Train turnaround method, system, device and readable storage medium

Abstract

The application discloses a train turnaround method, system, device and readable storage medium. The train control system comprises a train automatic monitoring system located in a dispatch center, a computer interlocking system and a regional controller located in a station, a train on a track and a vehicle-mounted signal system on the train. In the case of meeting any point turnaround condition, the train automatic monitoring system located in the dispatch center, the computer interlocking system and the regional controller located in the station, the train on the track and the vehicle-mounted signal system on the train are coordinately and interactively processed, so that the any point turnaround is realized, and the operation of returning to the last station to unload passengers in an abnormal case is realized.

Description

Technical Field

[0001] This application relates to the field of intelligent transportation technology, and in particular to a train turnaround method, system, device and readable storage medium. Background Technology

[0002] In a CBTC (Communication-Based Train Control) system, if a train experiences an abnormal malfunction at the station ahead during its operation between stations, the train cannot continue forward and stop to unload passengers, nor can it reverse to operate in the highest operating mode. This results in the train being unable to unload passengers in a timely manner during the malfunction scenario.

[0003] Therefore, how to effectively solve the problem of efficiently completing passenger unloading operations in emergency situations when abnormal malfunctions occur at the station ahead is a technical problem that urgently needs to be solved by those skilled in the art. Summary of the Invention

[0004] The purpose of this application is to provide a train turnaround method, system, equipment, and readable storage medium that can efficiently complete passenger unloading operations in emergency situations by turning around at any point when an abnormal failure occurs at the station ahead.

[0005] To solve the above-mentioned technical problems, this application provides the following technical solution: A train turnaround method is applied to a train control system, wherein the train operation system includes an automatic train monitoring system located at a dispatching center, a computer interlocking system and area controller located at a station, a train on the track, and an onboard signaling system on the train; the method includes: When the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it sends the area of ​​the train turning back at any point on the running path to the computer interlocking system. After the computer interlocking system locks all sections in the arbitrary point turnaround area, it feeds back the locking status of the arbitrary point turnaround area to the train automatic monitoring system and the area controller. The area controller forwards the lockout status of any point turnaround area to the vehicle signaling system; When the train automatic monitoring system receives a notification that the arbitrary point turnaround area is locked, it responds to manual operation by sending the arbitrary point turnaround destination information to the onboard signaling system. When the vehicle signal system receives the destination information of the arbitrary point turnaround and the lock status of the arbitrary point turnaround area, it sends an arbitrary point turnaround operation application to the area controller after switching ends in place. The area controller uses the locked status of the arbitrary point turnaround area, the train activation terminal, the arbitrary point turnaround operation application, and the status information of the train ahead after the end change to perform arbitrary point turnaround operation detection on the train, and replies the movement authorization information to the on-board signaling system when the train meets the operation requirements; The train can make arbitrary turns around based on the mobility authorization information.

[0006] Preferably, when the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it sends the area for turning back at any point on the train's operating path to the computer interlocking system, including: The automatic train monitoring system uses an interactive interface to obtain information on the prerequisites for turning back at any point. After determining, using the information on the prerequisites for turning back at any point, that the train has stopped in the section due to an anomaly in the platform area ahead of it, and that both the platforms in front of and behind the train have been cleared, it determines that the train meets the conditions for turning back at any point. Send the number of the arbitrary point turnaround area to the computer interlocking system; Using the train's location and destination information, the turnaround area at any point along the operating path can be retrieved.

[0007] Preferably, the computer interlocking system performs locking processing on all sections in the arbitrary point turnaround area, including: In the absence of a turnout in the designated turnaround area, the computer interlocking system directly locks the area. In the case where there is a turnout in the arbitrary point turnaround area and the turnaround direction is the only platform adjacent to it, the computer interlocking system detects the turnout on the running path in the arbitrary point turnaround area, and if the turnout is not in the desired position, it moves the turnout to the corresponding position and locks all sections in the arbitrary point turnaround area. In the case where there is a turnout in the arbitrary point turnaround area and the turnaround direction is close to the platform for both up and down traffic, after the automatic train monitoring system and the computer interlocking system add a turnout reversal path, the computer interlocking system checks the position of the inner and protective turnouts. If the turnout is not in the desired position, the turnout is moved to the corresponding position and all sections in the arbitrary point turnaround area are locked. If there is a train waiting to turn back in the turnback direction within the designated turnback area, all sections within the designated turnback area will be locked after the train starts.

[0008] Preferably, after the train performs a turnaround operation at any point based on the mobility authorization information, it further includes: After the train arrives at the station and comes to a complete stop, the automatic train monitoring system responds to the manual operation of the system by sending unlocking information for the area to the computer interlocking system.

[0009] Preferably, sending the turnaround area of ​​the train at any point on the operating path to the computer interlocking system includes: The automatic train monitoring system selects the turnaround route of the train at any point based on the train's location and destination code information; The arbitrary point reversal path is used to determine the arbitrary point reversal area; Send the number corresponding to the return area of ​​any point to the computer interlocking system.

[0010] Preferably, it further includes: The train automatic monitoring system's visualization interface outputs the turnaround area at any point, and distinguishes different path information by the color of the light strip in each section.

