CN113734248A - FAO-based grouping interlocking control method, device and system - Google Patents
FAO-based grouping interlocking control method, device and system Download PDFInfo
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- CN113734248A CN113734248A CN202111141543.1A CN202111141543A CN113734248A CN 113734248 A CN113734248 A CN 113734248A CN 202111141543 A CN202111141543 A CN 202111141543A CN 113734248 A CN113734248 A CN 113734248A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract
The application provides a FAO-based grouping interlocking control method, a device and a system, wherein the method comprises the following steps: the automatic monitoring subsystem ATS sends the route handling information of the front vehicle to the interlocking CI according to the linking/unlaming route plan between the front vehicle and the rear vehicle; when the route of the rear vehicle is a route without CBTC level and the route approaching section is determined not to be occupied by the non-communication vehicle, sending the transaction information of the rear vehicle connection/disconnection route to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section; and when the route of the rear vehicle is the CBTC-level route and the route approaching section is determined to be in an idle state, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section. According to the method and the device, the interlocking rules of the CBTC level route and the CBTC-free level route are optimized, so that the rear train and the front train can be guaranteed to be automatically connected or disconnected in a connection/disconnection section, and the train marshalling number is flexibly changed.
Description
Technical Field
The application relates to the technical field of rail transit, in particular to a FAO-based grouping interlocking control method, device and system.
Background
At present, urban rail transit has the characteristic of large difference of passenger flow in different time intervals, and most of the urban rail transit adopts fixed marshalling trains, so that the quantity of train vehicles cannot be flexibly allocated to meet the requirements of different transport capacities during operation, and the problem of transport capacity waste is caused by the imbalance of time distribution. In an actual Operation scene, Automatic coupling/decoupling of trains in a coupling/decoupling section cannot be realized according to an Operation plan on a Full Automatic Operation (FAO) system line, the train marshalling number can be flexibly changed, and the Automatic coupling/decoupling of trains in the coupling/decoupling section cannot be realized and the train marshalling number can be flexibly changed aiming at the interlocking rule of route control and the information interaction between the interlocking and other subsystems at present.
Therefore, the related art is disadvantageous in that, for a linkage/release section that does not support Communication Based Train Control (CBTC) access, the existing interlocking rule locks the linkage/release section after a preceding Train enters the linkage/release section, and a following Train cannot enter the linkage/release section. That is, for the route without CBCT level, the following vehicle cannot be linked or disconnected with the preceding vehicle in the linking/disconnecting section.
Disclosure of Invention
The embodiment of the application provides a FAO-based grouping interlocking control method, device and system, and aims to solve the technical problem that for a route without a CBCT level, a rear vehicle cannot be connected with or disconnected from a front vehicle in a connection/disconnection section in the prior art.
The embodiment of the application provides a FAO-based grouping interlocking control method, which comprises the following steps:
the automatic monitoring subsystem ATS sends the route handling information of the front vehicle to the interlocking CI according to the linking/unlaming route plan between the front vehicle and the rear vehicle;
when the route of the rear vehicle is a route without CBTC level and the route approaching section is determined not to be occupied by the non-communication vehicle, sending the transaction information of the rear vehicle connection/disconnection route to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section;
and when the route of the rear vehicle is the CBTC-level route and the route approaching section is determined to be in an idle state, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section.
Preferably, the method further comprises the following steps:
the automatic monitoring subsystem ATS receives a first access request and a first driving plan from a front vehicle and a second access request and a second driving plan from a rear vehicle, and determines a linking/unlaming access plan containing linking information or unlaming information between the front vehicle and the rear vehicle.
Preferably, when the hitching/unlading route plan is a first hitching route plan in the same direction of the front vehicle and the rear vehicle, the hitching/unlading operation of the rear vehicle and the front vehicle in the hitching/unlading section is completed, the hitching/unlading method further comprises the following steps:
determining a front vehicle and a rear vehicle which are connected and hung according to the driving direction after the connection and hanging action is finished after the connection and hanging action of the rear vehicle and the front vehicle in the connection and hanging/disconnection section is determined;
keeping the VOBC of the front vehicle in a working state, and controlling the VOBC of the rear vehicle in a dormant state.
Preferably, when the hitching/unlading route plan is a second hitching route plan of the opposite direction of the front vehicle and the rear vehicle, the hitching/unlading section is divided into a first section for the front vehicle route and a second section for the rear vehicle hitching route by using a virtual juxtaposition signal machine;
the step of completing the linking or the de-linking action in the linking/de-linking section by the rear vehicle and the front vehicle further comprises the following steps: and after the rear vehicle and the front vehicle complete the coupling action in the coupling/decoupling section, sending an unlocking instruction of the access section corresponding to the driving direction to the interlock CI according to the driving direction after the coupling action.
