CN115366955B - Method, apparatus and storage medium for establishing derailment protection zone - Google Patents
Method, apparatus and storage medium for establishing derailment protection zone Download PDFInfo
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- CN115366955B CN115366955B CN202210995394.3A CN202210995394A CN115366955B CN 115366955 B CN115366955 B CN 115366955B CN 202210995394 A CN202210995394 A CN 202210995394A CN 115366955 B CN115366955 B CN 115366955B
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- 238000010276 construction Methods 0.000 claims description 13
- 238000004891 communication Methods 0.000 claims description 8
- 238000004590 computer program Methods 0.000 claims description 6
- 230000008569 process Effects 0.000 description 10
- 238000005516 engineering process Methods 0.000 description 3
- 230000001681 protective effect Effects 0.000 description 3
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- 238000009960 carding Methods 0.000 description 1
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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
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Abstract
A method, apparatus and storage medium for establishing a derailment protection zone. A method of establishing a derailment protection zone, comprising: acquiring train derailment information of a derailment train; determining a safety protection distance according to a preset strategy according to derailment information of the derailment train; and searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line. According to the embodiment of the invention, the derailment protection area with a limited range is established, so that 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 is not limited to, rail transit technology, and in particular, to a method, apparatus, and storage medium for establishing a derailment protection zone.
Background
Train control systems (CBTC, communication Based Train Control) based on wireless communication have become and will for a long time remain the dominant control systems for urban rail transit today. The Zone Controller (ZC, zone Controller) 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 unreliability factor, the train may deviate from the current track during operation, thereby posing 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. Urban rail transit systems need to ensure as much as possible the normal operation of other trains when they are derailed. To achieve this, a Zone Controller (ZC) needs to establish a limited range of derailment protection zones, perform emergency braking treatment only on trains approaching the derailment protection zones, and alert operators to re-plan paths of other trains to avoid the derailment protection zones.
In the related art, a derailment protection zone established by a Zone Controller (ZC) cannot reduce the influence on the line operation efficiency to the greatest extent on the premise of ensuring safety.
Disclosure of Invention
In view of this, the following schemes are provided in the embodiments of the present invention.
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:
obtaining derailment information of a derailment train;
determining a safety protection distance according to a preset strategy according to derailment information of the derailment train;
searching a track section according to the determined safety protection distance and adding the track section into a protection area of the derailment train line;
the derailment train line is a line where the train is derailed and a line with legal direction the same as that of the line where the train is derailed.
In one illustrative example, the derailment information for the derailment train includes, but is not limited to, the following information:
the direction of train travel, the speed of travel when the train is derailed, the track section in which the head or tail end of the train is located when the train is derailed, and the offset of the head or tail end of the train within the track section.
In an exemplary embodiment, the determining, according to the derailment information of the derailment train, a safety protection distance according to a preset policy includes:
determining a head end safety distance from a train head end position of the derailment train to a train running direction in the derailment information, and
and determining the tail end safety protection distance from the tail end position of the derailment train to the opposite direction of the train running direction in the derailment information.
In an exemplary embodiment, the determining a head end safety protection distance from a head end position of the derailment train to a train running direction in the derailment information includes:
multiplying the running speed of the train in the derailment information when derailing with the time of a preset protection area range to obtain the head end safety protection distance;
the determining the tail end safety protection distance from the tail end position of the derailment train to the opposite direction of the train running direction in the derailment information comprises the following steps:
multiplying the running speed of the train in the derailment information when derailing with the communication timeout time of the vehicle-mounted control system and the regional controller to obtain the tail end safety protection distance.
In one illustrative example, the locating track segments and adding track segments to the protection zone of the derailment train line according to the determined safety distance includes:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual 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 connected with the current track section in the construction direction of the protection area 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
In one illustrative example, the locating track segments and adding track segments to the protection zone of the derailment train line according to the determined safety distance includes:
for the case that the switch is included in the direction of establishing the protection area, the following steps are executed circularly until the residual safety protection distance and the number of the switches are 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, updating the track section connected with the current track section into the current track section when the turnout is positioned, and then stacking turnout information and the residual safety protection distance;
if the residual safety protection distance is zero and turnout information exists in the stack, the turnout information which is pushed onto the stack and the residual safety protection distance are popped off, and the track section which is not searched in the turnout range is updated 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
The embodiment of the invention also provides a method for establishing the derailment protection area, which comprises the following steps: obtaining derailment information of a derailment 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 derailment train;
the derailment train adjacent line is a line which influences the safe running of the train on the line and has opposite legal direction with the line where the train is derailed.