[0011] Preferably, when the arbitrary point turnaround area is set, the automatic train monitoring system prohibits the automatic triggering of functions within the arbitrary point turnaround area.

[0012] A train control system, comprising: The automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located in the station, the train on the track and the on-board signaling system on the train; The train operation system performs the steps described above for the train turnaround method.

[0013] An electronic device, comprising: Memory, used to store computer programs; A processor is used to implement the steps of the above-described train turnaround method when executing the computer program.

[0014] A readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the above-described train turnaround method.

[0015] The train control system using the method provided in the embodiments of this application includes a train automatic monitoring system located in the dispatching center, a computer interlocking system and a zone controller located at the station, a train on the track, and an onboard signaling system on the train. The method includes: the train automatic monitoring system, upon determining that the train meets the conditions for arbitrary point turnaround, sending the arbitrary point turnaround area on the train's operating path to the computer interlocking system; the computer interlocking system, after locking all sections within the arbitrary point turnaround area, feeding back the locking status of the arbitrary point turnaround area to the train automatic monitoring system and the zone controller; and the zone controller forwarding the locking status of the arbitrary point turnaround area to the onboard signaling system. The automatic train monitoring system (ATS) receives a lockout status for the arbitrary turnaround area and, in response to manual operation, sends the arbitrary turnaround destination information to the onboard signaling system. Upon receiving both the arbitrary turnaround destination information and the arbitrary turnaround area lockout status, the onboard signaling system, after switching ends in place, sends an arbitrary turnaround operation request to the area controller. The area controller, using the arbitrary turnaround area lockout status, the activated train, the arbitrary turnaround operation request, and the status information of the train ahead after the switch, performs arbitrary turnaround operation detection on the train and, if the train meets the operational requirements, replies with movement authorization information to the onboard signaling system. The train then performs the arbitrary turnaround operation based on the movement authorization information.

[0016] In this application, when the Automatic Train Monitoring System (ATMS) in the train control system determines that the train meets the turnaround conditions at the designated task point, the turnaround area at any point on the train's operating path can be sent to the computer interlocking system. The computer interlocking system can perform section locking based on the arbitrary turnaround area and report the lockaround status to the AMS and the area controller. Setting up an arbitrary turnaround area and performing section locking ensures that subsequent trains will not conflict with other trains during their turnaround process. The area controller forwards the lockaround status to the onboard signaling system so that the onboard signaling system is aware of the lockaround status. Upon receiving the lockaround status, the AMS responds to manual operation by sending the arbitrary turnaround destination information to the onboard signaling system. Thus, the onboard signaling system receives the arbitrary turnaround destination information and the arbitrary turnaround area lockaround status, indicating that a local turnaround is now possible, and after the local turnaround, sends an arbitrary turnaround operation request to the area controller. The area controller can use the zone's lockout status at any point, the train's activation point, the request for any-point turnaround operation, and the status information of the train ahead after the change of end point to detect any-point turnaround operation. If the train meets the operational requirements, it replies with movement authorization information to the onboard signaling system. Ultimately, the train performs any-point turnaround operation based on the movement authorization information. This allows the train to turn around at any point, enabling passenger unloading operations at platforms in the opposite direction of the original travel direction.

[0017] In other words, if an abnormal malfunction occurs at the station ahead and the train cannot continue moving forward, this application can achieve a turnaround at any point through the coordinated interaction of the automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located at the station, the train on the track, and the onboard signaling system, thereby enabling the train to return to the previous station for passenger unloading operations in abnormal circumstances.

[0018] Accordingly, embodiments of this application also provide a train control system, equipment, and readable storage medium corresponding to the above-described train turnaround method, which have the aforementioned technical effects, and will not be elaborated further here. Attached Figure Description

[0019] To more clearly illustrate the technical solutions in the embodiments or related technologies of this application, the accompanying drawings used in the description of the embodiments or related technologies will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0020] Figure 1 This is a flowchart illustrating the implementation of a train turnaround method in an embodiment of this application. Figure 2 This is a schematic diagram of the structure of a train control system according to an embodiment of this application; Figure 3 This is a schematic diagram of an arbitrary point reversal in an embodiment of this application; Figure 4 This is a schematic diagram of a two-station, one-section trackless section in an embodiment of this application; Figure 5 This is a unique schematic diagram of a two-station-one-section railway section with a turnout and the turning direction is adjacent to the platform in this application embodiment; Figure 6 This application provides a schematic diagram of a two-station, one-section railway with turnouts, and the turnaround direction is adjacent to the platform with up and down traffic. Figure 7 This is a schematic diagram illustrating a scenario where two trains operate between two stations and one section, as described in this application. Figure 8 This is a schematic diagram of the structure of an electronic device according to an embodiment of this application; Figure 9 This is a schematic diagram of the specific structure of an electronic device in an embodiment of this application. Detailed Implementation

[0021] To enable those skilled in the art to better understand the present application, the present application will be further described in detail below with reference to the accompanying drawings and specific embodiments. Obviously, the described embodiments are merely some embodiments of the present application, and not all embodiments. Based on the embodiments in this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] The technical terms used in this application will be further explained below.

