CN116176663A - Method, equipment and medium for protecting unexpected movement of full-automatic coupling operation train - Google Patents
Method, equipment and medium for protecting unexpected movement of full-automatic coupling operation train Download PDFInfo
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- CN116176663A CN116176663A CN202211569970.4A CN202211569970A CN116176663A CN 116176663 A CN116176663 A CN 116176663A CN 202211569970 A CN202211569970 A CN 202211569970A CN 116176663 A CN116176663 A CN 116176663A
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- 238000013475 authorization Methods 0.000 claims abstract description 16
- 238000012360 testing method Methods 0.000 claims abstract description 15
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- 238000004590 computer program Methods 0.000 claims description 8
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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 train, e.g. braking curve calculation
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61L—GUIDING RAILWAY TRAFFIC; ENSURING THE SAFETY OF RAILWAY TRAFFIC
- B61L27/00—Central railway traffic control systems; Trackside control; Communication systems specially adapted therefor
- B61L27/04—Automatic systems, e.g. controlled by train; Change-over to manual control
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Abstract
The invention relates to a method, equipment and medium for protecting unexpected movement of a full-automatic coupling operation train, wherein the method comprises the following steps: s1, analyzing a station line map offline; s2, the vehicle-mounted controller sends a linked ready request or a trial pull request to the trackside area controller; s3, when the train is requested to be positioned in a static linkage operation area of the combined protection linkage operation area, the trackside area controller sends a logic section locking request to the interlocking system; otherwise, after confirming the train state, directly sending the linked authorization or the trial-pull authorization to the vehicle-mounted controller; s4, after receiving the linked authorization sent by the trackside area controller, the train keeps a brake application state and continuously sends a linked request to the trackside area controller; after receiving the trial pull authorization sent by the trackside area controller, the train continuously sends a trial pull request to the trackside area controller in the trial pull operation process. Compared with the prior art, the invention has the advantages of supporting test pull protection at any place, forward movement protection of the linked train and the like.
Description
Technical Field
The invention relates to a train signal control system, in particular to a method, equipment and medium for protecting unexpected movement of a full-automatic linked operation train.
Background
When the train executes full-automatic coupling operation, the uncoupled train can strike the coupled train under the control of the ATO, and the striking needs to have enough force to ensure that the couplers can be normally connected. After the coupler is connected, the unhooking train needs to apply traction along the opposite direction of the original unhooking direction, and the trial pulling operation is executed so as to ensure that the coupler is normally connected. Two problems in the above-mentioned operation flow require the signal system to protect:
1. when the linked train is impacted, the linked train can possibly move forwards, and a signal system needs to confirm that a safety limiting point does not exist in the forward moving range;
2. when the test pulling operation is performed, the coupler is likely to break, and a signal system needs to ensure that a train for performing the test pulling does not have a safety limiting point in the running distance from the detection of the abnormality of the broken coupler to the complete stopping of the train;
to protect the above scenario, the signaling system needs to authorize the suspended operation and the authorized test pulling operation after confirming that there are no safety limiting points within a certain range on both sides of the safe positioning of the suspended train.
For the protection of trial pulling, through searching, chinese patent publication No. CN113844506A discloses an automatic trial pulling method and device for a train, which can perform more efficient automatic trial pulling on the train, does not increase equipment cost in the automatic trial pulling process, can improve the operation efficiency of the train, and can improve the availability of a FAO system and/or a CBTC system, but the existing method has the following problems:
1. the forward movement protection of the linked train is not considered;
2. test pull protection at any place is not supported;
3. lack of abstraction of the protection method against various undesired movements;
4. no configuration options are designed that incorporate specific route map features to simplify the protection design in the case of ideal route maps.
Disclosure of Invention
The invention aims to overcome the defects of the prior art and provide a method, equipment and medium for protecting the unexpected movement of a full-automatic linked operation train.
