Method, device and equipment for automatic marshalling in multiple train stations and medium

Abstract

The invention belongs to the technical field of rail transit, and provides a method for automatic marshalling in a multi-train station, which comprises the following steps of: acquiring position information of a group planned following train and driving permission information of the group planned following train; acquiring the running distance of the group planning train based on the nearest relevant transponder group in the group planning following train position information; according to the driving permission information of the group plan following vehicle and the position information of the group plan following vehicle, consistency safety verification is carried out on the running distance; and if the consistency safety verification is successful, group auxiliary positioning information is set and sent to the group planning train for transponder link information updating and distance checking, and automatic marshalling is completed. According to the method, the departure efficiency is improved, and the method has good universality for stations with different complexities.

Description

Technical Field

[0001] The present invention belongs to the field of rail transit technology, and in particular relates to a method, device, equipment and medium for automatic marshaling of multiple trains in a station. Background Art

[0002] In the field of railway operation, there are many operating modes for existing railways. Semi-automatic block and automatic station-to-station block lines can only support single train operation in the section, which makes railway transportation efficiency extremely low and cannot meet the growing transportation demand. Automatic block lines have improved departure efficiency to a certain extent. However, due to the lack of effective communication mechanism between trains, when trains travel according to track codes or mobile authorizations, in order to ensure operation safety, they have to reserve multiple block sections to achieve safety tracking, which greatly limits the further improvement of operation efficiency.

[0003] In order to overcome this dilemma, the communication-based train operation control system technology uses continuous communication between the train and the ground, so that the train tracking interval is no longer fixed, but can be extended to the tail of the previous train or the protection section, which theoretically makes it possible to improve the operation efficiency. However, the reality is that there is still no direct communication between trains, which leads to a certain margin in the safe operation distance and cannot give full play to the maximum advantage of mobile block technology. Especially when facing the operation of super-long trains such as heavy-load trains of 10,000 tons or 20,000 tons, due to insufficient coordination between trains, only specific stations can barely meet the operation needs, which has a great impact on the universality and flexibility of railway transportation.

[0004] The group marshaling technology has the function of mobile blocking, and can simultaneously use the group marshaling function to implement virtual marshaling for trains, and there is no need to complete hard coupling before multiple trains are grouped. Its operating principle is to exchange train-to-ground information with the planned marshaling train through the group control center, a central device with group marshaling function, and calculate the group command based on the group plan and operation plan issued by the centralized dispatching system and the station conditions reported by the computer interlocking. When the group control center determines that the train meets the marshaling conditions, it sends the marshaling command to the planned marshaling train, and the train communicates with each other and completes the marshaling.

[0005] Different train control systems handle line data differently. On closed or old lines, data is usually loaded onto trains, and regular or manual updates are required to ensure the accuracy of the data. This process is cumbersome and prone to data lag. For open lines or scenarios where trains will operate across lines, ground center equipment or station equipment is used to manage and send data, and on-board equipment obtains line information in real time and drives the train. Line data covers static speed, static slope, balise link information, phase separation, track section information, and temporary speed limit information, etc. The on-board equipment drives safely based on this information. However, in actual applications, considering the existing balise layout, before the train leaves the station and crosses the shared balise in the section, the group planned train cannot determine whether the two trains are in the same through path based on the balise link information given to different trains by the ground, and thus cannot be grouped. Even if train-to-train communication has been established in the throat area of ​​the station, it is difficult to complete marshaling, which seriously hinders the advance of marshaling timing and makes it difficult to achieve the idea of ​​calculating group command information through the group control center to complete marshaling in the throat area of ​​the station, and it is impossible to significantly improve the departure efficiency. Summary of the invention

[0006] In view of the shortcomings of the prior art, the present invention provides a method for automatic marshaling of multiple trains in a station, comprising: Obtain the location information and driving permission information of the group-planned following vehicle; Obtain the travel distance of the group plan train based on the position information of the nearest relevant balise group in the group plan following vehicle; According to the driving permission information and position information of the group-planned following vehicle, the running distance is checked for consistency and safety; The consistency safety check is successful, and the group auxiliary positioning information is set and sent to the group planning train to update the balise link information and check the distance to complete the automatic marshaling.

