CN115366955A - Method, device and storage medium for establishing derailment protection area - Google Patents
Method, device and storage medium for establishing derailment protection area Download PDFInfo
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- CN115366955A CN115366955A CN202210995394.3A CN202210995394A CN115366955A CN 115366955 A CN115366955 A CN 115366955A CN 202210995394 A CN202210995394 A CN 202210995394A CN 115366955 A CN115366955 A CN 115366955A
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- 230000001681 protective effect Effects 0.000 claims description 28
- 238000004891 communication Methods 0.000 claims description 7
- 238000004590 computer program Methods 0.000 claims description 6
- 230000002265 prevention Effects 0.000 abstract description 8
- 230000008569 process Effects 0.000 description 13
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- 238000005516 engineering process Methods 0.000 description 3
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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
- B61L27/20—Trackside control of safe travel of vehicle or vehicle train, e.g. braking curve calculation
Abstract
A method, apparatus, and storage medium for establishing a derailment prevention area. The method for establishing the derailment protection area comprises the following steps: acquiring train derailment information of a derailed train; determining a safety protection distance according to a preset strategy according to the derailment information of the derailed train; and searching a track section according to the determined safety protection distance and adding the track section into a protection area of the local derailed train line. According to the embodiment of the invention, by establishing the derailment protection area in a limited range, the influence on the operation efficiency of the line can be reduced to the greatest extent on the premise of ensuring the safety, and the operation efficiency of the line is effectively improved.
Description
Technical Field
The present invention relates to, but not limited to, rail transit technology, and more particularly, to a method, an apparatus, and a storage medium for establishing a derailment prevention area.
Background
The Train Control system (CBTC) Based on wireless Communication has become and will for a long time remain the mainstream Control system of today's urban rail traffic. The Zone Controller (ZC) is used as a core ground subsystem of a train control system (CBTC) system and is used for ensuring the driving safety of a train on a line.
Due to the force factor, the train may be separated from the current track during the operation process, thereby causing a significant risk to the safe operation of other trains. After the train derails, if the operation of all trains on the line is stopped, the safety can be ensured to the greatest extent, but the operation of the line can be greatly influenced, and the method is not suitable for urban rail transit scenes. The urban rail transit system needs to ensure normal operation of other trains as far as possible when the trains are derailed. To achieve this, a Zone Controller (ZC) needs to establish a limited range of derailment protection zones, perform emergency braking only on trains approaching the derailment protection zones, and simultaneously prompt operators to re-plan the paths of other trains to avoid the derailment protection zones.
In the related art, the derailed protection zone established by a Zone Controller (ZC) cannot reduce the influence on the line operation efficiency to the maximum extent on the premise of ensuring safety.
Disclosure of Invention
In view of this, the embodiments of the present invention provide the following solutions.
The following is a summary of the subject matter described in detail herein. This summary is not intended to limit the scope of the claims.
The embodiment of the invention provides a method for establishing a derailment protection area, which comprises the following steps:
acquiring derailment information of a derailed train;
determining a safety protection distance according to a preset strategy according to the derailment information of the derailed train;
searching a track section according to the determined safety protection distance and adding the track section into a protection area of the derailed train local line;
the local line of the derailed train is a line where the train is derailed and a line with the same legal direction as the line where the train is derailed.
In one illustrative example, the derailment information for the derailed train includes, but is not limited to, the following information:
the running direction of the train, the running speed of the train when the train is derailed, the track section where the head end or the tail end of the train is located when the train is derailed, and the deviation of the head end or the tail end of the train in the track section.
In an exemplary embodiment, the determining, according to the derailment information of the derailed train and according to a preset policy, a safety protection distance includes:
determining a head end safety protection distance from a train head end position of the derailed train to a train running direction in the derailed information, and
and determining a tail end safety protection distance from the position of the train tail end of the derailed train to the direction opposite to the train running direction in the derailed information.
In one illustrative example, the determining a head end safeguard distance from a train head end location of the derailed train to a train moving direction in the derailment information comprises:
multiplying the train derailing running speed in the derailment information by preset protection area range time to obtain the head end safety protection distance;
the determining a tail end safety protection distance from the train tail end position of the derailed train to the direction opposite to the train running direction in the derailing information includes:
and multiplying the train derailing running speed in the derailing information by the communication overtime time of the vehicle-mounted control system and the zone controller to obtain the tail end safety protection distance.