The aim of the invention can be achieved by the following technical scheme:
according to a first aspect of the present invention, there is provided a method for protecting against undesired movement of a fully automatic on-hook work train, the method comprising the steps of:
step S1, analyzing a station line map offline, and calculating line states in the range of 'maximum forward movement distance when a linked train is impacted' and 'maximum protection distance for breaking a trial-pull operation coupler' outside an end point of a static linked operation area;
step S2, the train receives a hung instruction from the ATS, and the vehicle-mounted controller sends a hung ready request or a trial pull request to the trackside area controller;
step S3, after receiving the request, the trackside area controller sends a logic section locking request to the interlocking system when the request train is positioned in a static linkage operation area of the combined protection linkage operation area; otherwise, the logic section locking request is not sent to the interlocking system, and after the train state is confirmed, the linked authorization or the trial pull authorization is directly sent to the vehicle-mounted controller;
step S4, after receiving the linked authorization sent by the trackside area controller, the train keeps a brake application state and continuously sends a linked request to the trackside area controller; after receiving the test pull authorization sent by the trackside area controller, the train starts the test pull operation, and continuously sends a test pull request to the trackside area controller in the test pull operation process.
As a preferable technical scheme, if the range and the hooking operation area in the step S1 are located in the same logic section and the hooking operation area is not limited, when the hooking operation area executes hooking and trial pulling operations, the locking state of the section does not need to be interlocked and confirmed, and the attribute of the hooking operation area is recorded as a non-joint protection hooking operation area.
As an preferable technical solution, if the range in step S1 exceeds the logical section where the hooking operation area is located or the hooking operation area is already in the limit, when the hooking and trial pulling operations are performed in the hooking operation area, it is necessary to interlock to confirm whether a backup route exists between the range exceeding the hooking operation area and whether the switch is locked, and record that the attribute of the hooking operation area is "the joint protection hooking operation area".
As a preferable technical solution, the step S2 specifically includes:
and the train receives the hung instruction from the ATS, and the vehicle-mounted controller judges that the safe positioning of the train is completely positioned in the static hung operation area, and then the train sends a hung ready request or a trial pull request to the trackside area controller according to the currently executed hung operation task.
As a preferable technical solution, the step S2 specifically includes:
the train receives the linked instruction from the ATS, and the range of the maximum forward moving distance when the linked train is impacted at the outer side of the safe positioning of the linked train and the range of the maximum protection distance when the trial pulling operation coupler breaks at the outer side of the safe positioning of the linked train are free of turnouts and infringement, so that the train sends a linked ready request or trial pulling request to a trackside area controller according to the currently executed linked operation task.
As a preferred technical solution, the method further comprises:
step S51, if the train stops the trial pulling operation in the trial pulling operation process, the trial pulling request is continuously sent to the trackside area controller before the train can keep still.
As an optimal technical scheme, the condition that the test pulling operation should be stopped comprises detection of exceeding of displacement and abnormal coupler state.
As a preferred technical solution, the method further comprises:
step S52, the hung operation or the trial pulling operation is normally finished, and the train stops sending the hung request or the trial pulling request to the trackside area controller; and after the trackside area controller determines that the vehicle-mounted controller does not send the linked request or the trial pull request any more, ending the linked operation.
As an preferable technical scheme, the ending of the hooking operation specifically includes:
if the current linkage operation area is a non-joint protection linkage operation area, directly ending linkage operation;
if the current linkage operation area is the 'joint protection linkage operation area', the trackside area controller should stop sending a logic section locking request to the interlock, and simultaneously end the linkage operation.
As a preferred technical solution, the method further comprises:
step S53, if the current linkage operation area is the 'joint protection linkage operation area', the trackside area controller should continuously send a logic section locking request to the interlocking before the vehicle-mounted controller stops sending the linkage operation request or the trial pulling request, and if the communication between the vehicle-mounted controller and the trackside area controller is interrupted in the operation process, the trackside area controller should not authorize the vehicle-mounted controller to perform corresponding linkage operation or trial pulling operation, and continuously send the logic section locking request to the interlocking until the trackside area controller can ensure that the train is stationary.
According to a second aspect of the present invention there is provided an electronic device comprising a memory and a processor, the memory having stored thereon a computer program, the processor implementing the method when executing the program.
According to a third aspect of the present invention, there is provided a computer readable storage medium having stored thereon a computer program which when executed by a processor implements the method.
Compared with the prior art, the invention has the following advantages:
1) The invention can support the trial pulling protection at any place and the forward moving protection of the linked train;
2) According to the invention, the forward movement protection and trial pulling protection of the hung train in the process of the hanging operation are comprehensively considered, the unexpected movement models of the trains in different operation processes are abstracted, the protection is carried out by a unified method, and the software development workload is reduced;
3) The method and the system combine design configuration options of specific line map features, identify the areas which do not need the trackside area controller and the interlocking for joint protection in an off-line manner, and simplify the on-line calculated amount under the condition of an ideal line map.