Preferably, when the plan of the link/unlit route is the plan of the unlit route of the front vehicle and the rear vehicle, the step of the rear vehicle and the front vehicle completing the link or unlit action in the link/unlit section further includes the following steps:
determining a first running direction of a front vehicle and a second running direction of a rear vehicle after the front vehicle and the rear vehicle are decompiled according to the decompiling route plan of the front vehicle and the rear vehicle;
and sending a route section unlocking instruction corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction.
Preferably, when the first running direction is different from the second running direction, the route section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the step of sending the route section unlocking instructions corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction includes the steps of:
and after the interlock CI determines that the first de-editing train corresponding to the previous unlocking instruction drives away from the coupling/de-editing section, unlocking the access section corresponding to the subsequent unlocking instruction.
Preferably, the step of completing the coupling or decoupling operation between the rear vehicle and the front vehicle in the coupling/decoupling section further includes the following steps:
for a marshalling train after the disassembly operation is finished in the coupling/disassembly section, when a front train in the marshalling train is determined to enter a platform area, a vehicle-mounted controller VOBC of the front train sends a platform screen door linkage instruction to an interlocking CI, so that the interlocking CI controls the screen door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform screen door linkage instruction.
Preferably, the step of completing the coupling or decoupling operation between the rear vehicle and the front vehicle in the coupling/decoupling section further includes the following steps:
after the zone controller ZC calculates the movable license MA of the rear vehicle capable of colliding, a protection zone locking request of the linkage/release zone is sent to the interlocking CI, so that the interlocking CI locks the protection zone in the protection zone locking request.
The embodiment of the present application further provides a FAO-based grouping interlock control apparatus, where the apparatus includes:
the front vehicle route module is used for automatically monitoring the ATS of the subsystem to send the route handling information of the front vehicle to the interlocking CI according to a linking/unlaming route plan between the front vehicle and the rear vehicle;
the CBTC-free level route module is used for sending the handling information of the rear vehicle connection/disconnection route to the interlocking CI after the route of the rear vehicle is a CBTC-free level route and the route approaching section is determined not to be occupied by the non-communication vehicle, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section;
and the CBTC level route module is used for sending the connection/disconnection route transaction information of the rear vehicle to the interlocking CI after the route of the rear vehicle is the CBTC level route and the route approaching section is determined to be in an idle state, so that the rear vehicle and the front vehicle complete connection or disconnection actions in the connection/disconnection section.
Preferably, the method further comprises the following steps:
and the determining module is used for receiving the first access request and the first driving plan from the front vehicle and the second access request and the second driving plan from the rear vehicle by the automatic monitoring subsystem ATS, and determining the linking/de-coding access plan containing linking information or de-coding information between the front vehicle and the rear vehicle.
Preferably, when the hitching/unlading route plan is a first hitching route plan with a front car and a rear car in the same direction, the CBTC level route module further includes:
the front and rear vehicle determining module is used for determining the front vehicle and the rear vehicle which are connected and hung according to the driving direction after the connection and hanging action after the rear vehicle and the front vehicle complete the connection and hanging action in the connection and hanging/disconnection section;
and the control module is used for keeping the VOBC of the front vehicle in a working state and controlling the VOBC of the rear vehicle in a dormant state.
Preferably, when the hitching/unlading route plan is a second hitching route plan of the opposite direction of the front vehicle and the rear vehicle, the hitching/unlading section is divided into a first section for the front vehicle route and a second section for the rear vehicle hitching route by using a virtual juxtaposition signal machine;
the CBTC level routing module further includes:
and the first access unlocking module is used for sending an access section unlocking instruction corresponding to the running direction to the interlock CI according to the running direction after the linkage action is finished in the linkage/disconnection section after the rear vehicle and the front vehicle are determined.
Preferably, when the hitching/unlading route plan is an unlading route plan of a front vehicle and a rear vehicle, the CBTC level route module further includes:
the second access unlocking module is used for determining a first running direction of the front vehicle and a second running direction of the rear vehicle after the front vehicle and the rear vehicle are decompiled according to the decompiled access plan of the front vehicle and the rear vehicle; and the number of the first and second groups,
and sending a route section unlocking instruction corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction.
Preferably, when the first running direction is different from the second running direction, the route section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the second access unlocking module includes:
and the sequential unlocking unit is specifically used for interlocking the CI to unlock the access section corresponding to the subsequent unlocking instruction after the first de-editing train corresponding to the previous unlocking instruction is determined to drive away from the coupling/de-editing section.
