CN113734248B - 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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- CN113734248B CN113734248B CN202111141543.1A CN202111141543A CN113734248B CN 113734248 B CN113734248 B CN 113734248B CN 202111141543 A CN202111141543 A CN 202111141543A CN 113734248 B CN113734248 B CN 113734248B
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02P—CLIMATE CHANGE MITIGATION TECHNOLOGIES IN THE PRODUCTION OR PROCESSING OF GOODS
- Y02P90/00—Enabling technologies with a potential contribution to greenhouse gas [GHG] emissions mitigation
- Y02P90/02—Total factory control, e.g. smart factories, flexible manufacturing systems [FMS] or integrated manufacturing systems [IMS]
Abstract
The application provides a FAO-based grouping interlocking control method, device and system, wherein the method comprises the following steps: the automatic monitoring subsystem ATS sends forward road handling information to the interlocking CI according to a link/link route plan between the front vehicle and the rear vehicle; when the rear vehicle access is a CBTC-level access and the access approaching section is not occupied by the non-communication vehicle, transmitting rear vehicle coupling/uncoupling access handling information to the interlocking CI so that coupling/uncoupling actions of the rear vehicle and the front vehicle are completed in the coupling/uncoupling section; when the rear vehicle route is CBTC grade route and the route approaching section is determined to be in an idle state, the rear vehicle connecting/disconnecting route handling information is sent to the interlocking CI, so that the rear vehicle and the front vehicle complete connecting/disconnecting actions in the connecting/disconnecting section. According to the application, through optimizing the interlocking rules of the CBTC level route and the CBTC-level route, the automatic coupling or uncoupling actions of the rear vehicle and the front vehicle in the coupling/uncoupling section can be ensured, and the train grouping quantity can be 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 that passenger flow volume difference is great in different periods, but urban rail transit adopts fixed marshalling trains in many ways, and the number of train vehicles can not be flexibly allocated to meet the demands of different transport capacities during operation, and the problem of transport capacity waste is also caused by time distribution imbalance. In an actual operation scene, the automatic connection/disconnection of the train in the connection/disconnection section cannot be realized on a full-automatic operation (FAO: fully Automatic Operation) system line according to an operation plan, the number of train groups is flexibly changed, and in the aspects of the current interlocking rule for route control and the information interaction between the interlocking rule and other subsystems, the automatic connection/disconnection of the train in the connection/disconnection section cannot be realized, so that the number of train groups is flexibly changed.
Thus, the prior art is deficient in that for a build/release section that does not support a communication-based train control system (CBTC: communication Based Train Control) approach, existing interlock rules lock the build/release section after a pre-transaction vehicle enters the build/release section, and a post-vehicle cannot enter the build/release section. That is, for CBCT-level-free routes, the rear vehicles cannot achieve the connection or disconnection with the front vehicles in the connection/disconnection section.
Disclosure of Invention
The embodiment of the application provides a marshalling interlocking control method, device and system based on FAO (failure-free operation), which are used for solving the technical problem that a rear vehicle cannot realize connection or disconnection with a front vehicle in a connection/disconnection section for a non-CBCT (Concatenation computed tomography) -level route 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 forward road handling information to the interlocking CI according to a link/link route plan between the front vehicle and the rear vehicle;
when the rear vehicle access is a CBTC-level access and the access approaching section is not occupied by the non-communication vehicle, transmitting rear vehicle coupling/uncoupling access handling information to the interlocking CI so that coupling/uncoupling actions of the rear vehicle and the front vehicle are completed in the coupling/uncoupling section;
when the rear vehicle route is CBTC grade route and the route approaching section is determined to be in an idle state, the rear vehicle connecting/disconnecting route handling information is sent to the interlocking CI, so that the rear vehicle and the front vehicle complete connecting/disconnecting actions in the connecting/disconnecting section.
Preferably, the method further comprises the following steps:
the automatic monitoring subsystem ATS receives a first route request and a first driving plan from a front vehicle and a second route request and a second driving plan from a rear vehicle, and determines a link/route plan containing link information or route information between the front vehicle and the rear vehicle.
Preferably, when the link/unlock route plan is a first link route plan of the front vehicle and the rear vehicle in the same direction, the step of completing the link or unlock action in the link/unlock section between the rear vehicle and the front vehicle further includes the following steps:
after the fact that the rear vehicle and the front vehicle finish the linking action in the linking/unbinding section is determined, the front vehicle and the rear vehicle are linked according to the running direction after the linking action;
the vehicle-mounted controller VOBC of the front vehicle is kept in a working state, and the vehicle-mounted controller VOBC of the rear vehicle is controlled to be in a dormant state.
