Field shunting operation protection method, equipment and medium

Abstract

The invention relates to an in-field shunting operation protection method and equipment and a medium, and the method comprises the following steps: S01, a train stops in front of a shunting signal machine, a driver selects a shunting driving mode and starts the shunting signal machine at an opening speed, and after the shunting signal machine passes a shunting beacon, the state of the front shunting signal machine is obtained; step S02, if the state of the shunting signal machine is an allowed state, entering a shunting driving mode, monitoring in real time to run at a speed lower than that of the shunting driving mode, and authorizing the train to continue running; and S03, if the state of the shunting signal machine is the limiting state, the train is emergently braked and stopped, and the shunting driving mode is quitted. Compared with the prior art, the method has the advantages that the field shunting operation efficiency and the transportation safety are improved, and the equipment installation and construction cost is reduced.

Description

Technical Field

[0001] The present invention relates to a train signal control system, and in particular to a method, equipment and medium for protecting shunting operations within a yard. Background Art

[0002] In urban rail transit yards, in addition to basic access routes to and from the stock lines, shunting routes are also established to meet the needs of on-site operations. The current mainstream signaling system, the CBTC system, does not protect these shunting routes. Shunting operations within the yard using these routes are performed manually by drivers in RM or EUM driving modes. When drivers fail to comply with shunting signals, shunting accidents often occur, negatively impacting the safety and production of urban rail transit.

[0003] National railways generally install dedicated systems for shunting protection of locomotives and railcars. These systems, such as the LKJ shunting safety monitoring system and the STP shunting protection system, provide limited protection against trains crossing the blue light of shunting signals, reducing the risk of crossing the blue light and the resulting losses. However, this cannot guarantee, from a purely technical perspective, that trains will not cross the blue light. During operation, relevant technical operating regulations must be formulated, with ground signal displays serving as driving credentials and the shunting operating speed minimized (below 25 m / h) to shorten the train's emergency braking distance. These regulations must be strictly and effectively implemented. Adding similar systems to urban rail transit requires the installation of equipment on vehicles, increasing construction and maintenance costs and making them ineffective.

[0004] After searching, Chinese patent publication number CN216374559U discloses an auxiliary operation device for urban rail transit engineering vehicles. Specifically, the device includes ground equipment and on-board equipment. The ground equipment includes a first response unit and a second response unit. The on-board equipment includes an antenna unit, a response receiving unit, a computing unit, a power control unit, and a display unit. The antenna unit is connected to the response receiving unit, and the response receiving unit and the display unit are respectively connected to the computing unit. The power control unit is connected to the response receiving unit, the computing unit, and the display unit for power supply. This existing patent can accurately obtain the current position information of the engineering vehicle and the status of the signal and switch. It technically reduces the risk of the engineering vehicle overshooting or squeezing the switch due to the driver's misjudgment of the signal and switch status. However, this existing patent cannot achieve speed limit operation of supervised shunting operations, no overshoot of shunting signals, and dead-end line protection. Therefore, how to improve the efficiency of on-site shunting operations and transportation safety while reducing equipment and labor costs has become a technical problem that needs to be solved. Summary of the Invention

[0005] The purpose of the present invention is to provide a method, equipment and medium for protecting shunting operations in a yard in order to overcome the defects of the above-mentioned prior art.

[0006] The purpose of the present invention can be achieved by the following technical solutions:

[0007] According to a first aspect of the present invention, a method for protecting shunting operations within a yard is provided, the method comprising the following steps:

[0008] Step S01: The train stops in front of a shunting signal. The driver selects the shunting driving mode and starts at the opening speed. After passing the shunting beacon, the status of the shunting signal in front is obtained.

[0009] Step S02: If the shunting signal is in the permission state, enter the shunting driving mode, and monitor in real time the train running at a speed lower than the shunting driving mode speed, authorizing the train to continue running;

[0010] Step S03: If the shunting signal is in the restricted state, the train stops with emergency braking and exits the shunting driving mode.