Preferably, the method further comprises the following steps: the station entering module is specifically used for:
for a marshalling train after the disassembly operation is finished in the coupling/disassembly section, when a front train in the marshalling train is determined to enter a platform area, a vehicle-mounted controller VOBC of the front train sends a platform screen door linkage instruction to an interlocking CI, so that the interlocking CI controls the screen door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform screen door linkage instruction.
Preferably, the method further comprises the following steps: the locking module is specifically configured to:
after the zone controller ZC calculates the movable license MA of the rear vehicle capable of colliding, a protection zone locking request of the linkage/release zone is sent to the interlocking CI, so that the interlocking CI locks the protection zone in the protection zone locking request.
The embodiment of the present application further provides a FAO-based grouping interlock control system, which is characterized by including:
one or more processors;
storage means for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the FAO-based group interlock control method as described above.
Due to the adoption of the technical scheme, the embodiment of the application has the following technical effects:
according to the FAO-based grouping interlocking control method, device and system provided by the embodiment of the application, an automatic monitoring subsystem ATS sends the route handling information of the front vehicle to an interlocking CI (common interface) according to a linking/unlading route plan between the front vehicle and the rear vehicle; when the route of the rear vehicle is a route without CBTC level and the route approaching section is determined not to be occupied by the non-communication vehicle, sending the transaction information of the rear vehicle connection/disconnection route to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section; and when the route of the rear vehicle is the CBTC-level route and the route approaching section is determined to be in an idle state, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section. Therefore, the interlocking rules of the CBTC-level route and the CBTC-level-free route are optimized by judging whether the route of the current coupling/decoupling section is the CBTC-level route or not and determining different monitoring modes aiming at the CBTC-level route and the CBTC-level-free route, so that automatic coupling or decoupling actions of a rear vehicle and a front vehicle in the coupling/decoupling section can be realized, and the train marshalling number can be flexibly changed.
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 flow chart of a FAO-based group interlock control method according to an embodiment of the present application;
FIG. 2 is a schematic view of a scene in which consecutive approaches are handled in the same direction of front and rear vehicles in the embodiment of the present application;
FIG. 3 is a schematic view of a scene in which consecutive approaches are handled in opposite directions of front and rear vehicles in the embodiment of the present application;
fig. 4 is a schematic view of a situation that a marshalling train drives away in the same direction after being disassembled;
fig. 5 is a schematic view of a situation that a marshalling train drives away in the opposite direction after being disassembled;
fig. 6 is a schematic flow chart of an actual application of the FAO-based grouping interlocking control method in the embodiment of the present application;
fig. 7 is a schematic structural diagram of a FAO-based group interlock control apparatus according to an embodiment of the present application.
Detailed Description
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.
Example one
Fig. 1 is a schematic flow chart of a FAO-based group interlock control method according to an embodiment of the present application. As shown in fig. 1, a FAO-based group interlock control method according to an embodiment of the present application includes:
and step S101, the automatic monitoring subsystem ATS sends the route handling information of the front vehicle to the interlock CI according to the linking/unlaming route plan between the front vehicle and the rear vehicle.
In the implementation, before step S101, the method further includes:
the automatic monitoring subsystem ATS receives a first access request and a first driving plan from a front vehicle and a second access request and a second driving plan from a rear vehicle, and determines a linking/unlaming access plan containing linking information or unlaming information between the front vehicle and the rear vehicle.
In particular implementations, the automated monitoring subsystem ATS routes a lead vehicle (e.g., a passive trailer) to a designated link/un-link zone according to a link/un-link route plan, which may be a pass-through route or a return route. Specifically, the automatic monitoring subsystem ATS acquires the coupling information or the de-coding information of the front and rear vehicles according to the received first driving plan from the front vehicle and the second driving plan from the rear vehicle, determines the coupling/de-coding route plan between the front and rear vehicles by combining the first route request of the front vehicle and the second route request of the rear vehicle, and further processes the coupling/de-coding route for the rear vehicle after processing the route for the front vehicle according to the normal flow according to the coupling/de-coding route plan, so that the rear vehicle enters the coupling/de-coding section and completes the coupling or de-coding action with the front vehicle in the coupling/de-coding section. Wherein, the link/de-edit route is a pass-through route containing link attribute or de-edit attribute. Therefore, the route plan with the link attribute or the de-link attribute can be obtained through information interaction between the front and rear vehicles and the automatic monitoring subsystem ATS, so that the front and rear vehicles can complete the link or de-link action in the link/de-link area. In addition, in the scene of the hitching route, the rear vehicle is controlled to run in the front line and the hitching/unlaming section according to the position of the front vehicle so as to realize the tracking transaction of the hitching route and ensure the operation efficiency.
And S102, when the route of the rear vehicle is a route without CBTC level and the route approaching section is determined not to be occupied by the non-communication vehicle, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section.