[0023] Fully automated operation system: An urban rail transit system that operates under either manned or unmanned fully automated operation.

[0024] ATS (Automatic Train Supervision): A general term for technologies that automatically control, command, monitor, and manage train operations.

[0025] ATP (Automatic Train Protection): A general term for technologies that automatically monitor train intervals, overspeed protection, route safety, and doors.

[0026] CI (Computer Interlocking System): A general term for protection technologies for routes, switches, signals, etc., that are based on computer technology and automatically implement them.

[0027] ZC (Zone Controller): Primarily responsible for real-time monitoring and control of train operation safety.

[0028] VOBC (Vehicle On Board Controller): mainly includes onboard equipment ATP (Automatic Train Protection) and ATO (Automatic Train Operation), and is a general term for onboard equipment of the signaling system.

[0029] Please refer to Figure 1 , Figure 1 This is a flowchart illustrating a train turnaround method according to an embodiment of this application, applied to a train control system. The train operation system includes an automatic train monitoring system located in the dispatch center, a computer interlocking system and area controller located at the station, the train on the track, and the onboard signaling system. The interactions between the various nodes in this train operation system are as follows: Figure 2 As shown. The method includes the following steps.

[0030] S101. When the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it sends the turn-back area of ​​the train at any point on the running path to the computer interlocking system.

[0031] In the embodiments of this application, arbitrary point turnaround refers to completing the turning and turnaround operation in any safe section of the line, outside of a fixed turnaround point (such as a dedicated turnaround line or a specific station).

[0032] In this application, when the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it can send the turn-back area at any point on the train's running path to the computer interlocking system for area locking.

[0033] The conditions for turning back at any point are as follows: the train has come to a stop in the section due to an abnormal situation in the platform area ahead; there are no trains at the two nearest stations A and B (ensuring that the destination platform for turning back is cleared); and there is no route to enter the area for turning back at any point.

[0034] The turnaround area at any point on the train's route refers to the area from the train's current position to the nearest platform or the area between the nearest N platforms in the opposite direction of its continued travel when the train needs to turn back at any point. For example... Figure 3 As shown, train T4 cannot continue to station B and needs to make a turnback at any point to reach station A. The turnback area includes sections T1, T2, T3, and T4. The turnback direction is to the left, and the continued direction of travel is to the right.

[0035] In one specific embodiment of this application, the automatic train monitoring system, upon determining that the train meets the conditions for turning back at any point, sends the turnaround area at any point on the train's operating path to the computer interlocking system, including: The automatic train monitoring system uses the interactive interface to obtain the precondition information for turning back at any point. After determining that the train has stopped in the section due to an anomaly in the platform area ahead of the train and that both the platforms in front and behind the train have been cleared, the system determines that the train meets the conditions for turning back at any point. The number of any turnaround area is sent to the computer interlocking system, which uses the train's location and destination information to retrieve any turnaround area along the operating path.

[0036] In other words, in practical applications, the interactive interface can provide information input functionality. After manual confirmation that the train meets the conditions for arbitrary point turnaround, the prerequisite information for arbitrary point turnaround can be entered through the interactive interface. Based on this prerequisite information, it can be determined that the train has come to a complete stop in the section due to an anomaly in the platform area ahead of the train, and that both the platforms in front of and behind the train have been cleared. Therefore, the train meets the conditions for arbitrary point turnaround. Then, the automatic train monitoring system can use the train's position and destination information to retrieve the arbitrary point turnaround area along the operating path, and send the number of the arbitrary point turnaround area to the computer interlocking system. Thus, the computer interlocking system can identify the arbitrary point turnaround area based on the received number.

[0037] In one specific embodiment of this application, sending the turnaround area of ​​the train at any point on the running path to the computer interlocking system includes: The automatic train monitoring system selects the turnaround route for the train at any point based on the train's location and destination code information; Determine the return area at any point using the return path from any point; Send the number corresponding to the turnaround area at any point to the computer interlocking system.

[0038] That is, the automatic train monitoring system retrieves any turnaround area along the train's route based on its location and destination information, and then sends the section number of that turnaround area to the interlocking computer system. For example... Figure 3 As shown, the automatic train monitoring system can provide... Figure 3 Send numbers T1, T2, T3, and T4.

[0039] In one specific embodiment of this application, it further includes: the visual interface of the automatic train monitoring system outputs the turnaround area at any point, and distinguishes different path information by the color of the light strip in the section. For example... Figure 3 As shown, when labeling sections, T1, T2, T3, and T4 can be labeled in yellow, while T5 and T6 can be labeled in green. Of course, in practical applications, other colors can be used for differentiation, or other methods can be used to distinguish different path information, such as highlighting or underscoreing.

[0040] S102. After the computer interlocking system locks all sections in any point turnaround area, it feeds back the lock status of the any point turnaround area to the train automatic monitoring system and the area controller.

[0041] After the computer interlocking system receives the arbitrary point turnaround area sent by the automatic train monitoring system, it can lock the entire area within the arbitrary point turnaround area, thereby preventing other trains from entering the arbitrary point turnaround area and affecting the arbitrary point turnaround of the train.