[0011] As an optimal technical solution, this method sends the shunting signal status to the train through the trackside LEU equipment. In the shunting driving mode, if the shunting signal is in the restricted state, the system will immediately trigger the emergency brake to stop the train and supervise the train not to rush into the shunting signal.

[0012] As a preferred technical solution, this method monitors the train running distance in real time after reading two consecutive beacons in the shunting driving mode to ensure that the train stops in front of the end of the dead end line.

[0013] As a preferred technical solution, for the CBTC yard, the onboard controller obtains the switch position from the trackside area controller to perform real-time positioning and determine the train direction. At the same time, it obtains the status of the shunting signal through the shunting beacon. In the shunting driving mode, the shunting signal monitors the train operation in real time in a point-to-point manner, and performs track end protection at the end line.

[0014] As a preferred technical solution, the point-type mode of the shunting signal is specifically as follows: the LEU equipment and the shunting beacon process the state of the shunting signal and send trains passing through the shunting beacon to realize point-type supervision of the shunting signal.

[0015] As a preferred technical solution, the shunting beacon is specifically arranged as follows:

[0016] A shunting beacon is arranged at a position L1 upstream from the shunting signal, and a shunting notice beacon is arranged at a position L3 upstream from the shunting beacon. By first reading the shunting notice beacon and then reading the shunting beacon, it is confirmed that the train is running towards the shunting signal.

[0017] As a preferred technical solution, after the train passes the shunting warning beacon, it will enter the shunting pre-positioning state; and only after passing the shunting beacon will it process the shunting signal machine state obtained from the shunting beacon.

[0018] As a preferred technical solution, in the shunting driving mode, after the train reads the shunting notice beacon, if it runs at the maximum shunting protection distance L2 and has not read the shunting beacon, the train will perform emergency braking to stop and exit the shunting driving mode, where L2 is the maximum distance between the shunting notice beacon and the shunting beacon.

[0019] As an optimal technical solution, two consecutive shunting warning beacons and a dead line beacon are set on the dead line. In the shunting driving mode, after the train passes the dead line beacon and the shunting warning beacon successively, the train will determine the runnable distance ahead to the end of the dead line.

[0020] As a preferred technical solution, beacon attributes are defined in the on-board electronic map, and the on-board controller obtains relevant information after passing beacons with different attributes to supervise the operation of the train.

[0021] As a preferred technical solution, for non-CBTC sections, the on-board controller is in a lost state. The train obtains the status of the shunting signal through the shunting warning beacon, the dead end beacon and the shunting beacon, and confirms the direction of the train. In the shunting driving mode, the shunting signal is used to monitor the train operation in real time in a point-to-point manner, and track end protection is carried out at the dead end line.

[0022] According to a second aspect of the present invention, an electronic device is provided, comprising a memory and a processor, wherein a computer program is stored in the memory, and the processor implements the method when executing the program.

[0023] According to a third aspect of the present invention, a computer-readable storage medium is provided, on which a computer program is stored, and when the program is executed by a processor, the method described above is implemented.

[0024] Compared with the prior art, the present invention has the following advantages:

[0025] 1) In the shunting driving mode, the present invention monitors the operating speed in real time, protects the driver from erroneous speeding behavior, and improves the safety of shunting operations in the yard;

[0026] 2) The present invention uses LEU equipment and beacons to design point-type protection for shunting signals, solving the problem of violating the blue light protection of shunting signals in urban rail transit areas and reducing the probability of shunting operation accidents;

[0027] 3) The present invention uses continuous shunting warning beacons and dead-end line beacons to determine the train's running direction and the traversable distance to the dead-end line, and implements running protection at the end of the dead-end line, thereby improving the safety of shunting operations;

[0028] 4) After a train passes a shunting warning beacon, it enters a shunting pre-positioning state. The shunting signal status acquired from the shunting beacon is processed only after the train passes the shunting beacon. This prevents the train from mistakenly stopping by emergency braking when the train passes the shunting beacon against the shunting signal and acquires the prohibited state of the shunting signal, thereby further improving safety.