In specific implementation, fig. 2 is a schematic view of a scenario of handling a hitching route in the same direction of front and rear vehicles in the embodiment of the present application, as shown in fig. 2, the automatic monitoring subsystem ATS processes a route 1 for a passively connected trailer (lead vehicle) according to a link/unlink route plan between the lead and trailing vehicles, when it is determined that the route 2 in the same direction as the route 1 is a non-CBTC-level route, after the zone controller ZC of the linking/de-linking zone determines that the route approach zone has no non-communication vehicle (UT vehicle), the non-UT vehicle occupation status information is sent to an automatic monitoring subsystem ATS through an interlocking CI, the automatic monitoring subsystem ATS transacts the route 2 for the active trailer (rear vehicle) after determining that the route 2 is close to the section without UT vehicle occupation, so that the active trailer (rear vehicle) and the passive trailer (front vehicle) can be driven away from the coupling/decoupling section along the access path 3 after the automatic coupling action of the coupling/decoupling section is completed.
And step S103, when the route of the rear vehicle is a CBTC-level route and the route approaching section is determined to be in an idle state, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section.
In specific implementation, when it is determined that the route 2 in the same direction as the route 1 is a non-CBTC-level route, after determining that the route approach section is idle, the zone controller ZC of the hitching/unpairing section sends idle state information of the route approach section to the automatic monitoring subsystem ATS through the interlock CI, and after determining that the route 2 approach section (the first track section of the route 2) is idle, the automatic monitoring subsystem ATS the route 2 for the active trailer (the rear vehicle) so that the active trailer (the rear vehicle) and the passive trailer (the front vehicle) can drive away from the hitching/unpairing section along the route 3 after the hitching/unpairing section completes the automatic hitching action.
In the implementation, when the hitching/unlading route plan is the first hitching route plan in the same direction of the front vehicle and the rear vehicle, the hitching or unlading actions of the rear vehicle and the front vehicle in the hitching/unlading zone are completed, the hitching/unlading method further comprises the following steps:
determining a front vehicle and a rear vehicle which are connected and hung according to the driving direction after the connection and hanging action is finished after the connection and hanging action of the rear vehicle and the front vehicle in the connection and hanging/disconnection section is determined;
keeping the VOBC of the front vehicle in a working state, and controlling the VOBC of the rear vehicle in a dormant state.
In the concrete implementation, according to the received first route request and second route request, a first linked route plan with the front and rear cars in the same direction is determined, after the rear car and the front car complete the linking action in the linking/unlinking section, the front and rear cars respectively carry out information interaction with the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS determines the linked front car and the linked rear car after the linking action is completed, the onboard controllers VOBC of the front linked car are kept in a working state, and the onboard controllers VOBC of the rear linked car are controlled to be switched to a dormant state, thereby realizing the linking (marshalling) of the front linked car and the rear linked car, controlling the marshalling train operation by the front linked car in the marshalling train while flexibly changing the marshalling train marshalling number, and controlling the marshalling train operation by the rear linked car in the marshalling train according to the requirements of the actual operation scene, and is not particularly limited herein.
In implementation, when the linkage/de-coding route plan is a second linkage route plan in the opposite direction of the front vehicle and the rear vehicle, the linkage/de-coding section is divided into a first section for the front vehicle route and a second section for the rear vehicle linkage route by using a virtual concatenation signal machine;
the step of completing the linking or the de-linking action in the linking/de-linking section by the rear vehicle and the front vehicle further comprises the following steps: and after the rear vehicle and the front vehicle complete the coupling action in the coupling/decoupling section, sending an unlocking instruction of the access section corresponding to the driving direction to the interlock CI according to the driving direction after the coupling action.
In specific implementation, fig. 3 is a schematic view of a scenario in which front and rear vehicles handle a hitching route in opposite directions in the embodiment of the present application, and as shown in fig. 3, after determining that the front and rear vehicles are a second hitching route plan in opposite directions according to a received first route request and a received second route request, the hitching/unlinking section is divided into a first section (IG section) for a route of a preceding vehicle and a second section (IIG section) for a route of a preceding vehicle by using a collocated virtual signal machine disposed in the hitching/unlinking section, so that the automatic monitoring subsystem ATS handles the hitching route for the front and rear vehicles according to the two divided sections.