Preferably, when the link/release route plan is a second link route plan of the opposite direction of the front vehicle and the rear vehicle, dividing the link/release section into a first section for the front vehicle route and a second section for the rear vehicle link route by using a virtual juxtaposition annunciator;
the step that the rear vehicle and the front vehicle complete the linking or unbinding action in the linking/unbinding section further comprises the following steps: after the fact that the rear vehicle and the front vehicle complete the linking action in the linking/unbinding section is determined, a route section unlocking instruction corresponding to the running direction is sent to the interlocking CI according to the running direction after the linking action.
Preferably, when the link/unlock access plan is a front car and a rear car unlock access plan, the rear car and the front car complete the link or unlock operation in the link/unlock section, and further comprising the steps of:
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 unpacked according to a unpacking route plan of the front vehicle and the rear vehicle;
and sending an entrance section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction.
Preferably, when the first running direction and the second running direction are different, the route section unlock instruction includes a preceding unlock instruction and a following unlock instruction;
the step of sending the route section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction comprises the following steps:
and after the interlocking CI determines that the first unlocking train corresponding to the previous unlocking instruction drives away from the linking/unlocking section, unlocking the route section corresponding to the subsequent unlocking instruction.
Preferably, the step of completing the linking or unbinding action of the rear vehicle and the front vehicle in the linking/unbinding section further comprises the following steps:
for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
Preferably, the step of completing the linking or unbinding action of the rear vehicle and the front vehicle in the linking/unbinding section further comprises the following steps:
after the zone controller ZC calculates the collision movable authorization MA of the rear vehicle, the zone controller ZC sends a protection zone locking request of the connecting/disconnecting zone to the interlocking CI so as to enable the interlocking CI to lock the protection zone in the protection zone locking request.
The embodiment of the application also provides a grouping interlocking control device based on FAO, which comprises:
the front vehicle route module is used for automatically monitoring the link/unlock route plan between the front vehicle and the rear vehicle by the subsystem ATS and sending front vehicle route handling information to the interlocking CI;
the non-CBTC grade route module is used for sending the linkage/unlocking route handling information of the rear vehicle to the interlocking CI after the rear vehicle route is the non-CBTC grade route and the route approaching section is determined to be not occupied by the non-communication vehicle, so that the linkage/unlocking actions of the rear vehicle and the front vehicle are completed in the linkage/unlocking section;
and the CBTC grade route module is used for sending the linkage/unlocking route handling information of the rear vehicle to the interlocking CI after the rear vehicle route is the CBTC grade route and the route approaching section is determined to be in an idle state, so that the linkage/unlocking actions of the rear vehicle and the front vehicle are finished in the linkage/unlocking section.
Preferably, the method further comprises:
the automatic monitoring subsystem ATS is used for receiving a first route request and a first driving plan from a front vehicle, and a second route request and a second driving plan from a rear vehicle, and determining a link/route solving plan containing link information or link solving information between the front vehicle and the rear vehicle.
Preferably, when the link/solution route plan is a first link route plan of the same direction as the front vehicle and the rear vehicle, 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 to be connected according to the running direction after the connection and disconnection actions are completed on the connection and disconnection section of the rear vehicle and the front vehicle;
and the control module is used for keeping the vehicle-mounted controller VOBC of the front vehicle in a working state and controlling the vehicle-mounted controller VOBC of the rear vehicle in a dormant state.
Preferably, when the link/release route plan is a second link route plan of the opposite direction of the front vehicle and the rear vehicle, dividing the link/release section into a first section for the front vehicle route and a second section for the rear vehicle link route by using a virtual juxtaposition annunciator;
the CBTC-level access module further includes:
the first route unlocking module is used for sending route section unlocking instructions corresponding to the running direction to the interlocking CI according to the running direction after the connection/disconnection operation of the rear vehicle and the front vehicle is determined.
Preferably, when the link/route plan is a route plan of a preceding vehicle and a following vehicle, the CBTC level route module further includes:
the second route unlocking module is used for determining a first running direction of the front vehicle after the route is unwound and a second running direction of the rear vehicle according to the route unwinding plans of the front vehicle and the rear vehicle; the method comprises the steps of,
and sending an entrance section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction.
Preferably, when the first running direction and the second running direction are different, the route section unlock instruction includes a preceding unlock instruction and a following unlock instruction;
the second approach unlocking module includes:
and the sequential unlocking unit is specifically used for unlocking the route section corresponding to the subsequent unlocking instruction after the interlocking CI determines that the first unlocking train corresponding to the preceding unlocking instruction drives away from the linking/unlocking section.