In an exemplary embodiment, the searching for a track segment according to the determined safety protection distance and adding the track segment to the protection area of the derailed local train line includes:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the remaining safety protection distance, and updating the track section connected with the current track section in the protection area building direction to be the current track section;
wherein the initial value of the remaining safety protection distance is the determined safety protection distance, and the updated remaining safety protection distance is the length obtained by subtracting the current track section from the last remaining safety protection distance; the protective area establishing direction is to establish a protective area from the head end of the train to the train running direction or to establish a protective area from the tail end of the train to the reverse direction of the train running direction.
In an exemplary embodiment, the finding a track segment and adding the track segment to the protected area of the local derailed train line according to the determined safety protection distance comprises:
and for the situation that the protected area establishing direction comprises the turnout, circularly executing the following steps until the remaining safety protection distance and the number of the turnout are zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the remaining safety protection distance, updating the track section connected with the current track section during turnout positioning to be the current track section, and stacking turnout information and the remaining safety protection distance;
if the remaining safety protection distance is zero and turnout information exists in the stack, popping the stacked turnout information and the remaining safety protection distance out of the stack, and updating the track section which is not searched in the turnout range into the current track section;
wherein the initial value of the remaining safety protection distance is the determined safety protection distance, and the updated remaining safety protection distance is the length obtained by subtracting the current track section from the last remaining safety protection distance; the protective area establishing direction is to establish a protective area from the head end of the train to the train running direction or to establish a protective area from the tail end of the train to the reverse direction of the train running direction.
The embodiment of the invention also provides a method for establishing the derailment protection area, which comprises the following steps: acquiring derailment information of a derailed train;
searching a track section according to a preset safety protection distance and adding the track section into a derailment train adjacent line protection area;
the derailed train adjacent line is a line which is influenced by train derailment on the line and has opposite legal direction with the line where the train is derailed.
In an exemplary embodiment, the searching for a track segment according to a preset safety protection distance and adding the track segment to the derailed train adjacent line protection area includes:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
searching an adjacent line platform rail of a platform rail where a train is positioned when the train is derailed, taking the adjacent line platform rail as an initial value of a current track section, adding the current track section into a protection area if the current track section is not in the protection area, updating the residual safety protection distance, and updating the track section which is connected with the current track section in the direction built in the protection area into the current track section; if the current track section is the platform track and is not the initial value of the first circulation, setting the residual safety protection distance to be zero;
the initial value of the residual safety protection distance is the preset safety protection distance, and the updated residual safety protection distance is the length obtained by subtracting the current track section from the last residual safety protection distance; the protective area establishing direction is to establish a protective area from the adjacent line platform rail to the train running direction or to establish a protective area from the adjacent line platform rail to the opposite direction of the train running direction.
The embodiment of the invention also provides a device for establishing the derailment protection area, which comprises the following components:
a processor and a computer-readable storage medium having instructions stored therein,
when executed by the processor, the instructions implement the above-described method of establishing a derailment protection zone.
Embodiments of the present invention also provide a computer-readable storage medium, having a computer program stored thereon,
the computer program, when being executed by a processor, carries out the steps of the above-mentioned method of establishing a derailment prevention zone.
The method for establishing the derailment protection area obtains the train derailment information of the derailed train; determining a safety protection distance according to a preset strategy according to the derailment information of the derailed train; and searching a track section according to the determined safety protection distance and adding the track section into a protection area of the local derailment train line. According to the embodiment of the invention, by establishing the derailment protection area in a limited range, the influence on the operation efficiency of the line can be reduced to the greatest extent on the premise of ensuring the safety, and the operation efficiency of the line is effectively improved.
Additional features and advantages of the invention will be set forth in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. The objectives and other advantages of the invention will be realized and attained by the structure particularly pointed out in the written description and claims hereof as well as the appended drawings.
Drawings
The accompanying drawings are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the example serve to explain the principles of the invention and not to limit the invention.