The automatic monitoring subsystem ATS transacts a first section (IG section) of the route 1 for a passive trailer (a preceding train or a first train), transacts a second section (IIG section) of the route 2 in a direction opposite to the route 1 for the active trailer, so that the active trailer and the passive trailer are linked at the intersection of the IG section and the IIG section, and are driven away from the linked/unladen section from the route 3 or 3'. For the transaction of the active trailer connected with the route 2, the automatic monitoring system ATS performs corresponding processing by using the route check condition according to the attribute of the connected route. Therefore, by means of dividing the linkage/disassembly section, the problem that the linkage section which is occupied by the passive trailer and pressed by the passive trailer is opposite to the route locking direction handled by the active linkage trailer and the problem that the linkage section which is occupied by the passive trailer and pressed by the passive trailer cannot handle the route in the prior art can be effectively solved, and therefore the route handling of the same linkage/disassembly section can be realized by front and rear vehicles in opposite directions.
Further, after the operation direction of the train is determined, the automatic monitoring subsystem ATS generates an access section unlocking instruction according to the access information corresponding to the operation direction and sends the access section unlocking instruction to the interlocking CI, so that the interlocking CI controls the corresponding access section to be unlocked according to the access section unlocking instruction, and the train can be driven away from the coupling/decoupling section from any direction after coupling, and automatic route returning in any direction is realized.
In implementation, when the plan of the link/unlit route is the plan of the unlit route of the front vehicle and the rear vehicle, the step of the rear vehicle and the front vehicle completing the link or unlit action in the link/unlit section further includes the following steps:
determining a first running direction of a front vehicle and a second running direction of a rear vehicle after the front vehicle and the rear vehicle are decompiled according to the decompiling route plan of the front vehicle and the rear vehicle;
and sending a route section unlocking instruction corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction.
In specific implementation, fig. 4 is a schematic view of a scene that a marshalling train drives away in the same direction after being decompiled, as shown in fig. 4, an automatic monitoring subsystem ATS obtains route information and decompiling information of front and rear trains according to a received first route request and a first driving plan of a front train, and a received second route request and a second driving plan from a rear train, determines that the decompiling plan between the front and rear trains is a decompiling route plan of the front train and the rear train, and then transacts a route 3 of the hitching/decompiling section for the marshalling train. Further, if the directions of the first running direction of the front vehicle and the second running direction of the rear vehicle after the de-editing are the same, after the de-editing operation is completed in the coupling/de-editing section by the rear vehicle and the front vehicle, the front vehicle and the rear vehicle perform information interaction with the automatic monitoring subsystem ATS, and then sequentially send the entering-road driving-away request to the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS can sequentially handle entering-road driving-away for the front vehicle and the rear vehicle according to the entering-road driving-away request of the front vehicle and the rear vehicle and according to the entering-road 1 and the entering-road 2 in the same direction, and further sequentially drive away from the coupling/de-editing section. Therefore, after the automatic monitoring subsystem ATS determines that the running directions of the front and rear cars after the de-coding are the same according to the de-coding route plan, the automatic monitoring subsystem ATS can send corresponding route section unlocking instructions according to the same running direction and handle the route driving-off in the connected/de-coded sections for the front and rear cars in sequence.
In implementation, when the first running direction is different from the second running direction, the access section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the step of sending the route section unlocking instructions corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction includes the steps of:
and after the interlock CI determines that the first de-editing train corresponding to the previous unlocking instruction drives away from the coupling/de-editing section, unlocking the access section corresponding to the subsequent unlocking instruction.
In specific implementation, fig. 5 is a schematic view of a scene of driving away in the opposite direction after the marshalling train is disassembled, as shown in fig. 5, after the automatic monitoring subsystem ATS processes an entry 3 of a linking/un-marshalling section for the marshalling train, a rear train and a front train complete the un-marshalling operation in the linking/un-marshalling section, and after the front and rear trains perform information interaction with the automatic monitoring subsystem ATS, the automatic monitoring subsystem ATS sequentially sends an entry driving away request to the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS can process entry driving away for the front and rear trains sequentially according to an entry driving away request of the front and rear trains and an entry 1 and an entry 2 in the opposite direction, thereby sequentially driving away from the linking/un-marshalling section.
Wherein, the route 3 is a passing route, and the route 1 and the route 2 are opened in sequence. Specifically, after the zone controller ZC monitors that the front train leaves the coupling/decoupling zone, the driving-off information of the front train is sent to the interlocking CI, and the interlocking CI opens the access of the rear train according to the driving-off information of the front train, so that the front train and the rear train can drive off in sequence. Therefore, the automatic monitoring subsystem ATS can handle the entrance/departure driving in the coupling/decoupling section for the front and the rear vehicles in sequence by sending the unlocking instructions of the entrance section corresponding to the trains driven in different directions and the information interaction between the automatic monitoring subsystem ATS and the zone controller ZC and the chain CI according to the decoupling entrance plan.