Preferably, the method further comprises: the inbound module is specifically used for:
for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
Preferably, the method further comprises: the locking module is specifically used for:
after the zone controller ZC calculates the collision movable authorization MA of the rear vehicle, the zone controller ZC sends a protection zone locking request of the connecting/disconnecting zone to the interlocking CI so as to enable the interlocking CI to lock the protection zone in the protection zone locking request.
The embodiment of the application also provides a grouping interlocking control system based on FAO, which is characterized by comprising the following steps:
one or more processors;
a 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 consist interlock control method as described above.
By adopting 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 forward road handling information to an interlocking CI according to a link/route-solving plan between a front vehicle and a rear vehicle; when the rear vehicle access is a CBTC-level access and the access approaching section is not occupied by the non-communication vehicle, transmitting rear vehicle coupling/uncoupling access handling information to the interlocking CI so that coupling/uncoupling actions of the rear vehicle and the front vehicle are completed in the coupling/uncoupling section; when the rear vehicle route is CBTC grade route and the route approaching section is determined to be in an idle state, the rear vehicle connecting/disconnecting route handling information is sent to the interlocking CI, so that the rear vehicle and the front vehicle complete connecting/disconnecting actions in the connecting/disconnecting section. Therefore, the optimization of the interlocking rules of the CBTC grade route and the CBTC grade route is realized by judging whether the current string/unlocking section route is the CBTC grade route and determining different monitoring modes aiming at the CBTC grade route and the CBTC grade route, so that the automatic string or unlocking action of the string/unlocking section can be realized between the rear vehicle and the front vehicle, and the number of train groups 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 specification, illustrate embodiments of the application and together with the description serve to explain the application and do not constitute a limitation on the application. In the drawings:
fig. 1 is a 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 scenario in which the vehicles in front and rear directions handle a link in the same direction in an embodiment of the present application;
FIG. 3 is a schematic view of a scenario in which a front car and a rear car handle a link in opposite directions in an embodiment of the present application;
fig. 4 is a schematic view of a scenario in which a marshalled train is driven away in the same direction after being released in the embodiment of the application;
FIG. 5 is a schematic view of a scenario in which a marshalled train is driven away in the opposite direction after being released in an embodiment of the present application;
fig. 6 is a schematic diagram of a practical application flow of a FAO-based grouping interlocking control method in an embodiment of the present application;
fig. 7 is a schematic structural diagram of a FAO-based grouping interlock control device in 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 detailed description of exemplary embodiments of the present application is provided in conjunction with the accompanying drawings, and it is apparent that the described embodiments are only some embodiments of the present application and not exhaustive of all embodiments. It should be noted that, without conflict, the embodiments of the present application and features of the embodiments may be combined with each other.
Example 1
Fig. 1 is a flow chart of a FAO-based group interlock control method according to an embodiment of the present application. As shown in fig. 1, the FAO-based group interlock control method according to the embodiment of the present application includes:
in step S101, the automatic monitoring subsystem ATS sends forward travel handling information to the interlock CI according to the link/route plan between the preceding and following vehicles.
In implementation, before step S101, the method further includes:
the automatic monitoring subsystem ATS receives a first route request and a first driving plan from a front vehicle and a second route request and a second driving plan from a rear vehicle, and determines a link/route plan containing link information or route information between the front vehicle and the rear vehicle.
In particular implementations, the automated monitoring subsystem ATS handles routes to a designated link/unbind section for a lead vehicle (e.g., a passive trailer) according to a link/unbind route plan, which may be a pass-through route or a turn-back route. Specifically, the automatic monitoring subsystem ATS acquires linkage information or unpacking information of a front vehicle and a rear vehicle according to a received first driving plan from the front vehicle and a received second driving plan from the rear vehicle, and determines a linkage/unpacking route plan between the front vehicle and the rear vehicle by combining the first route request of the front vehicle and the second route request of the rear vehicle, and further handles linkage/unpacking routes for the rear vehicle after handling routes according to a normal flow for the front vehicle according to the linkage/unpacking route plan, so that the linkage/unpacking section of the route of the rear vehicle and the linkage/unpacking section of the front vehicle complete linkage or unpacking actions. Wherein the link/decomplex route is a through route comprising a link attribute or a decomplex attribute. Therefore, the access plan with the linking attribute or the unbinding attribute can be obtained through the information interaction between the front and rear vehicles and the ATS of the automatic monitoring subsystem, so that the front and rear vehicles can finish the linking or unbinding action in the linking/unbinding section. In addition, in the link route scene, the forward line and the link/unbinding section should control the rear vehicle to travel according to the position of the front vehicle so as to realize the tracking and handling of the link route, thereby ensuring the working efficiency.
