CN116639163A

CN116639163A - Train control method, equipment and medium for prohibiting stopping at joint of insulating anchor section

Info

Publication number: CN116639163A
Application number: CN202310560122.5A
Authority: CN
Inventors: 包佳伟; 华志辰; 徐烨; 刘灵
Original assignee: Casco Signal Ltd
Current assignee: Casco Signal Ltd
Priority date: 2023-05-18
Filing date: 2023-05-18
Publication date: 2023-08-25

Abstract

The invention relates to a train control method, equipment and medium for prohibiting parking at an insulated anchor section joint, wherein the method firstly defines a pantograph prohibiting and stopping area according to the position of the insulated anchor section joint, defines a rear train prohibiting and stopping area according to the distance between the pantograph prohibiting and stopping area and the distance between the pantograph and a train end, and defines a front train monitoring area according to the train control process; the current train monitoring area has no train or the train is not stopped, and the train runs normally; when a train enters the front train monitoring area and stops, the train behind the train stops outside the entrance of the rear train forbidden area; when the train entering the front train monitoring area resumes operation or the train head leaves the front train monitoring area exit, the train behind the train normally operates. Compared with the prior art, the invention has the advantages that the risk of net touching and arcing and net burning caused by the stop of the train at the joint of the insulating anchor section is avoided; the normal operation interval between trains is not influenced; all the steps are automatically completed without manual participation.

Description

Train control method, equipment and medium for prohibiting stopping at joint of insulating anchor section

Technical Field

The invention relates to a train control method, in particular to a train control method, equipment and medium for prohibiting stopping at joints of an insulating anchor section.

Background

The electric locomotive obtains electric energy through sliding contact between a pantograph slide plate and a contact net wire, and the pantograph is arranged on the top of the locomotive. The pantograph can be contacted with the contact net wire when rising, and is lying on the top of the train when falling, whether the pantograph is lifted or not is determined according to the running requirement and the configuration requirement of the train.

In recent years, each city line has operation faults such as arc discharge, contact line blowing and the like caused by stopping an electric bus at the joint position of the insulating anchor section, and the operation safety is influenced.

At present, a manual control method for a driver is mainly adopted, a manual bow lowering mode is adopted to prevent a train from stopping in a forbidden parking area to cause faults, and the faults cannot be completely avoided by manual operation. At present, a communication-based train automatic control system (CBTC) is mainly adopted for electric bus control in China, and extra vehicle-mounted and trackside special equipment is added to the CBTC to ensure that a train passes through an anchor section insulation area, but the implementation cost is very high. In addition, some scenes, such as late departure of a front car or rapid running of a train running in an interval, are unavoidable, so that the rear car is authorized to move to the front car, the rear car is forced to stop in the interval, the stopped area is located at the joint of the insulating anchor section, as shown in fig. 1, at the moment, the train is in an arch lifting state, and arc-drawing and net-burning faults are easy to occur.

Disclosure of Invention

The invention aims to overcome the defects of the prior art and provide a train control method, equipment and medium for prohibiting stopping at an insulated anchor section joint.

The aim of the invention can be achieved by the following technical scheme:

according to a first aspect of the invention, there is provided a train control method for prohibiting parking at an insulated anchor section joint, the method comprising defining a pantograph prohibiting and parking area according to the insulated anchor section joint position, defining a rear train prohibiting and parking area according to the pantograph prohibiting and parking area and the distance between the pantograph and a train end, and defining a front train supervision area according to a train control process;

the current train monitoring area has no train or the train is not stopped, and the train runs normally; when a train enters the front train monitoring area and stops, the train behind the train stops outside the entrance of the rear train forbidden area; when the train entering the front train monitoring area resumes operation or the train head leaves the front train monitoring area exit, the train behind the train normally operates.

As an optimal technical scheme, the front train supervision area is continuously monitored by a train automatic monitoring system which continuously tracks the train head position, and the rear train forbidden parking area is set to be in an allowed state or an forbidden state according to a monitoring result.

As an optimal technical scheme, the state of the rear vehicle forbidden parking area is set by the train automatic monitoring system and then is informed to the train automatic control system, and the train automatic control system controls the running state of the train.

As an preferable technical scheme, when a train enters and parks at the entrance of the front train monitoring area, the automatic train monitoring system sets the rear train forbidden parking area to be in a forbidden state, triggers the interface code bit to the rear train, and when the rear train receives the interface code bit, the automatic train driving system controls the rear train to park at the entrance of the rear train forbidden parking area, so that the rear train forbidden parking area is forbidden to be entered.

As an preferable technical scheme, the entrance mileage kp3=kp1+d1 of the rear parking area, wherein KP1 is the entrance mileage of the pantograph parking area, D1 is the length of the front pantograph from the vehicle end, and the front pantograph is located at the front end of the train.