In the implementation, the step of completing the coupling or decoupling action between the rear vehicle and the front vehicle in the coupling/decoupling section further comprises the following steps:
for a marshalling train after the disassembly operation is finished in the coupling/disassembly section, when a front train in the marshalling train is determined to enter a platform area, a vehicle-mounted controller VOBC of the front train sends a platform screen door linkage instruction to an interlocking CI, so that the interlocking CI controls the screen door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform screen door linkage instruction.
In a specific implementation, considering that the train is not connected/disconnected in a passenger carrying state, and therefore the platform section is not in a connected/disconnected section state, when a front train in the train enters a platform area, after an interlocking CI communicates with a train controller VOBC of an activation end (for example, a front train) of the train to be marshalled, the train controller VOBC sends a platform screen door linkage command to the interlocking CI, and the platform screen door linkage command includes the marshalling number of the whole train after the train is connected. And the interlocking CI determines the shielding door serial number corresponding to the grouping number according to the grouping number in the received platform shielding door linkage instruction, and then drives the shielding door corresponding to the shielding door serial number to open. The shielding door serial number in the corresponding shielding door combination is determined according to the corresponding relation between the grouping number and the shielding door combination, for example, the grouping number is 4, and the shielding door serial number in the corresponding shielding door combination is 11-31; or the grouping quantity is 8, the serial numbers of the shield doors in the corresponding shield door combination are 1-41 of the shield doors, and 21 of the shield doors are not opened. Therefore, the vehicle-mounted controller VOBC at the activation end of the marshalling train can generate a corresponding platform screen door linkage instruction based on the marshalling number information of the whole train after the linkage is completed, so that the interlocking CI can accurately open the platform screen door at the corresponding position based on the marshalling number of the whole train.
In the implementation, the step of completing the coupling or decoupling action between the rear vehicle and the front vehicle in the coupling/decoupling section further comprises the following steps:
after the zone controller ZC calculates the movable license MA of the rear vehicle capable of colliding, a protection zone locking request of the linkage/release zone is sent to the interlocking CI, so that the interlocking CI locks the protection zone in the protection zone locking request.
In specific implementation, after a front vehicle and a rear vehicle enter a coupling/decoupling zone, after the zone controller ZC calculates that the rear vehicle can collide with a moving authorization MA, a protection zone locking request of the coupling/decoupling zone is sent to an interlocking CI, so that the interlocking CI locks the protection zone of the coupling/decoupling zone, and after the locking is determined, corresponding locking feedback information is sent to the zone controller ZC, and therefore the coupling work of the front vehicle and the rear vehicle in the coupling/decoupling zone is achieved. Therefore, in the process of connecting and connecting the two trains in the connecting and disconnecting section, in order to prevent the moving distance of the two trains after the collision from being larger than the internal allowance of the connecting and disconnecting section, the trains are prohibited from entering the protection section due to the collision by sending a locking request of the protection section to the interlocking CI, so that the protection locking of the access is realized.
Wherein the protection section is a protection section in the running direction of two connected vehicles; according to the requirements of an actual operation scene, the execution sequence of the zone controller ZC for calculating the MA of the rear vehicle capable of colliding and moving and sending the locking request of the protection zone of the linking/de-linking zone to the interlocking CI can be carried out simultaneously, and the execution sequence is not specifically limited here.
The present application takes a specific scenario as an example, and details a first embodiment of the present application are described. The FAO-based marshalling interlocking control method provided for the flexible coupling/decoupling scene can realize full-automatic coupling/decoupling operation under the condition that an interlocking CI, a zone controller ZC, a vehicle-mounted controller VOBC, an automatic monitoring subsystem ATS and a vehicle subsystem are mutually matched. Fig. 6 is a schematic diagram of an actual application flow of the FAO-based group interlocking control method in the embodiment of the present application, and as shown in fig. 6, the FAO-based group interlocking control method includes:
601. the automatic monitoring subsystem ATS receives a first access request and a first driving plan from a front vehicle and a second access request and a second driving plan from a rear vehicle, and determines a coupling/decoupling driving plan including a driving direction between the front vehicle and the rear vehicle.
602. And respectively carrying out corresponding connection/disconnection route processing by judging whether the route of the rear vehicle is a CBTC-level route. For example, the automatic monitoring subsystem ATS processes a route for the preceding vehicle according to a normal flow, determines the following vehicle as a linked route according to a driving plan of the following vehicle, and processes the linked route for the following vehicle, so that the following vehicle and the preceding vehicle complete the linked action in the linked/unladen section.
Based on the same application concept, the embodiment of the present application further provides a grouping interlocking control device based on the FAO, and because the principle of solving the problems of these devices is similar to that of a grouping interlocking control method based on the FAO, the implementation of these devices may refer to the implementation of the method, and repeated details are not repeated.