FIG. 1 is a schematic diagram of establishing a derailment prevention area according to an embodiment of the present invention;
FIG. 2a is a schematic view of a turnout-free track section according to an embodiment of the present invention;
FIG. 2b is a schematic view of a track segment having a switch according to an embodiment of the present invention;
FIG. 2c is a schematic view of a track segment having two switches according to an embodiment of the present invention;
fig. 3 is a schematic diagram of the turnout-free local line protection zone and the adjacent line protection zone according to the embodiment of the present invention;
fig. 4 is a schematic diagram of a local protection zone and an adjacent protection zone of a turnout in an embodiment of the present invention;
FIG. 5 is a schematic diagram of another local line protection area and an adjacent line protection area with a turnout according to an embodiment of the present invention;
FIG. 6 is a flowchart illustrating the establishment of a local zone of protection according to an embodiment of the present invention;
fig. 7 is a flowchart of establishing an adjacent line protection zone according to an embodiment of the present invention.
Detailed Description
While various embodiments of the invention have been described, the description is intended to be exemplary, rather than limiting and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible that are within the scope of the described embodiments of the invention. Although many possible combinations of features are shown in the drawings and discussed in the detailed description, many other combinations of the disclosed features are possible. Any feature or element of any embodiment may be used in combination with or instead of any other feature or element in any other embodiment, unless expressly limited otherwise.
The present invention includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The embodiments, features and elements of the present invention that have been disclosed may also be combined with any conventional features or elements to form unique inventive aspects as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive aspects to form yet another unique inventive aspect, as defined by the claims. Thus, it should be understood that any of the features shown and/or discussed in this disclosure may be implemented individually or in any suitable combination. Accordingly, the embodiments are not limited except as by the appended claims and their equivalents. Furthermore, various modifications and changes may be made within the scope of the appended claims.
Further, in describing representative embodiments, the specification may have presented the method and/or process as a particular sequence of steps. However, to the extent that the method or process does not rely on the particular order of steps set forth herein, the method or process should not be limited to the particular sequence of steps described. Other orders of steps are possible as will be understood by those of ordinary skill in the art. Therefore, the particular order of the steps set forth in the specification should not be construed as limitations on the claims. Furthermore, the claims directed to the method and/or process should not be limited to the performance of their steps in the order written, and one skilled in the art can readily appreciate that the sequences may be varied and still remain within the spirit and scope of the embodiments of the present invention.
An embodiment of the present invention provides a method for establishing a derailment protection area, as shown in fig. 1, including:
the local line of the derailed train is a line where the train is derailed and a line with the same legal direction as the line where the train is derailed.
In an exemplary embodiment, the processes of steps 110 to 130 described above may be performed by a zone controller according to an embodiment of the present invention.
The track section is used as a basic construction unit of the line topology and is used for describing basic line information. And (4) carrying out section division according to the line element characteristics, wherein the division principle does not depend on a line physical demarcation point. The following principles are generally followed for the division of track sections and physical sections:
the physical section is a section between two adjacent metering shafts;
the physical zone demarcation point (axle counting point/insulation joint) should be the demarcation point of the track zone;
the turnout center is the dividing point of the track section.
For a physical section without switches, the section is divided into 1 track section, as shown in fig. 2 a.
For only 1 switch in a switch segment, the switch segment is divided into 3 track segments, as shown in fig. 2 b: track section 1, i.e. the point of 1 switch; track section 2, i.e. the curved track of 1 switch; track section 3, i.e. the straight track of 1 switch.
For only 2 switches in a switch segment, the switch segment is divided into 5 track segments, as shown in fig. 2 c: track section 1, track section 2, track section 3, track section 4 and track section 5.
In one illustrative example, the derailment information for a derailed train includes, but is not limited to, the following information:
the train running direction, the running speed when the train is derailed, the track section where the train head end or the train tail end is located when the train is derailed, and the deviation of the train head end or the train tail end in the track section.
In an exemplary embodiment, the step 120 of determining the safety protection distance according to a preset strategy according to the derailment information of the derailed train includes:
determining a head end safety protection distance from a train head end position of the derailed train to a train running direction in the derailed information, and
and determining the tail end safety protection distance from the position of the tail end of the derailed train to the direction opposite to the train running direction in the derailing information.