[0007] Furthermore, the travel distance includes: According to the nearest relevant balise group reported in the position information of the group plan following vehicle, the distance from the nearest relevant balise group of the group plan following vehicle to the front of the group plan train is calculated by extending section by section along the direction of train operation.

[0008] Furthermore, the extending section by section along the train running direction includes: According to the interlocking report, the signal status, section status, turnout status and route status are extended section by section.

[0009] Furthermore, the extending section by section along the train running direction includes: Check whether the signal on the extended path is open, whether the approach is locked, and whether the section locking direction and locking type are consistent with expectations. If all the above conditions are met, perform the extension calculation.

[0010] Furthermore, the driving permission information of the group planned following vehicle is used for consistency safety verification, while the extended calculation of the driving distance is an independent safety function, which is calculated by the group control center according to the position information of the group planned following vehicle.

[0011] Furthermore, if the consistency safety check fails, a special control message is calculated and sent to the group plan train.

[0012] Furthermore, the distance check includes: Calculate the remaining distance from the current position of the group plan train to the shared balise group, and combine it with the running distance to check whether the sum of the remaining distance and the running distance is the same as the distance from the nearest related balise group to the shared balise group in the group plan following car balise link relationship.

[0013] The present invention also provides a device for automatic marshaling of multiple trains in a station, comprising: Information acquisition module: used to obtain the position information of the group-planned following vehicle and the driving permission information of the group-planned following vehicle; Travel distance calculation module: used to obtain the travel distance of the nearest relevant balise group in the group plan train based on the group plan following vehicle position information; Safety verification module: used to perform consistency safety verification on the travel distance according to the driving permission information of the group plan following vehicle and the position information of the group plan following vehicle; Auxiliary positioning information setting module: used for successful consistency safety verification, setting and sending group auxiliary positioning information to group planned trains to update balise link information and check distance, and complete automatic marshaling.

[0014] The present invention also provides a computer device, which includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, the processor executes the steps of the method for automatic grouping of multiple trains in a station.

[0015] The present invention also provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the processor executes the steps of the method for automatic grouping of multiple trains in a station.

[0016] Compared with the prior art, the present invention has the following advantages: 1. The group control center calculates the group auxiliary positioning information, so that the train can be marshaled in the throat area of ​​the station, which greatly advances the marshaling time. There is no need for trains to run to the section to share the balise, which improves the departure efficiency.

[0017] 2. High degree of automation, no human intervention is required to ensure consistency and safety among group trains.

[0018] 3. There is no need to increase the layout of ground physical transponder equipment, which has good universality for stations of different complexity, effectively reducing the cost of station renovation and subsequent maintenance.

[0019] Other features and advantages of the present invention will be described in the following description, and partly become apparent from the description, or understood by practicing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description, claims and drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0021] Figure 1 A schematic diagram showing the station layout of a group train control system for a multi-train automatic marshaling method in a station according to an embodiment of the present invention is shown; Figure 2 A schematic diagram showing a scenario of double-car marshaling departure in a multi-train station automatic marshaling method according to an embodiment of the present invention; Figure 3 A schematic diagram showing another double-car marshaling departure scenario of the method for automatic marshaling of multiple trains in a station according to an embodiment of the present invention is shown; Figure 4 A schematic diagram showing another double-car marshaling departure scenario of the method for automatic marshaling of multiple trains in a station according to an embodiment of the present invention is shown; Figure 5 A flow chart of a method for automatic marshaling of multiple trains in a station according to an embodiment of the present invention is shown; Figure 6 A schematic diagram showing the process of a method for automatic marshaling of multiple trains within a station according to an embodiment of the present invention is shown. DETAILED DESCRIPTION

[0022] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0023] First, the terms involved in the embodiments of the present invention are explained.