Step S102, when the rear vehicle access is a CBTC-level access, and the access approach section is not occupied by the non-communication vehicle, the rear vehicle coupling/uncoupling access handling information is sent to the interlocking CI, so that coupling or uncoupling actions of the rear vehicle and the front vehicle are completed in the coupling/uncoupling section.
In specific implementation, fig. 2 is a schematic view of a scenario in which a link approach is handled in the same direction between front and rear vehicles in the embodiment of the present application, as shown in fig. 2, an automatic monitoring subsystem ATS handles an approach 1 for a passive trailer (front vehicle) according to a link/unlock approach plan between the front and rear vehicles, when it is determined that an approach 2 in the same direction as the approach 1 is a non-CBTC-level approach, a zone controller ZC of the link/unlock section determines that the approach section has no non-communication vehicle (UT vehicle), and then sends UT-free vehicle occupancy status information to the automatic monitoring subsystem ATS through an interlock CI, and the automatic monitoring subsystem ATS handles the approach 2 for an active trailer (rear vehicle) after determining that the approach section has no UT vehicle occupancy, so that the active trailer (rear vehicle) and the passive trailer (front vehicle) can walk away from the link/unlock section along the approach 3 after the link/unlock section completes an automatic link motion.
Step S103, after the rear vehicle access is CBTC grade access and the access approaching section is determined to be in an idle state, the rear vehicle coupling/uncoupling access handling information is sent to the interlocking CI so that the rear vehicle and the front vehicle can complete coupling or uncoupling actions in the coupling/uncoupling 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 approaching section is idle, the zone controller ZC of the linking/unbinding section sends idle state information of the route approaching section to the automatic monitoring subsystem ATS via the interlock CI, and after determining that the route 2 approaching section (the first track section of the route 2) is in an idle state, the automatic monitoring subsystem ATS handles the route 2 for the active linking trailer (the rear vehicle), so that the active linking trailer (the rear vehicle) and the passive linking trailer (the front vehicle) can be separated from the linking/unbinding section along the route 3 after the linking/unbinding section completes the automatic linking action.
In an implementation, when the link/unlock route plan is a first link route plan of the front vehicle and the rear vehicle in the same direction, the step of completing the link or unlock operation in the link/unlock section between the rear vehicle and the front vehicle further includes the following steps:
after the fact that the rear vehicle and the front vehicle finish the linking action in the linking/unbinding section is determined, the front vehicle and the rear vehicle are linked according to the running direction after the linking action;
the vehicle-mounted controller VOBC of the front vehicle is kept in a working state, and the vehicle-mounted controller VOBC of the rear vehicle is controlled to be in a dormant state.
In specific implementation, according to the received first route request and the second route request, a first link route plan of the front and rear vehicles in the same direction is determined, after the rear vehicle and the front vehicle complete the link action in the link/release section, the front and rear vehicles respectively interact with the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS determines the link front vehicle and the link rear vehicle after the link action is completed, the vehicle-mounted controller VOBC of the link front vehicle is kept in a working state, and the vehicle-mounted controller VOBC of the link rear vehicle is controlled to switch to a dormant state, thereby realizing link (grouping) of the link front vehicle and the link rear vehicle, controlling the operation of the train by the link front vehicle in the grouped train while flexibly changing the number of the grouped trains, and controlling the operation of the train by the link rear vehicle in the grouped train according to the requirement of an actual operation scene, without specific limitation.
In the implementation, when the link/release programming route is a second link route plan in the opposite direction of the front vehicle and the rear vehicle, dividing the link/release programming section into a first section for the front vehicle route and a second section for the rear vehicle link route by using a virtual juxtaposition annunciator;
the step that the rear vehicle and the front vehicle complete the linking or unbinding action in the linking/unbinding section further comprises the following steps: after the fact that the rear vehicle and the front vehicle complete the linking action in the linking/unbinding section is determined, a route section unlocking instruction corresponding to the running direction is sent to the interlocking CI according to the running direction after the linking action.
In specific implementation, fig. 3 is a schematic diagram of a scenario in which a front vehicle and a rear vehicle handle a link in opposite directions in an embodiment of the present application, as shown in fig. 3, after determining that the front vehicle and the rear vehicle are a second link plan in opposite directions according to a received first link request and a second link request, the link/release section is divided into a first section (IG section) for the front vehicle to enter and a second section (IIG section) for the front vehicle to enter by using a juxtaposition virtual signal machine disposed in the link/release section, so that the automatic monitoring subsystem ATS handles the link for the front vehicle and the rear vehicle according to the divided two sections.