[0029] 5) In the shunting driving mode, the system of the present invention monitors the speed of the train but does not monitor its displacement. When the train is positioned or out of position, the shunting driving mode can be selected and maintained to avoid the system being unable to obtain the switch position in non-CBTC sections and unable to enter the shunting driving mode. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 This is a specific flow chart of the shunting protection process of the present invention;

[0031] Figure 2 This is a schematic diagram of the shunting protection of the present invention;

[0032] Figure 3 This is a schematic diagram of the shunting protection-beacon arrangement principle of the present invention;

[0033] Figure 4 This is a schematic diagram of the dead-end line protection-beacon arrangement of the present invention. DETAILED DESCRIPTION

[0034] The following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of them. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of the present invention.

[0035] This invention proposes a method for protecting shunting operations within urban rail transit yards. By adding trackside LEU equipment and a small number of trackside beacons, and utilizing the CBTC system's onboard equipment, shunting driving modes and monitored operating distances are configured, achieving protection for shunting operations within urban rail transit yards. The onboard CC monitors shunting operations in real time, including speed limits, no-advance shunting signals, and dead-end protection. This improves shunting efficiency and transportation safety, while reducing equipment and labor costs.

[0036] For the CBTC section, the onboard CC obtains the switch position from the trackside ZC, allowing the train to locate and determine its direction in real time. The train obtains the status of the shunting signal through the shunting beacon. In the shunting driving mode, the train operation is monitored in real time by the shunting signal point method, and the track end protection is carried out at the end line.

[0037] For non-CBTC yard sections, the on-vehicle CC is in an out-of-position state. The train obtains the status of the shunting signal machine through the shunting advance beacon, the dead-end line beacon, and the shunting beacon, and confirms the train running direction. In the shunting driving mode, the train operation is supervised in a point mode of the shunting signal machine, and the end-of-track protection is carried out at the dead-end line.

[0038] As Figure 1 shown, the method includes:

[0039] Step S1: The train stops in front of the shunting signal machine. The driver starts at the opening speed. After obtaining that the shunting signal machine is in an allowed state, the train enters the shunting driving mode. The system supervises the train to run at a speed lower than the shunting speed, where the shunting speed is defined by the project.

[0040] Steps S2, S3, and S4: After the train sequentially obtains the shunting advance beacon and the shunting beacon, the train operation will be supervised according to the status of the shunting signal machine. When the status of the shunting signal machine allows, the train is authorized to continue running; when the status of the shunting signal machine is restricted, an emergency brake is immediately triggered, and the shunting driving mode is exited.

[0041] As Figure 2 shown, the interlocking system collects the status of the shunting signal machine and sends it to the trackside shunting beacon through the LEU. After the train passes through the shunting beacon, the train will obtain the status of the trackside shunting signal machine and supervise the train to pass through the front shunting signal machine.

[0042] As Figure 3 shown, a shunting advance beacon and a shunting beacon are respectively arranged upstream of the shunting signal machine, where:

[0043] The distance L1 between the shunting signal machine and the stop point SP > the emergency braking distance at the shunting protection speed + L2, which is used to ensure that when the train passes through the shunting beacon and obtains that the front shunting signal machine is in a restricted state, after triggering an emergency brake and stopping, the train does not cross the shunting signal machine;

[0044] The distance L2 between the shunting beacon and the beacon antenna at stop ≥ 1 m, which is used to ensure that the train can read the shunting beacon after starting to stop;

[0045] The distance L3 between the shunting advance beacon and the shunting beacon < L1, which is used to determine the release of the train operation. After supervising the train to continue running forward for L3, if the shunting beacon has not been read yet, the train will exit the shunting pre-positioning state and the shunting driving mode;

[0046] In the shunting driving mode, when the train obtains the status of the shunting beacon in a non-shunting pre-positioning state, the system will not consider the status of the shunting signal machine obtained from the shunting beacon, and at the same time, the train exits the shunting pre-positioning state.