Fig. 7 is a schematic structural diagram of a FAO-based group interlock control apparatus according to an embodiment of the present application, and as shown in fig. 7, the FAO-based group interlock control apparatus according to the embodiment of the present application includes:
and a front vehicle route module 701, configured to send the front vehicle route transaction information to the interlock CI according to a linking/unlaming route plan between the front and rear vehicles by the automatic monitoring subsystem ATS.
And a CBTC-free level route module 702, configured to send a rear vehicle linking/unlaming route transaction message to the interlock CI when the rear vehicle route is a CBTC-free level route and it is determined that the route approaching section is not occupied by the non-communication vehicle, so that the rear vehicle and the front vehicle complete a linking or unlaming operation in the linking/unlaming section.
The CBTC level route module 703 is configured to send the following vehicle link/un-link route transaction information to the interlock CI when the following vehicle route is the CBTC level route and the route approaching section is determined to be in the idle state, so that the following vehicle and the preceding vehicle complete the link or un-link operation in the link/un-link section.
In the implementation, still include:
and the determining module is used for receiving the first access request and the first driving plan from the front vehicle and the second access request and the second driving plan from the rear vehicle by the automatic monitoring subsystem ATS, and determining the linking/de-coding access plan containing linking information or de-coding information between the front vehicle and the rear vehicle.
In implementation, when the hitching/unlading route plan is the first hitching route plan with the same direction of the front car and the rear car, the CBTC level route module 703 further includes:
the front and rear vehicle determining module is used for determining the front vehicle and the rear vehicle which are connected and hung according to the driving direction after the connection and hanging action after the rear vehicle and the front vehicle complete the connection and hanging action in the connection and hanging/disconnection section;
and the control module is used for keeping the VOBC of the front vehicle in a working state and controlling the VOBC of the rear vehicle in a dormant state.
In implementation, when the linkage/de-coding route plan is a second linkage route plan in the opposite direction of the front vehicle and the rear vehicle, the linkage/de-coding section is divided into a first section for the front vehicle route and a second section for the rear vehicle linkage route by using a virtual concatenation signal machine;
the CBTC level routing module 703 further includes:
and the first access unlocking module is used for sending an access section unlocking instruction corresponding to the running direction to the interlock CI according to the running direction after the linkage action is finished in the linkage/disconnection section after the rear vehicle and the front vehicle are determined.
In implementation, when the hitching/unlading route plan is an unlading route plan of a front vehicle and a rear vehicle, the CBTC level route module 703 further includes:
the second access unlocking module is used for determining a first running direction of the front vehicle and a second running direction of the rear vehicle after the front vehicle and the rear vehicle are decompiled according to the decompiled access plan of the front vehicle and the rear vehicle; and the number of the first and second groups,
and sending a route section unlocking instruction corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction.
In implementation, when the first running direction is different from the second running direction, the access section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the second access unlocking module includes:
and the sequential unlocking unit is specifically used for interlocking the CI to unlock the access section corresponding to the subsequent unlocking instruction after the first de-editing train corresponding to the previous unlocking instruction is determined to drive away from the coupling/de-editing section.
In the implementation, still include: the station entering module is specifically used for:
for a marshalling train after the disassembly operation is finished in the coupling/disassembly section, when a front train in the marshalling train is determined to enter a platform area, a vehicle-mounted controller VOBC of the front train sends a platform screen door linkage instruction to an interlocking CI, so that the interlocking CI controls the screen door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform screen door linkage instruction.
In the implementation, still include: the locking module is specifically configured to:
after the zone controller ZC calculates the movable license MA of the rear vehicle capable of colliding, a protection zone locking request of the linkage/release zone is sent to the interlocking CI, so that the interlocking CI locks the protection zone in the protection zone locking request.
Based on the same inventive concept, the embodiment of the present application further provides a FAO-based grouping interlocking control system, and as the principle of solving the problems of these devices is similar to a FAO-based grouping interlocking control method and a FAO-based grouping interlocking control apparatus, the implementation of these devices may refer to the implementation of the method, and repeated details are omitted.
The FAO-based group interlocking control system may include:
one or more processors;
storage means for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement the FAO-based group interlock control method as described above.
For convenience of description, each part of the above-described apparatus is separately described as being functionally divided into various modules or units. Of course, the functionality of the various modules or units may be implemented in the same one or more pieces of software or hardware when implementing the present application.
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, etc.) 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 (10)
1. A FAO-based grouping interlocking control method is characterized by comprising the following steps:
the automatic monitoring subsystem ATS sends the route handling information of the front vehicle to the interlocking CI according to the linking/unlaming route plan between the front vehicle and the rear vehicle;
when the route of the rear vehicle is a route without CBTC level and the route approaching section is determined not to be occupied by the non-communication vehicle, sending the transaction information of the rear vehicle connection/disconnection route to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section;
and when the route of the rear vehicle is the CBTC-level route and the route approaching section is determined to be in an idle state, sending the transaction information of the connection/disconnection route of the rear vehicle to the interlocking CI, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section.