[0024] Group marshaling: multiple trains are managed and controlled as an organic whole (i.e. a group). These trains are closely connected during operation through technical means such as train-to-train communication and train-to-ground communication to coordinate and complete transportation tasks.

[0025] Group train control system: mainly used for centralized control and management of groups of multiple trains to achieve efficient and safe railway transportation. The system monitors the running status of trains in real time and ensures that trains maintain a safe distance through precise calculations and control instructions.

[0026] Balise: A ground-based physical device that is usually installed on different track sections in stations and sections. It has the function of locating trains. After a train passes through the balise, it can know its own position. This position information is used for train positioning and for ground-based central equipment to calculate train line data and other safety data.

[0027] Signal: Mainly used to transmit driving instructions to train drivers. Through the signal in the automatic block system, multiple trains can track and run in the same section, increasing the line's capacity. For example, in some busy freight channels, the effective use of signal can allow more freight trains to pass in a unit time, increasing the freight turnover of railway transportation.

[0028] Interlocking: A mutually restrictive relationship established between signals, switches and routes to ensure the safety of trains and shunting operations within the station.

[0029] Driving Permit: refers to the authorization that allows a train to run safely at a specified speed within a specific section or route. The permit specifies the range where the train can travel, including the starting position, the end position, and the speed limit during the journey.

[0030] For station balise layout and signal settings under the group train control system, see Figure 1 As shown. For the arrangement of balises, the group train control system is consistent with the train control system in the prior art. Balises are set up in the tracks and sections within the station for train positioning. Except for the shunting protection balise group located on the train approach, balises are usually not arranged in the throat area of ​​the station for train positioning.

[0031] Corresponding to the signal arrangement, the group train control system sets virtual signals at key turnout positions in the throat area of ​​the station based on the group marshaling concept to improve the departure efficiency, such as Figure 1The V1 and V3 virtual signals are shown. On this basis, according to the arrangement of train signals and virtual signals, short routes such as X3->V1, X1->V1, V1->V5 are introduced, and the ground equipment starts the train by handling the short routes.

[0032] The group control center calculates the train driving permit and group marshaling command based on the short route and signal opening status that have been processed, which is used for train driving and marshaling confirmation.

[0033] For Figures 2 to 4 The double-car marshaling situation shown in the figure. Train 1 and Train 2 depart from different tracks and run in marshaling. After the interlocking process of X3->V1, V1->V5, V5->SN short route, Train 1 reports that the nearest relevant transponder group it has passed is BX3, and Train 2 reports that the nearest relevant transponder group it has passed is BX1. The group control center completes the following according to the above information: Figure 2 The green line shows the driving permit calculation. Since the two cars are located on different tracks at this time, the basic safety inspection condition that the two cars must be on the same through path when dynamically marshaling is not met. The group control center does not calculate the marshaling command according to the group plan. At this time, the two cars drive according to the driving permit.

[0034] See also Figure 3 As shown in the figure, when train 1 runs to IAG, the interlocking handles the X1->V1 short route. After the X1 signal is opened, the group control center calculates the driving permission for train 2 to extend to the rear of train 1, as shown in the figure. Figure 3 At this time, the group control center can determine that Train 1 and Train 2 are on the same through path and the information of the two trains is consistent with the marshaling plan issued by the centralized dispatching system, which meets the conditions for the two trains to be marshaled according to the plan, and calculates and sends the marshaling command to Train 1 and Train 2.