[0047] As Figure 4As shown in the figure, by arranging two consecutive dead-end beacons and shunting warning beacons, the train running direction is determined and the running distance of the train is protected from exceeding the specified distance, where:

[0048] The distance between the shunting warning beacon and the dead-end line terminal protection signal is greater than D1 (the running distance controlled by the driver to stop before the dead-end signal at the shunting supervision speed). If the system supervises that the train cannot stop before the D1 distance, it will output an emergency brake to stop the train and exit the shunting driving mode.

[0049] The distance D2 between the dead end beacon and the shunting advance beacon is greater than the minimum distance between two consecutive beacons that the train can read at the shunting supervision speed. By reading the shunting advance beacon and the dead end beacon in sequence, it is determined that the train is running towards the dead end and the dead end protection is activated.

[0050] After the train passes the shunting warning beacon, it enters the shunting pre-positioning state. The system will supervise the train to ensure that the running distance does not exceed D1, and control the train to stop by emergency braking when necessary.

[0051] The present invention proposes to reuse the existing on-board equipment of the CBTC system, and performs train shunting protection through trackside beacon positioning. The train determines the train direction through two consecutive beacons, and monitors the specific running distance to achieve train protection. The company's CBTC system can be secondary developed to monitor the speed limit operation, blue light running protection, and dead end line protection of shunting operations in the yard in real time, reducing the cost of equipment installation and vehicle modification, simplifying the construction process, and improving the efficiency of shunting operations in the yard and transportation safety.

[0052] The above is an introduction to a method embodiment. The following further illustrates the solution of the present invention through an electronic device and a storage medium embodiment.

[0053] An embodiment of the present invention further provides an electronic device including a central processing unit (CPU), which 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 device operation can also be stored. The CPU, ROM, and RAM are connected to each other via a bus. An input / output (I / O) interface is also connected to the bus.

[0054] Many components in a device are connected to the I / O interface, including: input units, such as a keyboard and mouse; output units, such as various types of displays and speakers; storage units, such as magnetic disks and optical disks; and communication units, such as network cards, modems, and wireless communication transceivers. The communication unit allows the device to exchange information / data with other devices via computer networks such as the Internet and / or various telecommunication networks.

[0055] The processing unit performs the various methods and processes described above, such as methods S1 to S4. For example, in some embodiments, methods S1 to S4 can be implemented as a computer software program, which is tangibly contained in a machine-readable medium, such as a storage unit. In some embodiments, part or all of the computer program can be loaded and / or installed on the device via a ROM and / or a communication unit. When the computer program is loaded into the RAM and executed by the CPU, one or more steps of methods S1 to S4 described above can be performed. Alternatively, in other embodiments, the CPU can be configured to execute methods S1 to S4 by any other appropriate means (for example, by means of firmware).

[0056] The functions described above herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include: field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chip (SOCs), complex programmable logic devices (CPLDs), and the like.

[0057] The program code for implementing the method of the present invention can be written in any combination of one or more programming languages. Such program code can be provided to a processor or controller of a general-purpose computer, a special-purpose computer, or other programmable data processing device so that when the program code is executed by the processor or controller, the functions / operations specified in the flow chart and / or block diagram are implemented. The program code can be executed entirely on the machine, partially on the machine, as a stand-alone software package, partially on the machine and partially on a remote machine, or entirely on a remote machine or server.

[0058] In the context of the present invention, machine-readable medium can be a tangible medium that can contain or store a program for use with an instruction execution system, device or equipment or used in combination with an instruction execution system, device or equipment. Machine-readable medium can be a machine-readable signal medium or a machine-readable storage medium. Machine-readable medium can include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. More specific examples of machine-readable storage media can include electrical connections based on one or more lines, portable computer disks, hard disks, random access memories (RAM), read-only memories (ROM), erasable programmable read-only memories (EPROM or flash memory), optical fibers, portable compact disk read-only memories (CD-ROM), optical storage devices, magnetic storage devices, or any suitable combination of the foregoing.