Drawings
FIG. 1 is a flow chart of the method of the present invention;
FIG. 2 is a schematic illustration of a scenario in which a job is articulated in a static articulated work area;
fig. 3 is a schematic view of a scene hung at an arbitrary point.
Detailed Description
The following description of the embodiments of the present invention will be made clearly and fully with reference to the accompanying drawings, in which it is evident that the embodiments described are some, but not all embodiments of the invention. All other embodiments, which can be made by those skilled in the art based on the embodiments of the present invention without making any inventive effort, shall fall within the scope of the present invention.
As shown in fig. 2 and 3, typical scenarios of hooking in a static hooking operation area and hooking at any point are respectively. On this basis, referring to the steps shown in fig. 1, two kinds of linkage operation flows are described as follows:
step A, analyzing a station line map offline, and calculating line states in the range of ' maximum forward moving distance when a linked train is impacted ' on the outer side of an end point of a static linked operation area and ' maximum protection distance for breaking a trial-pull operation coupler:
1) If the range and the linkage operation area are located in the same logic section (such as the right linkage operation protection area in fig. 2), and the linkage operation area is not limited, the linkage operation area does not need to be interlocked to confirm the locking state of the section when linkage and trial pulling operations are executed, and the attribute of the linkage operation area is recorded as a non-joint protection linkage operation area;
2) If the range exceeds the logic section where the linkage operation area is located, or if the linkage operation area is limited or a turnout exists (as the left linkage operation protection area in fig. 2), when linkage and trial pulling operations are executed in the linkage operation area, whether a backup access exists in the section where the range exceeds the linkage operation area or not and whether the turnout (if yes) is locked or not need to be confirmed by interlocking, and the attribute of the linkage operation area is recorded as a 'joint protection linkage operation area';
the length of the 'coupling operation protection zone' shown in fig. 2 is determined by 'the maximum forward moving distance when the coupled train is impacted' and 'the maximum protection distance for the break of the trial pulling operation coupler' according to the type of coupling operation to be executed in the current coupling operation zone;
b-1, a train receives a hung instruction from an ATS, and the vehicle-mounted controller judges that the safe positioning of the train is completely located in a static hanging operation area as shown in the figure-2, and the train sends a hanging ready request or a trial pull request to a trackside area controller according to a currently executed hanging operation task;
b-2, when the train receives the linked instruction from the ATS and is not located in any static linked operation area, the linked train dynamically calculates whether turnouts and infringement exist in the range of a safe positioning outer side linked operation protection area according to the safe positioning of the linked train, if the turnouts and infringement exist, the train sends a linked ready request or a trial pull request to a trackside area controller according to the currently executed linked operation task;
step C, after receiving a ready-to-hang request or a trial pull request sent by a train, the trackside area controller sends a logic section locking request to the interlocking when the train is requested to be positioned in a static hanging operation area of a combined protection hanging operation area; otherwise, the logic section locking request is not sent to the interlocking, and after the train state is confirmed, the linked authorization or the trial pull authorization is directly sent to the vehicle;
step D, after receiving the linked authorization sent by the trackside area controller, the train keeps a brake application state and continuously sends a linked request to the trackside area controller; after receiving the trial pulling authorization sent by the trackside area controller, the train can start trial pulling operation, and continuously send a trial pulling request to the trackside area controller in the trial pulling operation process;
e-1, stopping the trial pulling operation if the displacement exceeds the standard and the coupler state is abnormal in the trial pulling operation process of the train, and continuously sending a trial pulling request to a trackside area controller before ensuring that the train can keep still;
e-2, normally ending the hung operation or the trial pulling operation, and stopping sending the hung request or the trial pulling request to the trackside area controller by the train; after the trackside area controller determines that the vehicle-mounted controller does not send the linked request or the trial pull request any more, if the current linked operation area is a non-joint protection linked operation area, directly ending the linked operation; if the current linkage operation area is the 'joint protection linkage operation area', the trackside area controller should stop sending a logic section locking request to the interlock, and simultaneously end the linkage operation.