[0035] However, since Train 1 is still in the station and has not pressed a new balise, the Group Control Center informs the train of the balise link relationship in the line data based on the train's report of the nearest relevant balise group and the interlocking report of the station conditions. Figure 2 The scenario is consistent, as shown in Table 1. Without considering the electronic map (line data) on board, the train cannot obtain the line data conditions of the entire station, and Train 1 and Train 2 cannot determine that the two trains are on the same through path, that is, Train 1 can only confirm that the front and rear link relationships of the BSN transponder group are the BX3 transponder group and the BSN transponder group, not the BX1 transponder group reported by Train 2; Train 2 also cannot know the actual relationship between the BX1 transponder group and the BX3 transponder group. In order to ensure the driving safety of dynamic marshaling, the on-board equipment will not complete the automatic marshaling of the two trains in the station.

[0036] Table 1 Train balise link relationship 1 Transponder Group 1 Transponder Group 2 Transponder Group 3 Transponder Group 4 Transponder Group 5 Train 1 BX3 BSN B3573 B3555 …… Train 2 BX1 BSN B3573 B3555 …… Only when train 1 runs to Figure 4 In the scenario shown, after crossing the BSN transponder group located in the section, the train updates its position based on the transponder and reports it to the group control center. The group control center calculates the line data for the train based on the latest position information and updates the transponder link relationship shown in Table 2. At this time, the position relationship between Train 1 and Train 2 can be uniquely confirmed based on the transponder link relationship. The BSN transponder group reported by Train 1 is already located in the transponder link relationship of Train 2. It can be confirmed that the two trains are on the same through path, meeting the basic safety inspection conditions for train marshaling, and the train marshaling is completed on board.

[0037] Table 2 Train balise link relationship 2 Transponder Group 1 Transponder Group 2 Transponder Group 3 Transponder Group 4 Transponder Group 5 Train 1 BSN B3573 B3555 …… …… Train 2 BX1 BSN B3573 B3555 …… Considering the above scenario, the group control center calculates the timing of double-car marshaling much earlier than the timing of train completion. However, the group train cannot complete marshaling before the group planned train passes the group planned follower car expecting transponder group, and the departure efficiency and operation efficiency of the group train cannot be effectively improved.

[0038] See also Figure 5 As shown, in order to solve the above problems, an application embodiment of the present invention proposes a method for automatic marshaling of multiple trains in a station: S1: Acquire the position information of the group-planned following vehicle and the driving permission information of the group-planned following vehicle.

[0039] S2: Obtain the travel distance of the group plan train based on the position information of the nearest relevant balise group in the group plan following vehicle.

[0040] against Figure 3 In the scenario, the group control center calculates the group auxiliary positioning information for Train 1, and according to the nearest relevant balise group BX1 reported in the position information of the group plan following train 2, it extends section by section (X3->V1, V1->V5, V5->SN) along the train running direction according to the interlocking reporting signal status, section status, turnout status, route status, etc., and calculates the distance from the nearest relevant balise group BX1 of the group plan following train 2 to the head of the group plan train 1, that is, the running distance of train 1 based on the BX1 balise group. At this time, the train balise link relationship table can be updated as shown in Table 3 below.

[0041] Table 3 Train balise link relationship 3 Transponder Group 1 Transponder Group 2 Transponder Group 3 Transponder Group 4 Transponder Group 5 Train 1 (group auxiliary positioning information not obtained) BX3 BSN B3573 B3555 …… Train 1 (obtaining group auxiliary positioning information) BX1 BSN B3573 B3555 …… Train 2 BX1 BSN B3573 B3555 …… It should be noted that the group control center matches and extends the switch positions collected and reported in real time by the interlocking according to the "point-line" station line topology configuration data based on "turnout-section". At the same time, it checks whether the signals on the extended path are open, whether the approach is locked, and whether the section locking direction and locking type are consistent with expectations. If all the above conditions are met, the extension calculation is performed.

[0042] S3: Perform consistency safety check on the travel distance according to the driving permission information of the group-planned following vehicle and the position information of the group-planned following vehicle.