In one illustrative example, determining a head end safety protection distance from a head end location of a derailed train to a train direction of travel in the derailment information comprises:
multiplying the train derailing running speed in the derailing information of the derailed train by the preset protection area range time to obtain the head end safety protection distance;
from the position of the tail end of the train of the derailed train, determining the safety protection distance of the tail end in the direction opposite to the running direction of the train in the derailing information, comprising the following steps:
and multiplying the train derailing running speed in the derailing information of the derailed train by the communication timeout time of the vehicle-mounted control system and the zone controller to obtain the tail end safety protection distance.
In one illustrative example, from the location of the train head end of the derailed train, the head end safety protection distance is determined to be S for the train running direction Head Unit centimeter, running speed of V when train derails 0 Unit of centimeter per second, coverage time of protective area is t Head In second, the head end safety protection distance is S Head ：
S Head ＝V 0 *t Head
In an exemplary embodiment, the rear end safety protection distance is determined to be S in the opposite direction of the train running direction from the position of the rear end of the train of the derailed train Tail In centimeter, the running speed of the train is V when the train is derailed 0 The unit centimeter per second, the communication timeout time of the vehicle-mounted control system VOBC and the zone controller ZC is t Validity In unit of second, the safety protection distance of the tail end is S Tail ：
S Tail ＝V 0 *t Validity
Wherein, t Head May be selected based on vehicle parameters (e.g., vehicle braking performance, etc.) and route conditions (e.g., grade, etc.), for example, t may be selected Head And =300 seconds.
In an exemplary embodiment, the step 130 of locating a track segment according to the determined safeguard distance and adding the track segment to the safeguard area of the derailed local train line comprises:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the residual safety protection distance, and updating the track section which is connected with the current track section in the protection area in the building direction to be the current track section;
the initial value of the residual safety protection distance is the determined safety protection distance, and the updated residual safety protection distance is the length obtained by subtracting the current track section from the last residual safety protection distance; the protective zone establishing direction is to establish a protective zone from the head end of the train to the train running direction or to establish a protective zone from the tail end of the train to the reverse direction of the train running direction.
In an exemplary example, as shown in fig. 3, a train travels derailed at 7G to the right (up line), and the zone controller ZC starts to establish a derailment prevention zone after receiving train derailment information from the onboard control system VOBC. S represents the residual safety protection distance, and the residual safety protection distance is S in the first circulation Head Current track sectionIs the track section 7G at which the train head end is located. Since 7G is not in the local protection zone list, 7G is added into the protection zone of the train local line, and the residual safety protection distance S = S is updated Head -train head end distance 7G end distance while updating the current track section to 9G connected to 7G, and then the next cycle.
And the current track section of the second circulation is 9G and is not in the protection area of the local train, so that 9G is added into the protection area of the local train, and the length of the residual safety protection distance S' = S-9G is updated. And continuing to circulate until the residual safety protection distance is zero.
In one illustrative example, the process of establishing the zone of protection to the left at the tail end of the train is the same as the head end.
In an exemplary embodiment, for the case where switches are not included in the zone establishing direction, the zones of the established local train line are as dark gray zones in fig. 3.
In one illustrative example, locating a track segment and joining the track segment to a protected area of a local train line based on a determined safeguard distance comprises:
and for the situation that the protected area establishing direction comprises turnouts, circularly executing the following steps until the remaining safety protection distance and the number of the turnouts are zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the remaining safety protection distance, updating the track section connected with the current track section during turnout positioning to the current track section, and stacking turnout information and the remaining safety protection distance;
if the remaining safety protection distance is zero and turnout information exists in the stack, popping the pushed turnout information and the remaining safety protection distance out of the stack, and updating the track section which is not searched in the turnout range into the current track section;
the initial value of the residual safety protection distance is the determined safety protection distance, and the updated residual safety protection distance is the length obtained by subtracting the current track section from the last residual safety protection distance; the protective area establishing direction is to establish a protective area from the head end of the train to the train running direction or to establish a protective area from the tail end of the train to the reverse direction of the train running direction.