As a preferable technical solution, the entrance mileage kp5=kp3+d2 of the front car monitoring area, where D2 is the train length.

As an optimized technical scheme, when the train head passes through the front train monitoring area outlet and the train tail generates the maximum positioning error of the system, the train automatic monitoring system sets the rear train forbidden stop area as an allowed state, and the train automatic control system controls the train to normally run.

As an preferable technical scheme, the exit mileage kp4=kp2+d3 of the rear parking forbidden area, wherein KP2 is the exit mileage of the pantograph parking forbidden area, and D3 is the length of the front pantograph from the vehicle end.

As an preferable technical scheme, the exit mileage kp6=kp4+d4+d2 of the front car monitoring area, wherein d4=driving permission end safety margin+distance between the automatic driving system and the automatic train protection system+maximum positioning error of the train tail.

As an preferable technical scheme, when the rear parking forbidden region cannot be restored to the allowable state due to a fault, the vehicle-mounted controller restores the allowable state of the rear parking forbidden region.

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) In the automatic driving mode, the invention can ensure that the pantograph of the train falls outside the joint of the insulated anchor section, and effectively avoids the risks of net touching arc discharge and net burning caused by the stopping of the train at the joint of the insulated anchor section;

2) The invention effectively ensures that the normal operation interval between trains is not affected, and the operation interval of the trains is not enlarged due to the protection of the forbidden parking area;

3) The scheme of the invention is completed automatically without manual participation, thereby avoiding possible errors caused by manual operation.

Drawings

FIG. 1 is a schematic view of a pantograph stop-prevention area while a train is traveling;

FIG. 2 is a schematic view of entrance designs of a front vehicle monitoring zone and a rear vehicle stopping zone according to the present invention;

FIG. 3 is a schematic diagram of exit designs of the front vehicle monitoring zone and the rear vehicle stopping zone according to the present invention;

fig. 4 is a flow chart of the signal system of the present invention controlling train operation in the anchor zone.

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.

The scheme is realized by utilizing a train automatic monitoring system (ATS) to track the position of the train and matching the train automatic monitoring system (ATS) with a train automatic control system (ATC).

A rear vehicle forbidden parking area is defined in the system, the front pantograph and the rear pantograph of the train are prevented from falling in the pantograph forbidden parking area, the area is designed and obtained based on the mileage of an inlet point A and an outlet point B of the pantograph forbidden parking area and the distance between the pantograph of the train and the vehicle end, the front vehicle forbidden parking area is designed according to the control relation between an automatic train driving system (ATO) and an automatic train protection system (ATP), and the rear vehicle is prevented from being tightly tracked to stop in the rear vehicle forbidden parking area when the current vehicle is located in the front vehicle monitored area.

By means of the condition of mastering global information by an ATS train monitoring system, a specific interface is newly added between the ATS system and a vehicle-mounted system, the train is interfered in advance, the ATS monitoring train is positioned in detail, when the train enters at an entrance E point of a front train monitoring area and is in a parking state, a specific interface code bit is triggered to the train, when the train receives the specific code bit sent by the ATS, the vehicle-mounted ATO controls the train to park at an entrance C point of a rear train forbidden parking area.

The current car continues to travel, the car head passes through the outlet F point of the monitoring area of the front car, the ATS cancels the specific code bit to the car, and the rear car automatically resumes the ATO operation and continues to launch.

As shown in fig. 2, consider that in a limit situation, the rear vehicle may be attached to the front vehicle tail, ensuring that the rear front pantograph falls outside the entry point a of the pantograph stop-keeping area. According to the point mileage KP1 of the entrance A of the forbidden region of the pantograph and the length D1 of the front pantograph from the vehicle end, the point mileage KP3=KP1+D1 of the entrance C of the forbidden region of the rear vehicle is calculated, and then the point mileage KP5=KP3+D2 of the entrance E of the monitoring region of the front vehicle is calculated by KP3 and the length D2 of the train.

The minimum headstock of the current train enters the E point and stops running, the ATS sets a forbidden state of the rear forbidden parking area to the ATC, and the ATC controls the train to stop at the C point of the entrance of the rear forbidden parking area to forbidden the train to enter the rear forbidden parking area.

As shown in fig. 3, considering that in the limit situation, the maximum positioning error of the front vehicle tail generating system ensures that the rear pantograph of the rear vehicle falls outside the exit point B of the pantograph forbidden region. According to a pantograph forbidden parking area outlet point B mileage KP2 and a length D3 of a front pantograph from a vehicle end, calculating a rear forbidden parking area outlet point D mileage KP4=KP2+D3, and calculating a front vehicle monitoring area outlet point F mileage KP6=KP4+D4+D5 by KP4, a system maximum error parameter D4 and a train length D5, wherein D4 consists of an EOA safety margin, an ATO approach ATP distance and a front vehicle tail maximum positioning error.