[0042] That is, the interlocking system will lock all sections within the arbitrary point turnaround area (bidirectional lockaround), complete the route opposition check, and ensure that trains from other routes will not enter the arbitrary point turnaround area. If there are switches within two stations and one section, they need to be moved to the corresponding positions. After the arbitrary point turnaround area is successfully set, the section locking status will be fed back to the train automatic monitoring system, and at the same time, the arbitrary point turnaround area locking status information will be fed back to the area controller.

[0043] In one specific embodiment of this application, the computer interlocking system performs locking processing on all sections within an arbitrary point turnaround area, including: In the absence of turnouts in any turnout area, the computer interlocking system directly locks the area; In the case where there is a turnout in any point turnaround area and the turnaround direction is the only platform adjacent to it, the computer interlocking system detects the turnout on the running path in the point turnaround area, and if the turnout is not in the desired position, it moves the turnout to the corresponding position and locks all sections in the point turnaround area. In the case of a turnout area with a turnout and the turnout direction being adjacent to the platform for both up and down traffic, after the automatic train monitoring system and the computer interlocking system add a turnout reversal path, the computer interlocking system checks the position of the inner and protective turnouts. If the turnout is not in the desired position, the turnout is moved to the corresponding position, and all sections in the turnout area are locked. If there is a train waiting to turn back in the turn-back direction within the turn-back area at any point, the entire section within the turn-back area will be locked after the train starts.

[0044] To facilitate understanding, the locking process will be explained in detail below by combining the above situation with specific scenarios.

[0045] Scenario 1, such as Figure 4As shown, there are no switches in the two stations and one section where the train is located. The computer interlocking system for any turnaround point does not include the protection zone. The computer interlocking system can directly lock the route area and provide feedback on the locking status of the turnaround point. During the train's entry into the station, the onboard signaling system requests authorization for the protection zone from the area controller (the requested distance is the maximum value under the most unfavorable line conditions, assuming the train does not decelerate). After receiving the request from the onboard signaling system, the area controller requests protection zone resources from the computer interlocking system. The computer interlocking system checks that the switches, over-limit, SPKS, floodgates, and other conditions of the protection zone are met, and then locks the protection zone to the current default switch opening position. After receiving the resource information from the computer interlocking system, the area controller provides protection zone authorization back to the onboard signaling system. After the train arrives at the station and comes to a complete stop, the computer interlocking system releases the protection zone resources. The interlocking ensures that the turnaround point area is subject to hostile checks against other routes entering this area.

[0046] Scenario 2, such as Figure 5 As shown, there are turnouts in the two stations and one section, and the turnaround direction is the only one near the platform. At this time, the dispatcher selects the turnaround path information of any point from station A to station B. The interlocking needs to check that the position of the inner and protective turnouts is correct. If the turnout is in the reverse position, it needs to be automatically manipulated to the correct position before generating the turnaround area information of any point.

[0047] Scenario 3, such as Figure 6 As shown, there are turnouts in the two stations and one section, and the platform adjacent to the turnout direction has both up and down traffic. That is, a turnout reversal path is added between the automatic train monitoring system and the computer interlocking system. The dispatcher confirms that the destination of the train turnout is the up or down platform of station B, and the automatic train monitoring system automatically selects the corresponding arbitrary point turnout area path information; the interlocking system needs to check that the position of the inner and protective turnouts is correct. If the turnout is in the reverse position, it needs to be automatically manipulated to the correct position before generating the arbitrary point turnout area information.

[0048] Scenario 4, such as Figure 7 As shown, there are two trains in a two-station-one-section area. That is, if train 1 completes the end change according to the destination first in the same physical section, the area controller needs to support the opposite running directions of train 1 and train 2 in the same physical section (provided that the train has stopped in the section). However, train 1 is not allowed to move. The dispatching is set for train 2 so that train 1 can start running according to the destination and authorization only after the destination train has started.

[0049] After the computer interlocking system has completed the locking process for all sections in the arbitrary point turnaround area, it can report the locking status of the arbitrary point turnaround area to the train automatic monitoring system and the area controller.

[0050] S103, The area controller forwards the arbitrary point turnaround area lockout status to the vehicle signal system.

[0051] The area controller forwards the lockout status of any point turnaround area to the onboard signaling system so that the onboard signaling system on the train can clearly know that the turnaround area at any point is locked.

[0052] S104. When the train automatic monitoring system receives a lockout status for any point turnaround area, it responds to manual operation by sending the turnaround destination information to the onboard signaling system.

[0053] When the automatic train monitoring system confirms that the turnaround area at any point is locked, it can send the turnaround destination information to the onboard signaling system in response to manual operation.

[0054] S105. When the vehicle-mounted signal system receives the destination information for any point turnaround and the lockout status of the any point turnaround area, it sends an application for any point turnaround operation to the area controller after switching ends in place.

[0055] Upon receiving information about the destination of any-point turnaround and the locking status of the any-point turnaround area, the onboard signaling system can confirm that the automatic train monitoring system has set up the any-point turnaround area and that the area controller has locked all sections of the any-point turnaround area. At this point, a change of destination can be performed in place. This in-place change of destination is for the purpose of continuing any-point turnaround subsequently.