After handling the first section (IG section) of the route 1 for the passive trailer (front or first train), the automatic monitoring subsystem ATS handles the second section (IIG section) of the route 2 in the direction opposite to the route 1 for the active trailer, so as to complete the linking action of the active trailer and the passive trailer at the junction of the IG section and the IIG section, and drive away from the linking/unbinding section in the direction of the route 3 or the route 3'. For the link road handling of the active trailer of the road 2, the automatic monitoring system ATS performs corresponding processing by using the road lighting condition according to the link road attribute. Therefore, the problem that the link section occupied by the passive trailer cannot handle the route in the opposite direction to the locking direction of the route handled for the active trailer in the prior art can be effectively solved by dividing the link/unbinding section, so that the front and rear vehicles in the opposite direction can realize the route handling of the same link/unbinding section.
Further, after determining the running direction of the marshalling train, the automatic monitoring subsystem ATS generates an access section unlocking instruction according to access information corresponding to the running direction and sends the access section unlocking instruction to the interlocking CI, so that the interlocking CI controls the corresponding access section to unlock according to the access section unlocking instruction, and therefore the marshalling train after being connected can drive away from the connecting/disconnecting section from any direction, and further automatic turn-back access in any direction is achieved.
In an implementation, when the link/unlock access plan is a forward vehicle and a backward vehicle unlock access plan, the backward vehicle and the forward vehicle complete the link or unlock operation in the link/unlock section, and further includes the following steps:
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 unpacked according to a unpacking route plan of the front vehicle and the rear vehicle;
and sending an entrance section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction.
In specific implementation, fig. 4 is a schematic view of a scenario in which a grouped train is driven away in the same direction after being unwound, as shown in fig. 4, an automatic monitoring subsystem ATS obtains route information and unwinding information of the front and rear vehicles according to a received first route request and a received first driving plan of the front vehicle and a received second route request and a received second driving plan of the rear vehicle, determines that the unwinding plan between the front and rear vehicles is an unwinding plan of the front and rear vehicles, and further handles a route 3 of the link/unwinding section for the grouped train. Further, if the first running direction of the front car and the second running direction of the rear car are the same, after the rear car and the front car complete the unbinding action in the linking/unbinding section, the front car and the rear car sequentially send a route departure request to the automatic monitoring subsystem ATS after information interaction with the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS can process route departure for the front car and the rear car sequentially according to the route departure request of the front car and the rear car and the route 1 and the route 2 in the same direction, thereby sequentially driving away the linking/unbinding section. Therefore, after determining that the running directions of the front and rear vehicles after the decoding are the same according to the decoding route plan, the automatic monitoring subsystem ATS can send corresponding route section unlocking instructions according to the same running directions, and handle the route in the linking/decoding section for the front and rear vehicles in sequence.
In an implementation, when the first running direction and the second running direction are different, the route section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the step of sending the route section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction comprises the following steps:
and after the interlocking CI determines that the first unlocking train corresponding to the previous unlocking instruction drives away from the linking/unlocking section, unlocking the route section corresponding to the subsequent unlocking instruction.
In specific implementation, fig. 5 is a schematic view of a scenario in which a marshalling train is driven away in the opposite direction after being disassembled, as shown in fig. 5, after the automatic monitoring subsystem ATS handles a route 3 of a connecting/disconnecting section for the marshalling train, a rear car and a front car complete a disconnecting action in the connecting/disconnecting section, and after the front car and the rear car interact with the automatic monitoring subsystem ATS through information, a route-driving-away request is sequentially sent to the automatic monitoring subsystem ATS, so that the automatic monitoring subsystem ATS can handle a route-driving away for the front car and the rear car according to the route-driving-away request of the front car and the rear car according to a route 1 and a route 2 in opposite directions, and sequentially drive away the connecting/disconnecting section.
The route 3 is a through route, and the route 1 and the route 2 are sequentially opened. Specifically, after the zone controller ZC monitors that the preceding train leaves the linking/unbinding zone, the preceding train's departure information is sent to the interlock CI, and the interlock CI opens the route of the following train according to the preceding train's departure information, thereby realizing sequential departure of the preceding train and the following train. Therefore, the automatic monitoring subsystem ATS can sequentially handle the driving-off of the driving-in/driving-out section for the front and rear vehicles by sending the driving-out section unlocking instructions corresponding to the vehicles driving off in different directions and the information interaction with the zone controller ZC and the interlock CI according to the driving-out plan.