In step E-3, if the current linkage operation area is the "joint protection linkage operation area" (i.e. the static linkage operation area in fig. 2), before the vehicle-mounted controller stops sending the linked operation request or the trial pull request, the trackside area controller should continuously send a logic section locking request to the interlock, for example, the communication between the vehicle-mounted controller and the trackside area controller is interrupted during operation, and the trackside area controller should no longer authorize the vehicle-mounted controller to perform corresponding linked operation or trial pull operation, and continuously send the logic section locking request to the interlock until the trackside area controller can ensure that the train is stationary.
The foregoing description of the embodiments of the method further describes the embodiments of the present invention through embodiments of the electronic device and the storage medium.
The electronic device of the present invention includes a Central Processing Unit (CPU) that can perform various appropriate actions and processes according to computer program instructions stored in a Read Only Memory (ROM) or computer program instructions loaded from a storage unit into a Random Access Memory (RAM). In the RAM, various programs and data required for the operation of the device can also be stored. The CPU, ROM and RAM are connected to each other by a bus. An input/output (I/O) interface is also connected to the bus.
A plurality of components in a device are connected to an I/O interface, comprising: an input unit such as a keyboard, a mouse, etc.; an output unit such as various types of displays, speakers, and the like; a storage unit such as a magnetic disk, an optical disk, or the like; and communication units such as network cards, modems, wireless communication transceivers, and the like. The communication unit allows the device to exchange information/data with other devices via a computer network, such as the internet, and/or various telecommunication networks.
The processing unit performs the various methods and processes described above, such as the inventive method. For example, in some embodiments, the inventive methods may be implemented as a computer software program tangibly embodied on a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program may be loaded and/or installed onto the device via the ROM and/or the communication unit. One or more of the steps of the method of the invention described above may be performed when the computer program is loaded into RAM and executed by a CPU. Alternatively, in other embodiments, the CPU may be configured to perform the methods of the present invention by any other suitable means (e.g., by means of firmware).
The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, without limitation, exemplary types of hardware logic components that may be used include: a Field Programmable Gate Array (FPGA), an Application Specific Integrated Circuit (ASIC), an Application Specific Standard Product (ASSP), a system on a chip (SOC), a Complex Programmable Logic Device (CPLD), and the like.
Program code for carrying out methods of the present invention may be written in any combination of one or more programming languages. These program code may be provided to a processor or controller of a general purpose computer, special purpose computer, or other programmable data processing apparatus such that the program code, when executed by the processor or controller, causes the functions/operations specified in the flowchart and/or block diagram to be implemented. The program code may execute entirely on the machine, partly on the machine, as a stand-alone software package, partly on the machine and partly on a remote machine or entirely on the remote machine or server.
In the context of the present invention, a machine-readable medium may be a tangible medium that can contain, or store a program for use by or in connection with an instruction execution system, apparatus, or device. The machine-readable medium may be a machine-readable signal medium or a machine-readable storage medium. The machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples of a machine-readable storage medium would include an electrical connection based on one or more wires, a portable computer diskette, a hard disk, a Random Access Memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.
While the invention has been described with reference to certain preferred embodiments, it will be understood by those skilled in the art that various changes and substitutions of equivalents may be made and equivalents will be apparent to those skilled in the art without departing from the scope of the invention. Therefore, the protection scope of the invention is subject to the protection scope of the claims.
Claims (12)
1. The method for protecting the unexpected movement of the full-automatic linked operation train is characterized by comprising the following steps of:
step S1, analyzing a station line map offline, and calculating line states in the range of 'maximum forward movement distance when a linked train is impacted' and 'maximum protection distance for breaking a trial-pull operation coupler' outside an end point of a static linked operation area;
step S2, the train receives a hung instruction from the ATS, and the vehicle-mounted controller sends a hung ready request or a trial pull request to the trackside area controller;
step S3, after receiving the request, the trackside area controller sends a logic section locking request to the interlocking system when the request train is positioned in a static linkage operation area of the combined protection linkage operation area; otherwise, the logic section locking request is not sent to the interlocking system, and after the train state is confirmed, the linked authorization or the trial pull authorization is directly sent to the vehicle-mounted controller;
step S4, after receiving the linked authorization sent by the trackside area controller, the train keeps a brake application state and continuously sends a linked request to the trackside area controller; after receiving the test pull authorization sent by the trackside area controller, the train starts the test pull operation, and continuously sends a test pull request to the trackside area controller in the test pull operation process.