[0043] It should be noted that the driving permission length of the group plan following vehicle is used for consistency safety verification, and the extension calculation of the driving distance is an independent safety function, which is calculated by the group control center based on the position information of the group plan following vehicle. Therefore, the consistency safety verification can also effectively prevent the following problems: data configuration errors of the group control center, software function implementation errors, hardware failures leading to memory data tampering errors, and external input information errors (such as incorrect interlocking reporting station information, incorrect plans issued by the centralized dispatching system, etc.).

[0044] If the consistency safety check fails, that is, the calculated running distance is inconsistent with the permitted length of the group plan following vehicle, a special control message is calculated and sent to the group plan train to ensure that the train can be disassembled or braked in time to avoid the train being marshaled and driven according to erroneous command information.

[0045] S4: The consistency safety check is successful, and the group auxiliary positioning information is set and sent to the group planned train to update the balise link information and check the distance, completing the automatic marshaling.

[0046] The train makes a comprehensive judgment on the marshaling calculation based on the balise link relationship before and after the update, line data information, and driving permission information. When Train 1 obtains the group auxiliary positioning information, it updates the balise link relationship based on the nearest relevant balise group reported by Train 2 according to the group auxiliary positioning information, as shown in the second row of Table 3. At this time, the balise link relationship of Train 1 and Train 2 is exactly the same, meeting the requirement of unique confirmation of the balise link relationship of the marshaling train.

[0047] Calculate the remaining distance between the current position of Train 1 and the shared BSN balise group, and check whether the sum of the two distances is the same as the distance from BX1 to BSN in the balise link relationship of Train 2 in combination with the travel distance in the group auxiliary positioning information, to ensure that the balise link distance is legal. When all the above checks are passed, the trains can determine that the two trains are on the same through path, and can complete the marshaling in advance after meeting the remaining existing group marshaling conditions (such as the trains determining that the rear train has permission to drive to the rear of the front train, and the trains determining whether the shared remaining line data is the same, etc.), to achieve the advance automatic marshaling of the group planned trains during station operation.

[0048] See also Figure 6 As shown, the automatic train marshaling scheme in the station is initiated by the group control center, which mainly calculates the group auxiliary positioning information by checking different conditions for train marshaling determination. After the group control center obtains the train position and group status, it determines whether the train has completed marshaling at this time. If it is in the marshaling state, the group auxiliary positioning information calculation is no longer performed; if the marshaling is not completed, the train driving permission and group command calculation are performed. After completing the above calculations, the group control center determines whether the train meets the marshaling conditions. If the marshaling conditions are met, it continues to check whether the train has a group planned follower. If not, it indicates that the train is the last train in the group plan at this time, and there is no need to perform group auxiliary positioning calculation; if there is a group planned follower, the calculation of the group auxiliary positioning information of the present invention is initiated.

[0049] When calculating the auxiliary positioning information of the group in the automatic marshaling scheme in the train station, strict section extension matching checks and consistency safety checks are carried out, and the safety and accuracy of the calculation results are fully considered without introducing additional information. In addition, the present invention can realize automatic marshaling during operation in the station through the existing track transponders and section transponders, without the need to set up additional transponders in the throat area, which greatly reduces the difficulty of transponder setting design and is suitable for stations of different complexity.

[0050] This embodiment also provides a device for automatic marshaling of multiple trains in a station, comprising: Information acquisition module: used to obtain the position information of the group-planned following vehicle and the driving permission information of the group-planned following vehicle; Travel distance calculation module: used to obtain the travel distance of the nearest relevant balise group in the group plan train based on the group plan following vehicle position information; Safety verification module: used to perform consistency safety verification on the travel distance according to the driving permission information of the group plan following vehicle and the position information of the group plan following vehicle; Auxiliary positioning information setting module: used for successful consistency safety verification, setting and sending group auxiliary positioning information to group planned trains to update balise link information and check distance, and complete automatic marshaling.