In an exemplary embodiment, the searching the track section according to the preset safety protection distance and adding the track section to the adjacent line protection area of the derailment train includes:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual safety protection distance is zero:
searching an adjacent line platform rail of the platform rail 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 a track section connected with the current track section in the construction direction of the protection area into the current track section; if the current track section is a platform rail and is not the initial value of the first cycle, 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the adjacent line platform rail to the running direction of the vehicle or to establish a protection area from the adjacent line platform rail to the opposite direction of the running direction of the vehicle.
The embodiment of the invention also provides a device for establishing the derailment protection area, which comprises the following steps:
a processor, and a computer-readable storage medium having instructions stored therein,
the above-described method of establishing a derailment protection zone is implemented when the instructions are executed by the processor.
The embodiment of the present invention also provides a computer-readable storage medium, on which a computer program is stored,
the computer program, when executed by a processor, performs the steps of the method of establishing a derailment protection zone described above.
The method for establishing the derailment protection area acquires train derailment information of the derailment train; determining a safety protection distance according to a preset strategy according to derailment information of the derailment train; and searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line. According to the embodiment of the invention, the derailment protection area with a limited range is established, so that 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 and do not limit the invention.
FIG. 1 is a schematic illustration of an embodiment of the present invention for establishing a derailment protection zone;
FIG. 2a is a schematic view of a track section without switches according to an embodiment of the present invention;
FIG. 2b is a schematic view of a track segment with a switch in accordance with an embodiment of the present invention;
FIG. 2c is a schematic view of a track segment with two switches according to an embodiment of the present invention;
FIG. 3 is a schematic view of a non-turnout local line protection area and a neighboring line protection area according to an embodiment of the present invention;
FIG. 4 is a schematic view of a local line protection area and an adjacent line protection area of a switch according to an embodiment of the present invention;
FIG. 5 is a schematic view of another embodiment of the present invention having a switch home line protection area and a neighbor line protection area;
FIG. 6 is a flowchart of an embodiment of establishing a local line protection zone;
fig. 7 is a flowchart of establishing a neighboring line protection area according to an embodiment of the present invention.
Detailed Description
The present invention has been described in terms of several embodiments, but the description is illustrative and not restrictive, and it will be apparent to those of ordinary skill in the art that many more embodiments and implementations are possible within the scope of the described embodiments. 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 in place of any other feature or element of any other embodiment unless specifically limited.
The present invention includes and contemplates combinations of features and elements known to those of ordinary skill in the art. The disclosed embodiments, features and elements of the present invention may also be combined with any conventional features or elements to form a unique inventive arrangement as defined by the claims. Any feature or element of any embodiment may also be combined with features or elements from other inventive arrangements to form another unique inventive arrangement as defined in the claims. It is therefore to be understood that any of the features shown and/or discussed in the present invention may be implemented alone or in any suitable combination. Accordingly, the embodiments are not to be restricted except in light of the attached claims and their equivalents. Further, various modifications and changes may be made within the scope of the appended claims.
Furthermore, 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 sequences of steps are possible as will be appreciated by those of ordinary skill in the art. Accordingly, 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.
The embodiment of the invention provides a method for establishing a derailment protection area, as shown in fig. 1, comprising the following steps:
step 110, obtaining derailment information of a derailment train;
step 120, determining a safety protection distance according to a preset strategy according to the derailment information of the derailment train;
step 130, searching a track section according to the determined safety protection distance and adding the track section into a protection area of the derailment train line;
the derailment train line is a line where the train is derailed and a line with legal direction the same as that of the line where the train is derailed.
In an illustrative example, the above-described processing of steps 110-130 may be performed by a zone controller in accordance with embodiments of the present invention.
The track section serves as a basic building block of the line topology for describing the line basic information. And carrying out section division according to the characteristics of the line elements, wherein the division principle does not depend on the physical demarcation points of the line. The division of track sections and physical sections generally follows the following principle:
the physical section is a section between two adjacent meter shafts;
the physical section demarcation point (gauge point/insulated joint) should be the demarcation point of the track section;
the switch point should be the demarcation point of the track section.
For a non-switch physical section, it is divided into 1 track section, as shown in fig. 2 a.
For only 1 switch in the switch section, it is divided into 3 track sections, as shown in fig. 2 b: track section 1, i.e. the tongue of 1 switch; track section 2, i.e. the curved track of the 1 switch; track section 3, i.e. straight rail of 1 switch.
For only 2 switches in the switch section, it is divided into 5 track sections, 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, derailment information for a derailment train includes, but is not limited to, the following information:
the direction of train travel, the speed of travel when the train is derailed, the track section in which the head or tail end of the train is located when the train is derailed, and the offset of the head or tail end of the train within the track section.