The minimum locomotive of the current car passes through the outlet F point of the front car monitoring area, the ATS sets the permission state of the rear car forbidden parking area to the ATC, and the ATC controls the normal running of the train to avoid the occurrence of parking in the rear car forbidden parking area.

The configuration of data for the front car supervision zone and the rear car park zone is performed in the system as shown in fig. 4, and the ATS system continuously tracks the minimum head position of the train and monitors the front car supervision zone.

Under normal conditions, no train exists in the current train supervision area or the train is not parked in the area, the ATS sets the rear train forbidden parking area to be in an allowed state and informs the ATC, and the ATC controls the train to normally run.

If the train is monitored to enter the front train monitoring area and stop, the ATS sets the rear train stopping area to be in a forbidden state and informs the ATC, and at the moment, the ATC controls the train to stop outside the entrance of the rear train stopping area. The current car resumes operation or the minimum locomotive leaves the exit of the monitoring area of the front car, the forbidden parking area of the ATS is in an allowed state after the ATS is recovered, and the ATC controls the normal operation of the train.

Considering that after the ATS prohibits the rear parking area, the rear parking area cannot be restored to the allowed state due to communication failure or train dislocation, under the scene, the CC-ATS communication interruption exceeds 60s (the fact that the front vehicle is driven away from the front vehicle monitoring area under the normal state can be ensured) or the CC is self-dislocated, the CC automatically restores the allowed state of the rear parking area, when the communication restoration or the train positioning restoration is carried out, the ATS judges that the train position still meets the forbidden condition of the rear parking area, and then the forbidden state is generated for the CC again.

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

1. A train control method for prohibiting parking at an insulated anchor section joint is characterized in that firstly, a pantograph prohibiting and stopping area is defined according to the position of the insulated anchor section joint, a rear train prohibiting and stopping area is defined according to the distance between the pantograph prohibiting and stopping area and the distance between the pantograph and a train end, and a front train supervision area is defined according to a train control process;

2. The method for controlling a train in which stopping is prohibited at the joint of an insulated anchor section according to claim 1, wherein the front train supervision area is continuously monitored by a train automatic monitoring system which continuously tracks the position of the train head, and the rear train stopping area is set to be in an allowed state or a forbidden state according to the monitoring result.

3. The method for controlling a train in which stopping is prohibited at the joint of the insulated anchor section according to claim 2, wherein the state of the rear stopping area is set by the automatic train monitoring system and then is informed to the automatic train control system, and the automatic train control system controls the running state of the train.

4. The method for controlling the train in the joint of the insulated anchor section according to claim 1, wherein when the entrance of the front train monitoring area is in a state of being forbidden by the train automatic monitoring system, the rear train forbidden area is set to be in a forbidden state, the interface code bit is triggered to the following train, and when the following train receives the interface code bit, the train controlled by the train automatic driving system is stopped at the entrance of the rear train forbidden area, and the entrance of the rear train forbidden area is forbidden.

5. The method for controlling a train stopped at an anchor joint according to claim 4, wherein the entrance mileage kp3=kp1+d1 of the rear stopping zone, KP1 is the entrance mileage of the pantograph stopping zone, D1 is the distance between the front pantograph and the end of the train, and the front pantograph is located at the front end of the train.

6. The method for controlling a train stopped at an articulation of an insulated anchor segment according to claim 5, wherein the entrance mileage kp5=kp3+d2 of the monitored area of the front train, wherein D2 is the length of the train.

7. The method for controlling the train in the joint of the insulated anchor section according to claim 1, wherein the automatic train monitoring system sets the rear stopping zone as the allowed state when the train head passes through the front monitoring zone and the train tail generates the maximum positioning error of the system, and the automatic train control system controls the train to run normally.

8. The method for controlling a train stopped at an articulation of an insulated anchor segment according to claim 7, wherein the exit mileage kp4=kp2+d3 of the rear stopping zone, KP2 is the exit mileage of the pantograph stopping zone, and D3 is the distance of the front pantograph from the end of the train.

9. The method for controlling a train stopped at an articulation of an insulated anchor segment according to claim 8, wherein the exit mileage kp6=kp4+d4+d2 of the monitoring area of the front train, wherein d4=driving permission end safety margin+distance between the automatic driving system and the automatic protection system of the train+maximum positioning error of the tail of the train.

10. The method for controlling the train in the position of the joint of the insulated anchor section, which is realized by matching a vehicle-mounted controller, is characterized in that when the rear parking forbid area cannot be restored to the allowable state due to a fault, the vehicle-mounted controller restores the rear parking forbid area allowable state.

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.