[0056] In-situ end-change refers to the operation of changing the direction of travel by switching driver's cabs without changing the train's position or turning around.

[0057] After completing the on-site switching, the vehicle-mounted signaling system can apply to the area controller for arbitrary point turnaround operation. Specifically, the vehicle-mounted signaling system can send an arbitrary point turnaround operation application message to the area controller, that is, request authorization for arbitrary point turnaround operation.

[0058] S106. The area controller uses the lock status of the arbitrary point turnaround area, the train activation end, the arbitrary point turnaround operation application, and the status information of the train ahead after the end change to perform arbitrary point turnaround operation detection on the train, and replies the movement authorization information to the on-board signaling system when the train meets the operation requirements.

[0059] Based on the section locking information within the arbitrary point turnaround area obtained from the interlocking system, and in conjunction with the train activation terminal, arbitrary point turnaround operation application information, and the status information of the train ahead after the end-to-end check, the area controller replies to the on-board signaling system with arbitrary point turnaround operation permission information, and calculates the MA information for the train to turn around to the destination platform (such as the nearest platform in the turnaround direction) or the platform in the destination direction (such as the nth platform in the turnaround direction).

[0060] Among them, MA information, or Movement Authority information, is a safe driving permission issued by the area controller to the onboard ATP equipment. Its core is to clarify the maximum range (target distance) and speed limit that the train is allowed to operate in, so as to ensure that the train does not enter dangerous areas or exceed the safe speed.

[0061] S107. Trains can make arbitrary turns around based on mobile authorization information.

[0062] Once the train's onboard signaling system receives the movement authorization information, it can perform turnaround operations at any point based on the authorization.

[0063] In one specific embodiment of this application, after the train performs a turnaround operation at any point based on mobility authorization information, it further includes: After the train arrives at the station and comes to a complete stop, the automatic train monitoring system responds to the unlocking information sent by the computer interlocking system to the area.

[0064] In other words, after a train turns back at any point and comes to a complete stop at the station, in response to manual operation, the automatic train monitoring system sends unlocking information for the area to the computer interlocking system. The computer interlocking system can then lock and release all sections within the area where the train turned back, thus preventing prolonged locking from disrupting the normal operation of other trains. In other words, after the train has completed its turnaround and come to a complete stop, the area can be unlocked or delocked manually by dispatchers.

[0065] Furthermore, upon entering such Figure 2 After entering the interface information flow at any point, the system can also exit the interface information flow at any point. Specifically, the automatic train monitoring system sends a message to the computer interlocking system to cancel the arbitrary point turnaround area. This requires checking that the train has come to a complete stop at the platform or in the section. For non-communication trains, manual confirmation is required that the train has stopped and that the train's destination code information has been cleared. After receiving the command to cancel the arbitrary point turnaround area, the computer interlocking system unlocks the locking information of the physical section where the train is located and then sends feedback to the automatic train monitoring system indicating that the arbitrary point turnaround area locking status has been canceled.

[0066] In one specific embodiment of this application, when an arbitrary point turnaround area is set, the automatic train monitoring system prohibits the automatic triggering of functions within the arbitrary point turnaround area. In other words, after setting the arbitrary point turnaround area, the automatic train monitoring system prohibits the automatic triggering of functions within the arbitrary point turnaround area, thus prohibiting operations unrelated to arbitrary point turnarounds from occurring within the arbitrary point turnaround area.

[0067] The train control system using the method provided in the embodiments of this application includes a train automatic monitoring system located in the dispatching center, a computer interlocking system and a zone controller located at the station, a train on the track, and an onboard signaling system on the train. The method includes: the train automatic monitoring system, upon determining that the train meets the conditions for arbitrary point turnaround, sending the arbitrary point turnaround area on the train's operating path to the computer interlocking system; the computer interlocking system, after locking all sections within the arbitrary point turnaround area, feeding back the locking status of the arbitrary point turnaround area to the train automatic monitoring system and the zone controller; and the zone controller forwarding the locking status of the arbitrary point turnaround area to the onboard signaling system. The automatic train monitoring system (ATS) receives a lockout status for the arbitrary turnaround area and, in response to manual operation, sends the arbitrary turnaround destination information to the onboard signaling system. Upon receiving both the arbitrary turnaround destination information and the arbitrary turnaround area lockout status, the onboard signaling system, after switching ends in place, sends an arbitrary turnaround operation request to the area controller. The area controller, using the arbitrary turnaround area lockout status, the activated train, the arbitrary turnaround operation request, and the status information of the train ahead after the switch, performs arbitrary turnaround operation detection on the train and, if the train meets the operational requirements, replies with movement authorization information to the onboard signaling system. The train then performs the arbitrary turnaround operation based on the movement authorization information.