In implementation, the step of completing the linking or unbinding action of the rear vehicle and the front vehicle in the linking/unbinding section further comprises the following steps:
for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
In a specific implementation, in consideration that the trains are not connected/disconnected in the passenger carrying state, the platform section is not provided with the connected/disconnected section state, and when the front train in the assembled train enters the platform area, after the interlocking CI is communicated with the vehicle-mounted controller VOBC at the active end (for example, the connected front train) of the assembled train, the vehicle-mounted controller VOBC sends a platform screen door linkage instruction to the interlocking CI, and the platform screen door linkage instruction comprises the assembled number of the whole train after the connection is completed. The interlocking CI determines the number of the shielding doors corresponding to the grouping number according to the grouping number in the received platform shielding door linkage instruction, and then drives the shielding doors corresponding to the number of the shielding doors to be opened. According to the corresponding relation between the grouping number and the shielding door combination, the shielding door serial numbers in the corresponding shielding door combination are determined, for example, the grouping number is 4, and the shielding door serial numbers in the corresponding shielding door combination are shielding door numbers 11-31; or the number of the groups is 8, the number of the shielding doors in the corresponding shielding door combination is 1-41, and the number of the shielding door 21 is not opened. It can be seen that the on-board controller VOBC at the active end of the grouped train can generate a corresponding platform screen door linkage instruction based on the number of grouped integral trains after the connection is completed, so that the interlocking CI can accurately open the platform screen door at a corresponding position based on the number of grouped integral trains.
In implementation, the step of completing the linking or unbinding action of the rear vehicle and the front vehicle in the linking/unbinding section further comprises the following steps:
after the zone controller ZC calculates the collision movable authorization MA of the rear vehicle, the zone controller ZC sends a protection zone locking request of the connecting/disconnecting zone to the interlocking CI so as to enable the interlocking CI to lock the protection zone in the protection zone locking request.
In specific implementation, after the front and rear vehicles enter the linking/unbinding section, the zone controller ZC calculates that the rear vehicles can collide with the mobile authorization MA, and then sends a protection section locking request of the linking/unbinding section to the interlocking CI so as to lock the protection section of the linking/unbinding section by the interlocking CI, and after the locking is determined, sends corresponding locking feedback information to the zone controller ZC, thereby realizing the linking work of the front and rear vehicles in the linking/unbinding section. Therefore, in the process of connecting and disconnecting the connecting and disconnecting sections, in order to avoid that the moving distance between trains is larger than the internal allowance of the connecting and disconnecting sections after collision, the trains are forbidden to enter the protecting section due to collision in a mode of sending a locking request of the protecting section to the interlocking CI, so that the protection locking of the approach is realized.
The protection section is a protection section in the running direction after the two vehicles are connected; according to the requirements of the actual operation scene, the execution sequence of the protection zone locking request of the connecting/disconnecting zone, which is calculated by the zone controller ZC and sent by the rear car collidable movement authorization MA to the interlocking CI, can be performed simultaneously, and the execution sequence is not particularly limited.
The present application takes a specific scenario as an example, and a first embodiment of the present application will be described in detail. The FAO-based grouping interlocking control method provided for the flexible linking/unbinding scene can realize full-automatic linking/unbinding 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 a practical application flow of a FAO-based group interlocking control method in an embodiment of the present application, where, as shown in fig. 6, the FAO-based group interlocking control method includes:
601. the automatic monitoring subsystem ATS receives a first route request and a first driving plan from a preceding vehicle, and a second route request and a second driving plan from a following vehicle, and determines a link/solution route plan including a route direction between the preceding vehicle and the following vehicle.
602. And respectively carrying out corresponding link/link decoding route processing by judging whether the rear vehicle route is a CBTC grade route. For example, the ATS of the automatic monitoring subsystem handles the route for the front vehicle according to the normal flow, determines that the rear vehicle is a link route according to the driving plan of the rear vehicle, and handles the link route for the rear vehicle, so that the rear vehicle and the front vehicle complete the link action in the link/link section.
Based on the same application conception, the embodiment of the application also provides a grouping interlocking control device based on FAO, and because the principle of solving the problems of the devices is similar to that of a grouping interlocking control method based on FAO, the implementation of the devices can be referred to the implementation of the method, and the repetition is omitted.
Fig. 7 is a schematic structural diagram of a FAO-based group interlocking control device according to an embodiment of the present application, as shown in fig. 7, where the FAO-based group interlocking control device according to an embodiment of the present application includes:
the front vehicle approach module 701 is configured to send front vehicle approach handling information to the interlock CI according to a link/unlock approach plan between the front vehicle and the rear vehicle by the automatic monitoring subsystem ATS.
The CBTC-free level route module 702 is configured to send a rear vehicle link/unlock route handling information to the interlock CI when the rear vehicle route is a CBTC-free level route and it is determined that the route approach section is not occupied by the non-communication vehicle, so that the rear vehicle and the front vehicle complete a link/unlock operation in the link/unlock section.