In an exemplary example, as shown in fig. 4, the train travels to the right (up) to derail at 15G, and the zone controller starts to establish a derailed protection zone after receiving train derailment information of the derailed train from the on-board control system. S represents the residual safety protection distance, and the residual safety protection distance is S in the first circulation Head The current track section is the track section 15G where the train head end is located. Since 15G is not in the local protection area list, 15G is added into the protection area of the train local line, and the residual safety protection distance S = S is updated Head Head end distance 15G end distance (offset of head end within track section) while updating the current track section to a straight track of 9DG connected to 15G, and then proceeding to the next cycle.
And circulating the straight rail with the current track section of 9DG for the second time, wherein the straight rail is not in the local protection area list, so that the straight rail of 9DG is added into the protection area of the local train, and the length of the straight rail with the residual safety protection distance S' = S-9DG is updated. At this time, the 9DG straight rail is found to be connected to the switch point, so that the 9DG and the remaining safety protection distance are stacked, and then the switch rail of the 9DG (the rail section connected to the straight rail of the 9DG when the switch is positioned) is used as the rail section of the next cycle, and then the next cycle is performed.
And circulating the switch rail with the current track section of 9DG for the third time, wherein the switch rail is not in the local protection area list, so that the switch rail of 9DG is added into the protection area of the local train, and the residual safety protection distance S is set to be 0 under the assumption that the residual safety protection distance is not enough to extend to the next track section connected with the switch rail of 9DG, namely 17G. The 9DG turnout is stacked in the second circulation, the related information is popped at the moment, the remaining safety protection distance is set as the remaining safety protection distance when the turnout is found, the bent rail of the 9DG (the rail section which is not found in the turnout area) is used as the rail section of the next circulation, and then the next circulation is continued.
And circulating the bent rail with the current track section of 9DG for the fourth time, wherein the bent rail is not in the local protection area list, so that the bent rail of 9DG is added into the protection area of the local train, and the length of the bent rail with the residual safety protection distance S' = S-9DG is updated. At this time, the bent rail of 9DG is found to be connected to the adjacent line rail section, so that the remaining safety protection distance S is set to 0 at this time. When the residual safety protection distance and the turnout combing in the stack are both 0 when the circulation is finished, and the process of establishing the head end protection area is finished.
In an illustrative example, a flow chart for establishing the local wire guard zone is shown in fig. 6. During the first circulation, no track section exists in the protection area; the number of turnouts in the stack is 0 during the first circulation; the initial track section is the track section where the head end or the tail end of the train is located during the first cycle.
In one illustrative example, the process of establishing the zone of protection to the left at the tail end of the train is the same as the head end.
In an exemplary embodiment, for the case where the protected area establishment direction includes switches, the protected area of the established train line is as shown in the dark gray area in fig. 4.
The embodiment of the invention provides a method for establishing a derailment protection area, which comprises the following steps:
step 210, acquiring derailment information of a derailed train;
step 220, searching a track section according to a preset safety protection distance and adding the track section into a derailed train adjacent line protection area;
the adjacent line of the derailed train is a line which affects the safe operation of the train on the line due to the derailment of the train and has the opposite legal direction with the line where the train is located when the train is derailed.
In an exemplary embodiment, the processes of steps 210-220 described above may be performed by a zone controller.
In an exemplary embodiment, the step 220 of finding the track segment according to the preset safeguard distance and adding the track segment to the train adjacent line safeguard area includes:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
searching an adjacent line platform rail of a platform rail where a train is positioned when the train is derailed, taking the adjacent line platform rail as an initial value of a current track section, adding the current track section into a protection area if the current track section is not in the protection area, updating the residual safety protection distance, and updating the track section which is connected with the current track section in the direction built in the protection area into the current track section; if the current track section is the platform track and is not the initial value of the first circulation, setting the residual safety protection distance to be zero;
the initial value of the residual safety protection distance is the preset safety protection distance, and the updated residual safety protection distance is the length obtained by subtracting the current track section from the last residual safety protection distance; the protective area establishing direction is to establish a protective area from the adjacent line platform rail to the train running direction or to establish a protective area from the adjacent line platform rail to the opposite direction of the train running direction.