[0068] In this application, when the Automatic Train Monitoring System (ATMS) in the train control system determines that the train meets the turnaround conditions at the designated task point, the turnaround area at any point on the train's operating path can be sent to the computer interlocking system. The computer interlocking system can perform section locking based on the arbitrary turnaround area and report the lockaround status to the AMS and the area controller. Setting up an arbitrary turnaround area and performing section locking ensures that subsequent trains will not conflict with other trains during their turnaround process. The area controller forwards the lockaround status to the onboard signaling system so that the onboard signaling system is aware of the lockaround status. Upon receiving the lockaround status, the AMS responds to manual operation by sending the arbitrary turnaround destination information to the onboard signaling system. Thus, the onboard signaling system receives the arbitrary turnaround destination information and the arbitrary turnaround area lockaround status, indicating that a local turnaround is now possible, and after the local turnaround, sends an arbitrary turnaround operation request to the area controller. The area controller can use the zone's lockout status at any point, the train's activation point, the request for any-point turnaround operation, and the status information of the train ahead after the change of end point to detect any-point turnaround operation. If the train meets the operational requirements, it replies with movement authorization information to the onboard signaling system. Ultimately, the train performs any-point turnaround operation based on the movement authorization information. This allows the train to turn around at any point, enabling passenger unloading operations at platforms in the opposite direction of the original travel direction.

[0069] In other words, if an abnormal malfunction occurs at the station ahead and the train cannot continue moving forward, this application can achieve a turnaround at any point through the coordinated interaction of the automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located at the station, the train on the track, and the onboard signaling system, thereby enabling the train to return to the previous station for passenger unloading operations in abnormal circumstances.

[0070] It is evident that on FAO lines (rail transit lines employing a Fully Automatic Operation (FAO) system), software upgrades can enable trains to turn around at any point within a section. In driverless operation, if a train cannot enter a station due to a malfunction, a method is provided to allow the train to return to the previous station in the highest driving mode, significantly improving the efficiency of emergency response in such scenarios. On FAO lines, software upgrades can also eliminate the need for pre-locking of the protected area outside the platform in the turnaround zone. When a train approaches the platform, the protected area is locked, reducing the impact on other trains when the train turns around at any point.

[0071] Corresponding to the above method embodiments, this application also provides a train control system. The train control system described below and the train turnaround method described above can be referred to each other.

[0072] See Figure 2 As shown, the system includes: The automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located in the station, the trains on the track and the onboard signaling system on the trains; The train operation system shall follow the steps described above for the train turnaround method.

[0073] The train control system provided in this application includes an automatic train monitoring system located in a dispatching center, a computer interlocking system and a zone controller located at a station, a train on the track, and an onboard signaling system on the train. The method includes: the automatic train monitoring system, upon determining that the train meets the conditions for arbitrary point turnaround, sending the arbitrary point turnaround area on the train's operating path to the computer interlocking system; the computer interlocking system, after locking all sections within the arbitrary point turnaround area, feeding back the locking status of the arbitrary point turnaround area to the automatic train monitoring system and the zone controller; and the zone controller forwarding the locking status of the arbitrary point turnaround area to the onboard signaling system. When the Automatic Train Monitoring System (ATMS) receives a lockout status for the arbitrary turnaround area, it responds to manual operation by sending the arbitrary turnaround destination information to the onboard signaling system. Upon receiving both the arbitrary turnaround destination information and the lockout status of the arbitrary turnaround area, the onboard signaling system sends an arbitrary turnaround operation request to the area controller after a local switchover. The area controller uses the lockout status of the arbitrary turnaround area, the activated train, the arbitrary turnaround operation request, and the status information of the train ahead after the switchover to perform arbitrary turnaround operation detection. If the train meets the operational requirements, it replies with movement authorization information to the onboard signaling system. The train then performs the arbitrary turnaround operation based on the movement authorization information.

[0074] In this application, when the Automatic Train Monitoring System (ATMS) in the train control system determines that the train meets the turnaround conditions at the designated task point, the turnaround area at any point on the train's operating path can be sent to the computer interlocking system. The computer interlocking system can perform section locking based on the arbitrary turnaround area and report the lockaround status to the AMS and the area controller. Setting up an arbitrary turnaround area and performing section locking ensures that subsequent trains will not conflict with other trains during their turnaround process. The area controller forwards the lockaround status to the onboard signaling system so that the onboard signaling system is aware of the lockaround status. Upon receiving the lockaround status, the AMS responds to manual operation by sending the arbitrary turnaround destination information to the onboard signaling system. Thus, the onboard signaling system receives the arbitrary turnaround destination information and the arbitrary turnaround area lockaround status, indicating that a local turnaround is now possible, and after the local turnaround, sends an arbitrary turnaround operation request to the area controller. The area controller can use the zone's lockout status at any point, the train's activation point, the request for any-point turnaround operation, and the status information of the train ahead after the change of end point to detect any-point turnaround operation. If the train meets the operational requirements, it replies with movement authorization information to the onboard signaling system. Ultimately, the train performs any-point turnaround operation based on the movement authorization information. This allows the train to turn around at any point, enabling passenger unloading operations at platforms in the opposite direction of the original travel direction.