In an exemplary embodiment, determining the safety distance according to the derailment information of the derailment train in step 120 according to the preset strategy includes:
determining a head end safety distance from a head end position of the derailment train to a train running direction in the derailment information, and
and determining the tail end safety protection distance from the tail end position of the derailment train to the opposite direction of the running direction of the train in the derailment information.
In one illustrative example, determining a headend safety distance from a headend location of a derailed train to a direction of train travel in derailment information comprises:
multiplying the running speed of the derailed train in the derailing information of the derailed train by the time of a preset protection area range to obtain the head end safety protection distance;
determining a tail end safety distance from a tail end position of the derailment train to a direction opposite to a train running direction in the derailment information, comprising:
multiplying the running speed of the derailed train in the derailing information of the derailed train by the communication timeout time of the vehicle-mounted control system and the regional controller to obtain the safety protection distance of the tail end.
In one illustrative example, from a head end position of a derailed train, a head end safety distance S is determined in a train travel direction Head The running speed of the train when the train is derailed is V in units of centimeters 0 The protective area range time is t in cm/s Head In seconds, the head end safety protection distance is S Head ：
S Head ＝V 0 *t Head
In one exemplary embodiment, from the end position of the derailed train, the end safety distance S is determined in the direction opposite to the running direction of the train Tail The running speed of the train when the train is derailed is V in units of centimeters 0 The communication timeout time of the vehicle-mounted control system VOBC and the zone controller ZC is t in cm/s Validity In seconds, the tail end safety protection distance is S Tail ：
S Tail ＝V 0 *t Validity
Wherein t is Head May be selected according to vehicle parameters (e.g., vehicle braking performance, etc.) and route conditions (e.g., grade, etc.), e.g., t may be selected Head =300 seconds.
In one illustrative example, step 130 of locating a track segment based on the determined safety distance and adding the track segment to the protection zone of the derailment trainline includes:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual 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 connected with the current track section in the construction direction of the protection area 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
In one illustrative example, as shown in fig. 3, the train is derailed to the right (up) at 7G, and the zone controller ZC starts to establish the derailment protection zone after receiving the train derailment information from the on-board control system VOBC. S represents the residual safety protection distance, and the residual safety protection distance is S when the cycle is performed for the first time Head The current track section is the track section 7G where the head end of the train is located. Since 7G is not in the home line protection zone list, 7G is added to the protection zone of the home line of the train and the remaining safety distance s=s is updated Head The head end of the train is at a distance of 7G from the end of the train, while the current track section is updated to 9G connected to 7G, and then the next cycle is performed.
The current track section is 9G in the second cycle and is not in the line protection zone, so 9G is added to the protection zone of the train line and the length of the remaining safety distance S' =s-9G is updated. The cycle is continued until the remaining safety distance is zero.
In one illustrative example, the process of establishing a protective zone to the left at the end of a train is the same as the head end.
In one illustrative example, for the case where the protection zone construction direction does not include a switch, the protection zone of the established train line is as the dark gray zone in fig. 3.
In one illustrative example, locating a track segment and adding the track segment to a protection zone of a trainline in accordance with a determined safety distance includes:
for the case that the switch is included in the direction of establishing the protection area, the following steps are executed circularly until the residual safety protection distance and the number of the switches are 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, updating the track section connected with the current track section into the current track section when the turnout is positioned, and then stacking turnout information and the residual safety protection distance;
if the residual safety protection distance is zero and turnout information exists in the stack, the turnout information which is pushed onto the stack and the residual safety protection distance are popped off, and the track section which is not searched in the turnout range is updated 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
In one illustrative example, as shown in fig. 4, the train is derailed to the right (up) at 15G and the zone controller begins to establish the derailment protection zone upon receiving the train derailment information for the derailed train from the on-board control system. S represents the residual safety protection distance, and the residual safety protection distance is S when the cycle is performed for the first time Head The current track section is the track section 15G where the head end of the train is located. Since 15G is not in the home line protection zone list, 15G is added to the protection zone of the home line of the train and the remaining safety protection distance s=s is updated Head The head end of the train is at a distance from the end of 15G (offset of the head end of the train in the track section) while the current track section is updated to a straight track of 9DG connected to 15G, and then the next cycle is performed.