In an exemplary embodiment, as shown in fig. 3, there are two lines, an up line and a down line, and the two lines are adjacent lines, and each station on the lines has a platform on the up line and the down line. When the train derails at the platform rail 7G, the related station with closest adjacent line rail sections of 8G and 8G is station 1, station 2 and station 3, and the protection area established by the adjacent lines is the area between the platform 2 and the platform 6, namely the light gray area in fig. 3.
In an illustrative example, as shown in fig. 5, where the legal directions of line 1 and line 2 are the same, line 3 is a different legal direction than the other two lines. When a train derails at 7G, a turnout area exists in the process of establishing a derailment protection area towards the direction of a train head, and the derailment protection area needs to extend to all possible positions of the turnout until meeting an adjacent track section or reaching a physical section with the farthest safety protection distance. The protection area of the established train local line is shown as a dark gray area in fig. 5, and the protection area of the established train adjacent line is shown as a light gray area in fig. 5.
In an illustrative example, a flow chart for establishing a neighbor wire guard region is shown in fig. 7. The preset safety protection distance is a maximum value, so that the condition that the residual protection distance of the platform rail is not reached in the circulating process and cannot be updated to 0 is ensured; judging whether the current track section is a platform track or not is added in the circulating process; the number of turnouts in the first circulation stack is 0; the initial track section of the first circulation is an adjacent line track section of the track section in the local protection area of the derailed train.
On the other hand, an embodiment of the present invention further provides a device for establishing a derailment prevention area, including:
a processor and a computer-readable storage medium having instructions stored therein,
when executed by the processor, the instructions implement the method for establishing a derailment prevention zone as described above.
In another aspect, an embodiment of the present invention also provides a computer-readable storage medium, on which a computer program is stored,
the computer program realizes the steps of the above method for establishing a derailment prevention zone when being executed by a processor.
The method, the device and the storage medium for establishing the derailment protection area acquire the derailment information of the derailed train; determining a safety protection distance according to a preset strategy according to the derailment information of the derailed train; and searching a track section according to the determined safety protection distance and adding the track section into a protection area of the local derailment train line. According to the embodiment of the invention, by establishing the derailment protection area in a limited range, the influence on the operation efficiency of the line can be reduced to the greatest extent on the premise of ensuring the safety, and the operation efficiency of the line is effectively improved.
It will be understood by those of ordinary skill in the art that all or some of the steps of the methods, systems, functional modules/units in the devices disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between functional modules/units mentioned in the above description does not necessarily correspond to the division of physical components; for example, one physical component may have multiple functions, or one function or step may be performed by several physical components in cooperation. Some or all of the components may be implemented as software executed by a processor, such as a digital signal processor or microprocessor, or as hardware, or as an integrated circuit, such as an application specific integrated circuit. Such software may be distributed on computer readable media, which may include computer storage media (or non-transitory media) and communication media (or transitory media). The term computer storage media includes volatile and nonvolatile, removable and non-removable media implemented in any method or technology for storage of information such as computer readable instructions, data structures, program modules or other data, as is well known to those skilled in the art. Computer storage media includes, but is not limited to, RAM, ROM, EEPROM, flash memory or other memory technology, CD-ROM, digital Versatile Disks (DVD) or other optical disk storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other medium which can be used to store the desired information and which can accessed by a computer. In addition, communication media typically embodies computer readable instructions, data structures, program modules or other data in a modulated data signal such as a carrier wave or other transport mechanism and includes any information delivery media as known to those skilled in the art.
Claims (10)
1. A method of establishing a derailment protection zone comprising:
acquiring derailment information of a derailed train;
determining a safety protection distance according to a preset strategy according to the derailment information of the derailed train;
searching a track section according to the determined safety protection distance and adding the track section into a protection area of the derailed train local line;
the local line of the derailed train is a line where the train is derailed and a line with the same legal direction as the line where the train is derailed.
2. The method of claim 1, wherein,
the derailment information of the derailed train includes but is not limited to the following information:
the train running direction, the running speed when the train is derailed, the track section where the train head end or the train tail end is located when the train is derailed, and the deviation of the train head end or the train tail end in the track section.