The CBTC-level route module 703 is configured to send a post-vehicle link/unlock route handling information to the interlock CI after the post-vehicle route is CBTC-level route and the route approaching section is determined to be in an idle state, so that the post-vehicle and the front-vehicle complete a link or unlock operation in the link/unlock section.
In practice, the method further comprises:
the automatic monitoring subsystem ATS is used for receiving a first route request and a first driving plan from a front vehicle, and a second route request and a second driving plan from a rear vehicle, and determining a link/route solving plan containing link information or link solving information between the front vehicle and the rear vehicle.
In implementation, when the link/solution route plan is a first link route plan with the same direction as the front vehicle and the rear vehicle, 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 to be connected according to the running direction after the connection and disconnection actions are completed on the connection and disconnection section of the rear vehicle and the front vehicle;
and the control module is used for keeping the vehicle-mounted controller VOBC of the front vehicle in a working state and controlling the vehicle-mounted controller VOBC of the rear vehicle in a dormant state.
In the implementation, when the link/release programming route is a second link route plan in the opposite direction of the front vehicle and the rear vehicle, dividing the link/release programming section into a first section for the front vehicle route and a second section for the rear vehicle link route by using a virtual juxtaposition annunciator;
the CBTC-level access module 703 further includes:
the first route unlocking module is used for sending route section unlocking instructions corresponding to the running direction to the interlocking CI according to the running direction after the connection/disconnection operation of the rear vehicle and the front vehicle is determined.
In implementation, when the link/route plan is a route plan for a preceding vehicle and a following vehicle, the CBTC level route module 703 further includes:
the second route unlocking module is used for determining a first running direction of the front vehicle after the route is unwound and a second running direction of the rear vehicle according to the route unwinding plans of the front vehicle and the rear vehicle; the method comprises the steps of,
and sending an entrance section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction.
In an implementation, when the first running direction and the second running direction are different, the route section unlocking instruction comprises a front unlocking instruction and a rear unlocking instruction;
the second approach unlocking module includes:
and the sequential unlocking unit is specifically used for unlocking the route section corresponding to the subsequent unlocking instruction after the interlocking CI determines that the first unlocking train corresponding to the preceding unlocking instruction drives away from the linking/unlocking section.
In practice, the method further comprises: the inbound module is specifically used for:
for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
In practice, the method further comprises: the locking module is specifically used for:
after the zone controller ZC calculates the collision movable authorization MA of the rear vehicle, the zone controller ZC sends a protection zone locking request of the connecting/disconnecting zone to the interlocking CI so as to enable the interlocking CI to lock the protection zone in the protection zone locking request.
Based on the same inventive concept, the embodiment of the application also provides a group interlocking control system based on FAO, and because the principle of solving the problems of the devices is similar to that of a group interlocking control method based on FAO and a group interlocking control device based on FAO, the implementation of the devices can be referred to the implementation of the method, and the repeated parts are not repeated.
The FAO-based consist interlock control system may include:
one or more processors;
a 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 consist interlock control method as described above.
For convenience of description, the parts of the above apparatus are described as being functionally divided into various modules or units, respectively. Of course, the functions of each module or unit may be implemented in the same piece or pieces of software or hardware when implementing the present application.
It will be appreciated by those skilled in the art that 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 flowchart and/or block of the flowchart illustrations and/or block diagrams, and combinations of flowcharts 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 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. It is therefore intended that the following claims be interpreted as including the preferred embodiments and all such alterations and modifications as fall within the scope of the application.
It will be apparent to those skilled in the art that various modifications and variations can be made to the present application without departing from the spirit or scope of the application. Thus, it is intended that the present application also include such modifications and alterations insofar as they come within the scope of the appended claims or the equivalents thereof.
Claims (6)
1. A FAO-based consist interlock control method, comprising:
the automatic monitoring subsystem ATS receives a first route request and a first driving plan from a front vehicle and a second route request and a second driving plan from a rear vehicle, and determines a link/route solving plan containing link information or solving information between the front vehicle and the rear vehicle;
the automatic monitoring subsystem ATS sends forward road handling information to the interlocking CI according to a link/link route plan between the front vehicle and the rear vehicle;
when the rear vehicle access is a CBTC-level access and the access approaching section is not occupied by the non-communication vehicle, transmitting rear vehicle coupling/uncoupling access handling information to the interlocking CI so that coupling/uncoupling actions of the rear vehicle and the front vehicle are completed in the coupling/uncoupling section;
when the rear vehicle approach is CBTC level approach and the approach section is determined to be in an idle state, transmitting rear vehicle connection/disconnection processing information to the interlocking CI so that connection/disconnection actions of the rear vehicle and the front vehicle are completed in the connection/disconnection section;
when the link/release programming route is a second link route plan of the opposite direction of the front vehicle and the rear vehicle, dividing the link/release programming section into a first section for the front vehicle route and a second section for the rear vehicle link route by utilizing a virtual juxtaposition annunciator;
the step that the rear vehicle and the front vehicle complete the linking or unbinding action in the linking/unbinding section further comprises the following steps: after determining that the rear vehicle and the front vehicle complete the linking action in the linking/unbinding section, sending a route section unlocking instruction corresponding to the running direction to the interlocking CI according to the running direction after the linking action;
for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
2. The method of claim 1, wherein when the link/decomplex route plan is a front car and a rear car decomplex route plan, the rear car and the front car complete the link or decomplex action in the link/decomplex section, further comprising the steps of:
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 unpacked according to a unpacking route plan of the front vehicle and the rear vehicle;
and sending an entrance section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction.