The current track section of the second cycle is a straight track of 9DG and is not in the local line protection area list, so the straight track of 9DG is added into the protection area of the train local line, and the length of the straight track of the remaining safety protection distance S' =s-9 DG is updated. At this time, it is found that the straight rail of 9DG is connected to the switch point, so that at this time, 9DG and the remaining safety distance are stacked, and then the switch rail of 9DG (the track section connected to the straight rail of 9DG when the switch is positioned) is used as the track section of the next cycle, and then the next cycle is performed.
The third cycle has the current 9DG point rail and is not in the home line zone list, so the 9DG point rail is added to the home line zone of the train, and the remaining safety distance S is set to 0, provided that the remaining safety distance is insufficient to extend to the next rail section, 17G, connected to the 9DG point rail. Because 9DG turnouts are stacked in the second circulation, relevant information is popped out, the residual safety protection distance is set to be the residual safety protection distance when the turnouts are found, a bent rail (a rail section which is not found in a turnout area) of the 9DG is used as a rail section of the next circulation, and then the next circulation is continued.
The fourth cycle is performed with the current track section being the bent track of 9DG and not in the local line protection area list, so the bent track of 9DG is added into the protection area of the train local line, and the length of the bent track of the remaining safety protection distance S' =s-9 DG is updated. At this time, it was found that the bent rail of 9DG is connected to the adjacent track section, so that the remaining safety distance S is set to 0 at this time. And when the circulation is completed, the residual safety protection distance and the switch carding in the stack are both 0, and the circulation is ended, and the head end protection area establishment process is ended.
In one illustrative example, a flow chart for establishing a local line protection zone is shown in FIG. 6. No track section exists in the protection area during the first circulation; the number of switches in the stack is 0 during the first circulation; the initial track segment at the first cycle is the track segment where the head or tail end of the train is located.
In one illustrative example, the process of establishing a protective zone to the left at the end of a train is the same as the head end.
In one illustrative example, for the case where the protection zone establishment direction includes a switch, the protection zone of the established train line is as dark gray zone in fig. 4.
The embodiment of the invention provides a method for establishing a derailment protection area, which comprises the following steps:
step 210, obtaining derailment information of a derailment train;
step 220, searching a track section according to a preset safety protection distance and adding the track section into a neighboring line protection area of the derailment train;
the derailment train adjacent line is a line which influences the safe running of the train on the line and has opposite legal direction with the line where the train is derailed.
In an illustrative example, embodiments of the present invention may perform the processing of steps 210-220 described above by a zone controller.
In an illustrative example, step 220 of locating a track segment according to a preset safety distance and adding the track segment to a train adjacent line protection zone includes:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual safety protection distance is zero:
searching an adjacent line platform rail of the platform rail 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 a track section connected with the current track section in the construction direction of the protection area into the current track section; if the current track section is a platform rail and is not the initial value of the first cycle, 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish the protection area from the adjacent line platform rail to the running direction of the vehicle or to establish the protection area from the adjacent line platform rail to the opposite direction of the running direction of the vehicle.
In an exemplary embodiment, as shown in fig. 3, there are two lines, i.e., an uplink line and a downlink line, and the two lines are adjacent lines, and each station on the lines has a station on the uplink and the downlink. The train is derailed at the platform rail 7G, the track section of the adjacent route of the 7G is 8G, the nearest relevant stations of the 8G are the station 1, the station 2 and the station 3, and the protection area established by the adjacent route is the area between the platform 2 and the platform 6, namely the light gray area in fig. 3.
In one illustrative example, as shown in FIG. 5, where the legal directions for line 1 and line 2 are the same, line 3 is different from the legal directions for the other two lines. The train is derailed at 7G, and a turnout area exists in the process of establishing the derailment protection area towards the direction of the locomotive, so that the derailment protection area needs to extend towards all possible positions of the turnout until the train meets the adjacent track section or reaches the physical section with the farthest safety protection distance. The protection area of the established train line is shown as dark gray area in fig. 5, and the protection area of the established train adjacent line is shown as light gray area in fig. 5.
In one illustrative example, a flow chart for establishing a neighbor protection area is shown in fig. 7. The preset safety protection distance is a maximum value, so that the residual protection distance which does not reach the platform rail in the circulation process is not updated to 0; the judgment of whether the current track section is a platform rail is added in the circulating process; the number of turnouts in the first circulation stack is 0; the first circulation initial track section is a neighboring track section of the track section in the local line protection area of the derailment train.
In another aspect, an embodiment of the present invention further provides an apparatus for establishing a derailment protection area, including:
a processor, and a computer-readable storage medium having instructions stored therein,
the above-described method of establishing a derailment protection zone is implemented when the instructions are executed by the processor.
In another aspect, embodiments of the present invention also provide a computer-readable storage medium having a computer program stored thereon,
the computer program when executed by a processor performs the steps of the method of establishing a derailment protection zone described above.
