the track of the single crossover.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111088842.3A CN113715878B (en) | 2021-09-16 | 2021-09-16 | Virtual marshalling-based large and small cross road train operation control method and system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202111088842.3A CN113715878B (en) | 2021-09-16 | 2021-09-16 | Virtual marshalling-based large and small cross road train operation control method and system |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN113715878A CN113715878A (en) | 2021-11-30 |
| CN113715878B true CN113715878B (en) | 2022-09-02 |
Family
ID=78684151
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202111088842.3A Active CN113715878B (en) | 2021-09-16 | 2021-09-16 | Virtual marshalling-based large and small cross road train operation control method and system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN113715878B (en) |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN117485398B (en) * | 2024-01-02 | 2024-04-05 | 成都交控轨道科技有限公司 | Method, equipment and storage medium for calculating train number based on virtual marshalling |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110406567A (en) * | 2018-04-28 | 2019-11-05 | 上海申通地铁集团有限公司 | The train control system and method for long-short route |
| CN112537323A (en) * | 2020-12-02 | 2021-03-23 | 交控科技股份有限公司 | Train operation method and device based on virtual marshalling |
| CN113120038A (en) * | 2021-04-07 | 2021-07-16 | 北京交通大学 | Real-time compiling, decomposing and running organization method for fast and slow vehicles by adopting virtual marshalling technology |
| CN113184016A (en) * | 2021-05-17 | 2021-07-30 | 交控科技股份有限公司 | Virtual marshalling train turnout resource management method and system based on vehicle-to-vehicle communication |
-
2021
- 2021-09-16 CN CN202111088842.3A patent/CN113715878B/en active Active
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN110406567A (en) * | 2018-04-28 | 2019-11-05 | 上海申通地铁集团有限公司 | The train control system and method for long-short route |
| CN112537323A (en) * | 2020-12-02 | 2021-03-23 | 交控科技股份有限公司 | Train operation method and device based on virtual marshalling |
| CN113120038A (en) * | 2021-04-07 | 2021-07-16 | 北京交通大学 | Real-time compiling, decomposing and running organization method for fast and slow vehicles by adopting virtual marshalling technology |
| CN113184016A (en) * | 2021-05-17 | 2021-07-30 | 交控科技股份有限公司 | Virtual marshalling train turnout resource management method and system based on vehicle-to-vehicle communication |
Also Published As
| Publication number | Publication date |
|---|---|
| CN113715878A (en) | 2021-11-30 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| CN110920694B (en) | Switching method for interconnection and intercommunication of CBTC (communication based train control) system and CTCS (China train control System) | |
| CN110682943B (en) | Train marshalling method and device | |
| CN113120038B (en) | Real-time compiling, decomposing and running organization method for fast and slow vehicles by adopting virtual marshalling technology | |
| CN109318937B (en) | Train control system | |
| CN111422226B (en) | Block partition setting method and device and storage medium | |
| CN109305199B (en) | Train turning back control method, device and system | |
| CN111731346B (en) | Train positioning and degradation resource management system and method based on near field communication | |
| WO2020082925A1 (en) | Method and system for controling train group entering/exiting station | |
| CN112124360A (en) | Turnout conflict protection method, ITS, IVOC and VBTC system | |
| CN110329320B (en) | Tramcar route control method based on LTE vehicle-ground continuous communication | |
| CN110406567B (en) | Train control system and method for large and small road crossing | |
| CN113715878B (en) | Virtual marshalling-based large and small cross road train operation control method and system | |
| CN109263686A (en) | A kind of method of the not parking auto-changeover control power of ATP and LKJ, train | |
| CN113734206B (en) | Dynamic de-compiling method, device and system based on virtual marshalling | |
| CN114655283B (en) | Marshalling train handover method, device, electronic equipment and storage medium | |
| CN114620103A (en) | Urban railway operation method and device | |
| CN113341969B (en) | Traffic control system for mining truck and method thereof | |
| CN112590870B (en) | Departure method and device based on virtual annunciator, electronic equipment and storage medium | |
| CN111016970B (en) | Passenger cleaning rescue method and electronic equipment for continuous hanging of subway train after fault | |
| CN109625036B (en) | Calculation processing method for number window of non-communication vehicle | |
| CN115285173B (en) | Method, equipment and medium for realizing automatic passing neutral section of train based on CBTC | |
| CN115257887A (en) | Method for determining train moving authorization terminal | |
| CN115140128B (en) | Train operation method and device suitable for non-fixed grouping | |
| CN114475723A (en) | Post-station foldback method and device, electronic equipment and readable storage medium | |
| CN115009308B (en) | Train operation control method and system |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PB01 | Publication | ||
| PB01 | Publication | ||
| SE01 | Entry into force of request for substantive examination | ||
| SE01 | Entry into force of request for substantive examination | ||
| GR01 | Patent grant | ||
| GR01 | Patent grant |