3. The method of claim 2, wherein the approach section unlock instruction comprises a preceding unlock instruction and a following unlock instruction when the first and second directions of travel are different;
the step of sending the route section unlocking instruction corresponding to the first running direction and the second running direction respectively to the interlocking CI according to the first running direction and the second running direction comprises the following steps:
and after the interlocking CI determines that the first unlocking train corresponding to the previous unlocking instruction drives away from the linking/unlocking section, unlocking the route section corresponding to the subsequent unlocking instruction.
4. The method of claim 1, wherein the step of completing the attaching or detaching actions of the rear vehicle and the front vehicle in the attaching/detaching section further comprises the steps of:
after the zone controller ZC calculates the collision movable authorization MA of the rear vehicle, the zone controller ZC sends a protection zone locking request of the connecting/disconnecting zone to the interlocking CI so as to enable the interlocking CI to lock the protection zone in the protection zone locking request.
5. A FAO-based consist interlock control apparatus, comprising:
the automatic monitoring subsystem ATS is used for receiving a first route request and a first driving plan from a front vehicle, a second route request and a second driving plan from a rear vehicle and determining a link/route solving plan containing link information or route solving information between the front vehicle and the rear vehicle;
the front vehicle route module is used for automatically monitoring the link/unlock route plan between the front vehicle and the rear vehicle by the subsystem ATS and sending front vehicle route handling information to the interlocking CI;
the non-CBTC grade route module is used for sending the linkage/unlocking route handling information of the rear vehicle to the interlocking CI after the rear vehicle route is the non-CBTC grade route and the route approaching section is determined to be not occupied by the non-communication vehicle, so that the linkage/unlocking actions of the rear vehicle and the front vehicle are completed in the linkage/unlocking section;
the CBTC grade route module is used for sending the linkage/unlocking route handling information of the rear vehicle to the interlocking CI after the rear vehicle route is CBTC grade route and the route approaching section is determined to be in an idle state, so that the linkage/unlocking actions of the rear vehicle and the front vehicle are completed in the linkage/unlocking section;
when the link/release programming route is a second link route plan of the opposite direction of the front vehicle and the rear vehicle, dividing the link/release programming section into a first section for the front vehicle route and a second section for the rear vehicle link route by utilizing a virtual juxtaposition annunciator;
the route unlocking module is used for completing the steps of connecting or disconnecting the rear vehicle and the front vehicle in the connecting/disconnecting section, and further comprises the following steps: after determining that the rear vehicle and the front vehicle complete the linking action in the linking/unbinding section, sending a route section unlocking instruction corresponding to the running direction to the interlocking CI according to the running direction after the linking action;
an inbound module for: for a marshalling train after the linkage/unbundling section finishes the unbundling action, when a front car in the marshalling train enters a platform area, a vehicle-mounted controller VOBC of the front car sends a platform shielding door linkage instruction to an interlocking CI, so that the interlocking CI controls the shielding door corresponding to the marshalling quantity information to be opened according to the marshalling quantity information in the platform shielding door linkage instruction.
6. A FAO-based consist interlock control system, further comprising:
one or more processors;
a 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 consist interlock control method of any of claims 1 to 5.
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| CN114715198B (en) * | 2022-03-17 | 2023-12-01 | 北京和利时系统集成有限公司 | Method and device for realizing grouping processing and method and device for realizing de-grouping processing |
| CN114852138A (en) * | 2022-05-05 | 2022-08-05 | 交控科技股份有限公司 | Protection section configuration method and system for train |
| CN114906187A (en) * | 2022-06-14 | 2022-08-16 | 交控科技股份有限公司 | Virtual marshalling train operation control method and system |
| CN115257880A (en) * | 2022-06-30 | 2022-11-01 | 通号城市轨道交通技术有限公司 | Train coupling control system |
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