2. The method of claim 1, further comprising the steps of:
the automatic monitoring subsystem ATS receives a first access request and a first driving plan from a front vehicle and a second access request and a second driving plan from a rear vehicle, and determines a linking/unlaming access plan containing linking information or unlaming information between the front vehicle and the rear vehicle.
3. The method according to claim 1 or 2, wherein when the hitching/unlinking route plan is the first hitching route plan in the same direction of the front vehicle and the rear vehicle, the step of the rear vehicle and the front vehicle completing hitching or unlinking in the hitching/unlinking zone further comprises the steps of:
determining a front vehicle and a rear vehicle which are connected and hung according to the driving direction after the connection and hanging action is finished after the connection and hanging action of the rear vehicle and the front vehicle in the connection and hanging/disconnection section is determined;
keeping the VOBC of the front vehicle in a working state, and controlling the VOBC of the rear vehicle in a dormant state.
4. The method according to claim 1 or 2, characterized in that when the hitching/unlinking section plan is a second hitching route plan of the opposite direction of the preceding vehicle and the following vehicle, the hitching/unlinking section is divided into a first section for the approach of the preceding vehicle and a second section for the approach of the following vehicle by using a virtual juxtaposition signal machine;
the step of completing the linking or the de-linking action in the linking/de-linking section by the rear vehicle and the front vehicle further comprises the following steps: and after the rear vehicle and the front vehicle complete the coupling action in the coupling/decoupling section, sending an unlocking instruction of the access section corresponding to the driving direction to the interlock CI according to the driving direction after the coupling action.
5. The method according to claim 1 or 2, wherein when the linkage/de-compilation route plan is a de-compilation route plan for a preceding vehicle and a following vehicle, the following vehicle and the preceding vehicle complete linkage or de-compilation in the linkage/de-compilation section, further comprising the steps of:
determining a first running direction of a front vehicle and a second running direction of a rear vehicle after the front vehicle and the rear vehicle are decompiled according to the decompiling route plan of the front vehicle and the rear vehicle;
and sending a route section unlocking instruction corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction.
6. The method of claim 5, wherein the approach segment unlock command comprises a preceding unlock command and a following unlock command when the first direction of travel and the second direction of travel are not the same;
the step of sending the route section unlocking instructions corresponding to the first running direction and the second running direction to the interlock CI according to the first running direction and the second running direction includes the steps of:
and after the interlock CI determines that the first de-editing train corresponding to the previous unlocking instruction drives away from the coupling/de-editing section, unlocking the access section corresponding to the subsequent unlocking instruction.
7. The method of claim 1, wherein the step of the rear vehicle completing the coupling or decoupling with the front vehicle in the coupling/decoupling section further comprises the steps of:
for a marshalling train after the disassembly operation is finished in the coupling/disassembly section, when a front train in the marshalling train is determined to enter a platform area, a vehicle-mounted controller VOBC of the front train sends a platform screen door linkage instruction to an interlocking CI, so that the interlocking CI controls the screen door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform screen door linkage instruction.
8. The method of claim 1, wherein the step of the rear vehicle completing the coupling or decoupling with the front vehicle in the coupling/decoupling section further comprises the steps of:
after the zone controller ZC calculates the movable license MA of the rear vehicle capable of colliding, a protection zone locking request of the linkage/release zone is sent to the interlocking CI, so that the interlocking CI locks the protection zone in the protection zone locking request.
9. A FAO-based consist interlock control apparatus comprising:
the front vehicle route module is used for automatically monitoring the ATS of the subsystem to send the route handling information of the front vehicle to the interlocking CI according to a linking/unlaming route plan between the front vehicle and the rear vehicle;
the CBTC-free level route module is used for sending the handling information of the rear vehicle connection/disconnection route to the interlocking CI after the route of the rear vehicle is a CBTC-free level route and the route approaching section is determined not to be occupied by the non-communication vehicle, so that the rear vehicle and the front vehicle complete the connection or disconnection action in the connection/disconnection section;
and the CBTC level route module is used for sending the connection/disconnection route transaction information of the rear vehicle to the interlocking CI after the route of the rear vehicle is the CBTC level route and the route approaching section is determined to be in an idle state, so that the rear vehicle and the front vehicle complete connection or disconnection actions in the connection/disconnection section.
10. A FAO-based consist interlock control system, comprising:
one or more processors;
storage means for storing one or more programs;
the one or more programs, when executed by the one or more processors, cause the one or more processors to implement a FAO-based group interlock control method according to any of claims 1 to 8.
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