[0059] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any person skilled in the art can easily conceive of various equivalent modifications or substitutions within the technical scope disclosed in the present invention, and such modifications or substitutions are intended to be within the scope of protection of the present invention. Therefore, the scope of protection of the present invention shall be subject to the scope of protection of the claims.

Claims

1. A method for protecting shunting operations within a yard, characterized in that: The method comprises the following steps: Step S01: The train stops in front of a shunting signal. The driver selects the shunting driving mode and starts at the opening speed. After passing the shunting beacon, the status of the shunting signal in front is obtained. Step S02: If the shunting signal is in the permission state, enter the shunting driving mode, and monitor in real time the train running at a speed lower than the shunting driving mode speed, authorizing the train to continue running; Step S03: If the shunting signal is in the restricted state, the train stops with emergency braking and exits the shunting driving mode.

2. A method for protecting shunting operations within a yard according to claim 1, characterized in that: This method sends the shunting signal status to the train through the trackside LEU equipment. In the shunting driving mode, if the shunting signal is in the restricted state, the system will immediately trigger the emergency brake to stop the train.

3. A method for protecting shunting operations within a yard according to claim 1, characterized in that: In shunting driving mode, this method monitors the train running distance in real time after reading two consecutive beacons to ensure that the train stops in front of the end of the dead end line.

4. A method for protecting shunting operations within a yard according to claim 1, characterized in that: For the CBTC yard, the onboard controller obtains the switch position from the trackside area controller to perform real-time positioning and determine the train direction; at the same time, it obtains the status of the shunting signal through the shunting beacon. In the shunting driving mode, the train operation is monitored in real time by the shunting signal point method, and the track end protection is carried out at the end line.

5. A method for protecting shunting operations within a yard according to claim 4, characterized in that: The point mode of the shunting signal is specifically as follows: the LEU equipment and the shunting beacon process the state of the shunting signal and send the trains passing through the shunting beacon to realize the point supervision of the shunting signal.

6. A method for protecting shunting operations within a yard according to claim 4, characterized in that: The shunting beacon is specifically arranged as follows: A shunting beacon is arranged at a position L1 upstream from the shunting signal, and a shunting notice beacon is arranged at a position L3 upstream from the shunting beacon. By first reading the shunting notice beacon and then reading the shunting beacon, it is confirmed that the train is running towards the shunting signal.

7. A method for protecting shunting operations within a yard according to claim 6, characterized in that: After the train passes the shunting advance beacon, it will enter the shunting pre-positioning state; and only after passing the shunting beacon will it process the shunting signal machine state obtained from the shunting beacon.

8. A method for protecting shunting operations within a yard according to claim 6, characterized in that: In the shunting driving mode, after the train reads the shunting notice beacon, if it runs at the maximum shunting protection distance L2 and has not read the shunting beacon, the train will perform emergency braking to stop and exit the shunting driving mode, where L2 is the maximum distance between the shunting notice beacon and the shunting beacon.

9. The method for protecting shunting operations within a yard according to claim 3, characterized in that: Two consecutive shunting warning beacons and a dead-end line beacon are set on the dead-end line. In the shunting driving mode, after the train passes the dead-end line beacon and the shunting warning beacon successively, the train will determine the traversable distance ahead to the end of the dead-end line.

10. The method for protecting shunting operations within a yard according to claim 3, characterized in that: The beacon attributes are defined in the on-board electronic map, and the on-board controller obtains relevant information based on the beacons with different attributes and monitors the train operation.

11. The method for protecting shunting operations within a yard according to claim 1, characterized in that: For non-CBTC yards, the on-board controller is in an out-of-position state. The train obtains the status of the shunting signal through the shunting warning beacon, the dead end beacon and the shunting beacon, and confirms the direction of the train. In the shunting driving mode, the shunting signal is used to monitor the train operation in real time in a point-to-point manner, and track end protection is carried out at the dead end line.

12. An electronic device comprising a memory and a processor, wherein a computer program is stored in the memory, wherein: When the processor executes the program, the method according to any one of claims 1 to 11 is implemented.

13. A computer-readable storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the method according to any one of claims 1 to 11 is implemented.

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