[0075] In other words, if an abnormal malfunction occurs at the station ahead and the train cannot continue moving forward, this application can achieve a turnaround at any point through the coordinated interaction of the automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located at the station, the train on the track, and the onboard signaling system, thereby enabling the train to return to the previous station for passenger unloading operations in abnormal circumstances.

[0076] In one specific embodiment of this application, the automatic train monitoring system, upon determining that the train meets the conditions for turning back at any point, sends the turnaround area at any point on the train's operating path to the computer interlocking system, including: The automatic train monitoring system uses the interactive interface to obtain the precondition information for turning back at any point. After determining that the train has stopped in the section due to an anomaly in the platform area ahead of the train and that both the platforms in front and behind the train have been cleared, the system determines that the train meets the conditions for turning back at any point. Send the number of the turnaround area at any point to the computer interlocking system; Using the train's location and destination information, the turnaround area at any point along the route can be retrieved.

[0077] In one specific embodiment of this application, the computer interlocking system performs locking processing on all sections within an arbitrary point turnaround area, including: In the absence of turnouts in any turnout area, the computer interlocking system directly locks the area; In the case where there is a turnout in any point turnaround area and the turnaround direction is the only platform adjacent to it, the computer interlocking system detects the turnout on the running path in the point turnaround area, and if the turnout is not in the desired position, it moves the turnout to the corresponding position and locks all sections in the point turnaround area. In the case of a turnout area with a turnout and the turnout direction being adjacent to the platform for both up and down traffic, after the automatic train monitoring system and the computer interlocking system add a turnout reversal path, the computer interlocking system checks the position of the inner and protective turnouts. If the turnout is not in the desired position, the turnout is moved to the corresponding position, and all sections in the turnout area are locked. If there is a train waiting to turn back in the turn-back direction within the turn-back area at any point, the entire section within the turn-back area will be locked after the train starts.

[0078] In one specific embodiment of this application, after the train performs a turnaround operation at any point based on mobility authorization information, it further includes: After the train arrives at the station and comes to a complete stop, the automatic train monitoring system sends the unlocking information for the area to the computer interlocking system.

[0079] In one specific embodiment of this application, sending the turnaround area of ​​the train at any point on the running path to the computer interlocking system includes: The automatic train monitoring system selects the turnaround route for the train at any point based on the train's location and destination code information; Determine the return area at any point using the return path from any point; Send the number corresponding to the turnaround area at any point to the computer interlocking system.

[0080] In one specific embodiment of this application, it further includes: The train automatic monitoring system's visual interface outputs the turnaround area at any point, and distinguishes different path information by the color of the light strip in each section.

[0081] In one specific embodiment of this application, when an arbitrary point turnaround area is set, the automatic train monitoring system prohibits the automatic triggering of functions within the arbitrary point turnaround area.

[0082] In other words, each node in this system performs the following functions.

[0083] The automatic train monitoring system is capable of selecting any point of turnaround for the train based on its location and destination code information; the automatic train monitoring system interface can display any point of turnaround area between two stations and one section, which can be distinguished by the color of the section light strip; when setting any point of turnaround area between two stations and one section, the automatic triggering function of the automatic train monitoring system in this area must be disabled.

[0084] The computer interlocking system selects the turnouts on the route in the area to the corresponding positions based on the arbitrary turnout area set by the automatic train monitoring system. If the turnout is not in the expected position, it will provide a feedback prompt that the turnout is not locked.

[0085] The interlocking system can lock all sections within any turnaround area (section locking is bidirectional). During setup, the interlocking system must check that only the section where the train is located or the section ahead of the train is locked, and that no other sections are locked. The interlocking system can send the locking information of sections within any turnaround area to the area controller. It has the function of canceling any turnaround area based on instructions from the automatic train monitoring system. When the interlocking system receives a command to cancel any turnaround area, all sections except the section where the train is located will immediately unlock. Any turnaround area can be manually canceled after the train has come to a complete stop at the platform. The interlocking system can create protected sections outside the platform based on resource requests from the area controller. These protected sections can be unlocked immediately after the train has come to a complete stop at the platform. When setting up a turnaround area at any point, the following must be checked: SPKS activation, ESB activation, section blockade, turnout blockade, over-limit conditions, floodgate closure, and UT occupancy. If setting is not allowed, the area's unlocked status must be reported to the train automatic monitoring system. When a section is bidirectionally locked, the interlocking system does not allow other routes to be arranged in the bidirectionally locked section. When a train leaves the platform area, the bidirectional locks of the original section must be unlocked in the order of the train's travel path.