2. The method according to claim 1, wherein if the range and the hooking operation area are located in the same logic section in step S1 and the hooking operation area is not limited, the interlocking is not required to confirm the locking state of the section when the hooking operation area performs the hooking and trial pulling operations, and the attribute of the hooking operation area is recorded as "non-joint protection hooking operation area".
3. The method according to claim 1, wherein if the range exceeds the logical section where the hooking operation area is located in step S1 or the hooking operation area is already in limit, when the hooking and trial pulling operations are performed in the hooking operation area, it is necessary to confirm whether a backup route exists in the section where the range exceeds the hooking operation area and whether the switch is locked or not by interlocking, and the attribute of the hooking operation area is recorded as "the combined protection hooking operation area".
4. The method for protecting the undesired movement of the full-automatic linked operation train according to claim 1, wherein the step S2 is specifically:
and the train receives the hung instruction from the ATS, and the vehicle-mounted controller judges that the safe positioning of the train is completely positioned in the static hung operation area, and then the train sends a hung ready request or a trial pull request to the trackside area controller according to the currently executed hung operation task.
5. The method for protecting the undesired movement of the full-automatic linked operation train according to claim 1, wherein the step S2 is specifically:
the train receives the linked instruction from the ATS, and the range of the maximum forward moving distance when the linked train is impacted at the outer side of the safe positioning of the linked train and the range of the maximum protection distance when the trial pulling operation coupler breaks at the outer side of the safe positioning of the linked train are free of turnouts and infringement, so that the train sends a linked ready request or trial pulling request to a trackside area controller according to the currently executed linked operation task.
6. The method for protecting undesired movement of a fully-automatic linked working train according to claim 1, further comprising:
step S51, if the train stops the trial pulling operation in the trial pulling operation process, the trial pulling request is continuously sent to the trackside area controller before the train can keep still.
7. The method of claim 6, wherein the stopping of the test pull operation includes detecting a displacement overrun and an abnormal coupler condition.
8. The method for protecting undesired movement of a fully-automatic linked working train according to claim 1, further comprising:
step S52, the hung operation or the trial pulling operation is normally finished, and the train stops sending the hung request or the trial pulling request to the trackside area controller; and after the trackside area controller determines that the vehicle-mounted controller does not send the linked request or the trial pull request any more, ending the linked operation.
9. The method for protecting the undesired movement of the full-automatic coupling operation train according to claim 8, wherein the ending of the coupling operation specifically comprises:
if the current linkage operation area is a non-joint protection linkage operation area, directly ending linkage operation;
if the current linkage operation area is the 'joint protection linkage operation area', the trackside area controller should stop sending a logic section locking request to the interlock, and simultaneously end the linkage operation.
10. The method for protecting undesired movement of a fully-automatic linked working train according to claim 1, further comprising:
step S53, if the current linkage operation area is the 'joint protection linkage operation area', the trackside area controller should continuously send a logic section locking request to the interlocking before the vehicle-mounted controller stops sending the linkage operation request or the trial pulling request, and if the communication between the vehicle-mounted controller and the trackside area controller is interrupted in the operation process, the trackside area controller should not authorize the vehicle-mounted controller to perform corresponding linkage operation or trial pulling operation, and continuously send the logic section locking request to the interlocking until the trackside area controller can ensure that the train is stationary.
11. An electronic device comprising a memory and a processor, the memory having stored thereon a computer program, characterized in that the processor, when executing the program, implements the method of any of claims 1-10.
12. A computer readable storage medium, on which a computer program is stored, characterized in that the program, when being executed by a processor, implements the method according to any one of claims 1-10.
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211569970.4A CN116176663A (en) | 2022-12-08 | 2022-12-08 | Method, equipment and medium for protecting unexpected movement of full-automatic coupling operation train |
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| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211569970.4A CN116176663A (en) | 2022-12-08 | 2022-12-08 | Method, equipment and medium for protecting unexpected movement of full-automatic coupling operation train |
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| CN116176663A true CN116176663A (en) | 2023-05-30 |
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| CN202211569970.4A Pending CN116176663A (en) | 2022-12-08 | 2022-12-08 | Method, equipment and medium for protecting unexpected movement of full-automatic coupling operation train |
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| CN (1) | CN116176663A (en) |
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