3. The method of claim 2, wherein,
the method for determining the safety protection distance according to the derailment information of the derailed train and the preset strategy comprises the following steps:
determining a head end safety protection distance from a train head end position of the derailed train to a train running direction in the derailed information, and
and determining a tail end safety protection distance from the position of the train tail end of the derailed train to the direction opposite to the train running direction in the derailed information.
4. The method of claim 3, wherein,
the determining of the head end safety protection distance from the train head end position of the derailed train to the train running direction in the derailed information comprises:
multiplying the running speed of the train in the derailment information by the preset protection area range time to obtain the head end safety protection distance;
the determining a tail end safety protection distance from the train tail end position of the derailed train to the opposite direction of the train running direction in the derailed information comprises:
and multiplying the train derailing running speed in the derailing information by the communication overtime time of the vehicle-mounted control system and the zone controller to obtain the tail end safety protection distance.
5. The method according to any one of claims 1 to 4,
the searching the track section according to the determined safety protection distance and adding the track section into the protection area of the local line of the derailed train comprises the following steps:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the residual safety protection distance, and updating the track section which is connected with the current track section in the protection area in the building direction to be the current track section;
wherein the initial value of the remaining safety protection distance is the determined safety protection distance, and the updated remaining safety protection distance is the length obtained by subtracting the current track section from the last remaining safety protection distance; the protective zone establishing direction is to establish a protective zone from the head end of the train to the train running direction or to establish a protective zone from the tail end of the train to the reverse direction of the train running direction.
6. The method according to any one of claims 1 to 4,
the searching the track section according to the determined safety protection distance and adding the track section into the protection area of the local line of the derailed train comprises the following steps:
and for the situation that the protected area establishing direction comprises the turnout, circularly executing the following steps until the remaining safety protection distance and the number of the turnout are zero:
if the current track section is not in the protection area, adding the current track section into the protection area, updating the remaining safety protection distance, updating the track section connected with the current track section during turnout positioning to the current track section, and stacking turnout information and the remaining safety protection distance;
if the remaining safety protection distance is zero and turnout information exists in the stack, popping the stacked turnout information and the remaining safety protection distance out of the stack, and updating the track section which is not searched in the turnout range into the current track section; (ii) a
Wherein the initial value of the remaining safety protection distance is the determined safety protection distance, and the updated remaining safety protection distance is the length obtained by subtracting the current track section from the last remaining safety protection distance; the protective area establishing direction is to establish a protective area from the head end of the train to the train running direction or to establish a protective area from the tail end of the train to the reverse direction of the train running direction.
7. A method of establishing a derailment protection zone comprising:
acquiring derailment information of a derailed train;
searching a track section according to a preset safety protection distance and adding the track section into an adjacent line protection area of the derailed train;
the derailed train adjacent line is a line which is influenced by train derailment on the line and has opposite legal direction with the line where the train is derailed.
8. The method of claim 7, wherein,
the method for searching the track section according to the preset safety protection distance and adding the track section into the adjacent line protection area of the derailed train comprises the following steps:
and for the condition that the protected area establishing direction does not comprise the turnout, circularly executing the following steps until the remaining safety protection distance is zero:
searching an adjacent line platform rail of a platform rail where a train is positioned when the train is derailed, taking the adjacent line platform rail as an initial value of a current track section, adding the current track section into a protection area if the current track section is not in the protection area, updating the residual safety protection distance, and updating the track section which is connected with the current track section in the direction built in the protection area into the current track section; if the current track section is the platform track and is not the initial value of the first circulation, setting the residual safety protection distance to be zero;
the initial value of the residual safety protection distance is the preset safety protection distance, and the updated residual safety protection distance is the length obtained by subtracting the current track section from the last residual safety protection distance; the protective area establishing direction is to establish a protective area from the adjacent line platform rail to the train running direction or to establish a protective area from the adjacent line platform rail to the train running direction in the opposite direction.
9. An apparatus for establishing a derailment protection zone, comprising:
a processor and a computer-readable storage medium having instructions stored therein,
the instructions, when executed by the processor, implement the method of any one of claims 1 to 6 or the method of any one of claims 7 to 8.
10. A computer-readable storage medium having stored thereon a computer program,
the computer program when executed by a processor implements the steps of the method of any one of claims 1 to 6 or the steps of the method of any one of claims 7 to 8.
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