[0051] An application embodiment of the present invention provides a computer device, which includes a memory and a processor. The memory stores a computer program. When the computer program is executed by the processor, the processor executes the steps of a method for automatic grouping of multiple trains in a station.

[0052] An application embodiment of the present invention provides a computer-readable storage medium storing a computer program. When the computer program is executed by a processor, the processor executes the steps of a method for automatic formation of multiple trains in a station.

[0053] The above description and the accompanying drawings fully illustrate the embodiments of the present invention so that those skilled in the art can practice them. Other embodiments may include structural and other changes. The embodiments represent only possible variations. Unless explicitly required, individual components and functions are optional, and the order of operations may vary. Parts and features of some embodiments may be included in or replace parts and features of other embodiments. The embodiments of the present invention are not limited to the structures described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A method for automatic marshaling of multiple trains in a station, characterized in that: include: Obtain the location information and driving permission information of the group-planned following vehicle; Obtain the travel distance of the group plan train based on the position information of the nearest relevant balise group in the group plan following vehicle; According to the driving permission information and position information of the group-planned following vehicle, the running distance is checked for consistency and safety; The consistency safety check is successful, and the group auxiliary positioning information is set and sent to the group planning train to update the balise link information and check the distance to complete the automatic marshaling.

2. The method for automatic marshaling of multiple trains in a station according to claim 1, characterized in that: The travel distance includes: According to the nearest relevant balise group reported in the position information of the group plan following vehicle, the distance from the nearest relevant balise group of the group plan following vehicle to the front of the group plan train is calculated by extending section by section along the direction of train operation.

3. The method for automatic marshaling of multiple trains in a station according to claim 2, characterized in that: The extending section by section along the train running direction comprises: According to the interlocking report, the signal status, section status, turnout status and route status are extended section by section.

4. The method for automatic marshaling of multiple trains in a station according to claim 3, characterized in that: The extending section by section along the train running direction comprises: Check whether the signal on the extended path is open, whether the approach is locked, and whether the section locking direction and locking type are consistent with expectations. If all the above conditions are met, perform the extension calculation.

5. The method for automatic marshaling of multiple trains in a station according to claim 4, characterized in that: The driving permission information of the group-planned following vehicle is used for consistency safety verification, while the extended calculation of the driving distance is an independent safety function, which is calculated by the group control center based on the position information of the group-planned following vehicle.

6. The method for automatic marshaling of multiple trains in a station according to claim 5, characterized in that: If the consistency safety check fails, a special control message is calculated and sent to the group plan train.

7. The method for automatic marshaling of multiple trains in a station according to claim 1, characterized in that: The distance check includes: Calculate the remaining distance from the current position of the group plan train to the shared balise group, and combine it with the running distance to check whether the sum of the remaining distance and the running distance is the same as the distance from the nearest related balise group to the shared balise group in the group plan following car balise link relationship.

8. A device for automatic marshaling of multiple trains in a station, characterized in that: include: Information acquisition module: used to obtain the position information of the group-planned following vehicle and the driving permission information of the group-planned following vehicle; Travel distance calculation module: used to obtain the travel distance of the nearest relevant balise group in the group plan train based on the group plan following vehicle position information; Safety verification module: used to perform consistency safety verification on the travel distance according to the driving permission information of the group plan following vehicle and the position information of the group plan following vehicle; Auxiliary positioning information setting module: used for successful consistency safety verification, setting and sending group auxiliary positioning information to group planned trains to update balise link information and check distance, and complete automatic marshaling.

9. A computer device, comprising a memory and a processor, wherein the memory stores a computer program, wherein: When the computer program is executed by a processor, the processor is caused to execute the steps of the method for automatic marshaling of multiple trains within a station as claimed in any one of claims 1 to 7.

10. A computer-readable storage medium storing a computer program, characterized in that: When the computer program is executed by a processor, the processor is caused to execute the steps of the method for automatic marshaling of multiple trains within a station as claimed in any one of claims 1 to 7.

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