The method, the device and the storage medium for establishing the derailment protection area acquire derailment information of a derailment train; determining a safety protection distance according to a preset strategy according to derailment information of the derailment train; and searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line. According to the embodiment of the invention, the derailment protection area with a limited range is established, so that 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.
Those of ordinary skill in the art will appreciate that all or some of the steps, systems, functional modules/units in the apparatus, and methods disclosed above may be implemented as software, firmware, hardware, and suitable combinations thereof. In a hardware implementation, the division between the 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 cooperatively by several physical components. 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 both 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 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 be accessed by a computer. Furthermore, as is well known to those of ordinary skill in the art, 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.
Claims (7)
1. A method of establishing a derailment guard zone, comprising:
obtaining derailment information of a derailment train;
determining a safety protection distance according to a preset strategy according to the derailment information of the derailment train, searching a track section according to the determined safety protection distance, and adding the track section into a protection area of the derailment train line; searching a track section according to a preset safety protection distance and adding the track section into an adjacent line protection area of the derailment train;
the demarcation points of the track sections comprise axle counting points, insulating joints and turnout junctions;
the derailment train line is a line where the train is derailed and a line with legal direction the same as that of the line where the train is derailed, and the derailment train adjacent line is a line where the derailment of the train affects the safe running of the train on the line and has legal direction opposite to that of the line where the train is derailed;
the determining the safety protection distance according to the derailment information of the derailment train and a preset strategy comprises the following steps: from the head end position of the train of the derailment train, determining a head end safety protection distance from the running direction of the train in the derailment information, and multiplying the running speed of the train in the derailment information by the time of a preset protection area range to obtain the head end safety protection distance; further comprises: determining a tail end safety protection distance from the tail end position of the derailed train to the opposite direction of the train running direction in the derailing information, and multiplying the running speed of the derailed train by the communication timeout time of the vehicle-mounted control system and the area controller to obtain the tail end safety protection distance;
the method for searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line comprises the following steps: for the case where the switch is not included in the protection area establishment direction and for the case where the switch is included in the protection area establishment direction.
2. The method of claim 1, wherein,
the derailment information of the derailment train includes:
the direction of train travel, the speed of travel when the train is derailed, the track section where the head or tail end of the train is located when the train is derailed, and the offset of the head or tail end of the train within the track section.
3. The method of claim 1, 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 derailment train comprises the following steps:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual safety protection distance is zero:
searching an adjacent line platform rail of the platform rail 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 a track section connected with the current track section in the construction direction of the protection area into the current track section; if the current track section is a platform rail and is not the initial value of the first cycle, 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the adjacent line platform rail to the running direction of the vehicle or to establish a protection area from the adjacent line platform rail to the opposite direction of the running direction of the vehicle.
4. The method according to any one of claim 1 to 2, wherein,
the searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line comprises the following steps:
for the situation that the switch is not included in the construction direction of the protection area, the following steps are executed circularly until the residual 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 connected with the current track section in the construction direction of the protection area 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
5. The method according to any one of claim 1 to 2, wherein,
the searching the track section according to the determined safety protection distance and adding the track section into the protection area of the derailment train line comprises the following steps:
for the case that the switch is included in the direction of establishing the protection area, the following steps are executed circularly until the residual safety protection distance and the number of the switches are 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, updating the track section connected with the current track section into the current track section when the turnout is positioned, and then stacking turnout information and the residual safety protection distance;
if the residual safety protection distance is zero and turnout information exists in the stack, the turnout information which is pushed onto the stack and the residual safety protection distance are popped off, and the track section which is not searched in the turnout range is updated 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 last residual safety protection distance minus the length of the current track section; the protection area establishment direction is to establish a protection area from the head end of the train to the running direction of the train or to establish a protection area from the tail end of the train to the opposite direction of the running direction of the train.
6. An apparatus for establishing a derailment protection zone, comprising:
a processor, and a computer-readable storage medium having instructions stored therein,
the method of any of claims 1-5 is implemented when the instructions are executed by the processor.
7. A computer-readable storage medium, on which a computer program is stored,
the computer program implementing the steps of the method according to any one of claims 1 to 5 when executed by a processor.
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| CN116788322B (en) * | 2023-05-15 | 2024-03-26 | 北京城建智控科技股份有限公司 | Method for calculating derailment protection area of train in common-pipe area of line controller |
| CN116890892A (en) * | 2023-09-11 | 2023-10-17 | 湖南中车时代通信信号有限公司 | Train safety protection control method, device and medium based on TACS system |
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