[0086] The area controller receives section locking information within the arbitrary point turnaround area from the interlocking system. Based on the arbitrary point turnaround mode operation application information and train activation information, combined with the section locking information within the arbitrary point turnaround area of ​​the interlocking system, it calculates the MA (Movement Access) information for the train to the nearest platform. If the destination code changes within the arbitrary point turnaround area, it recalculates the MA information for the train to the destination code platform or the platform in the direction of the destination code, based on the arbitrary point turnaround mode operation application information and train activation information, combined with the section locking information within the arbitrary point turnaround area of ​​the interlocking system. During arbitrary point turnaround mode operation, the area controller and the onboard unit must provide security protection for the following information within the MA range: SPKS activation, ESB (Electronic Business Shield). Activation, PSD activation, floodgate closure, turnout not in the correct position, section encroachment (emergency braking cannot be relieved), section blockade, turnout blockade; if a train that has not completed the tail screen or head screen changes ends in any turnaround area, the area controller will not authorize the train; if a train is in the platform area, after the turnaround area at any point is canceled, the section where the train is located will be locked in both directions, and the other sections will be unlocked, and the area controller will maintain the authorized range of the train from the tail to the head; if a train stops in the section, after the turnaround area at any point is canceled, the section where the train is located will be locked in both directions, and the other sections will be unlocked, and the area controller will maintain the authorized range of the train from the tail to the head; if a train stops in the section, after the turnaround area at any point is canceled, the section where the train is located will be locked in both directions, and the other sections will be unlocked, and the area controller will maintain the authorized range of the train from the tail to the head; if the turnaround area at any point is canceled, and only the section where the train is located is locked in both directions, movement authorization cannot be calculated for the section's locked area in both directions.

[0087] The FAM mode of the onboard signaling system: When the train stops in the section, it completes the switching based on the arbitrary point turnaround area information sent by the area controller and the destination information of the train automatic monitoring system; it is capable of sending an application to the area controller to enter arbitrary point turnaround operation.

[0088] After the train comes to a complete stop at the destination platform area, it can respond to the automatic train monitoring system's command to turn back at any point and provide feedback on the status of having exited the turn-back at any point, while maintaining the current driving mode.

[0089] Corresponding to the above method embodiments, this application also provides an electronic device. The electronic device described below can be referred to in correspondence with the train turnaround method described above.

[0090] See Figure 8 As shown, the electronic device includes: Memory 332 is used to store computer programs; The processor 322 is used to implement the steps of the train turnaround method in the above method embodiment when executing a computer program.

[0091] For details, please refer to Figure 9 , Figure 9 This is a schematic diagram of the specific structure of an electronic device provided in this embodiment. The electronic device can vary significantly due to differences in configuration or performance. It may include one or more central processing units (CPUs) (e.g., one or more processors) and a memory 332. The memory 332 stores one or more computer programs 342 or data 344. The memory 332 can be temporary or permanent storage. The program stored in the memory 332 may include one or more modules (not shown in the diagram), each module may include a series of instruction operations on the data processing device. Furthermore, the processor 322 may be configured to communicate with the memory 332 and execute the series of instruction operations stored in the memory 332 on the electronic device 301.

[0092] Electronic device 301 may also include one or more power supplies 326, one or more wired or wireless network interfaces 350, one or more input / output interfaces 358, and / or one or more operating systems 341.

[0093] The steps in the train turnaround method described above can be implemented by the structure of electronic equipment.

[0094] Corresponding to the above method embodiments, this application also provides a readable storage medium. The readable storage medium described below can be referred to in conjunction with the train turnaround method described above.

[0095] A readable storage medium storing a computer program, which, when executed by a processor, implements the steps of the train turnaround method described in the above method embodiments.

[0096] The readable storage medium can specifically be a USB flash drive, external hard drive, read-only memory (ROM), random access memory (RAM), magnetic disk, or optical disk, or any other readable storage medium capable of storing program code.

[0097] The various embodiments in this specification are described in a progressive manner, with each embodiment focusing on its differences from other embodiments. Similar or identical parts between embodiments can be referred to interchangeably. For the systems disclosed in the embodiments, since they correspond to the methods disclosed in the embodiments, the descriptions are relatively simple; relevant parts can be referred to the method section.

[0098] Those skilled in the art will further recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, computer software, or a combination of both. To clearly illustrate the interchangeability of hardware and software, the components and steps of the various examples have been generally described in terms of functionality in the foregoing description. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0099] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein can be implemented directly by hardware, a software module executed by a processor, or a combination of both. The software module can be located in random access memory (RAM), main memory, read-only memory (ROM), electrically programmable ROM, electrically erasable programmable ROM, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art.

[0100] Finally, it should be noted that in this document, relationships such as "first" and "second" are used merely to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "include," "contain," or any other variations are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus.

[0101] This document uses specific examples to illustrate the principles and implementation methods of this application. The descriptions of the above embodiments are only for the purpose of helping to understand the methods and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

Claims

1. A train turnaround method, characterized in that, The method is applied to a train control system, which includes an automatic train monitoring system located in a dispatching center, a computer interlocking system and area controller located in a station, trains on the track, and onboard signaling systems on the trains; the method includes: When the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it sends the area for turning back at any point on the train's operating path to the computer interlocking system; wherein, the area for turning back at any point on the train's operating path is the area between the train's current position and the nearest platform in the direction of continued travel and the opposite direction when the train needs to turn back at any point. After performing bidirectional locking on all sections in the arbitrary point turnaround area, the computer interlocking system feeds back the locking status of the arbitrary point turnaround area to the train automatic monitoring system and the area controller. The area controller forwards the lockout status of any point turnaround area to the vehicle signaling system; When the train automatic monitoring system receives a notification that the arbitrary point turnaround area is locked, it responds to manual operation by sending the arbitrary point turnaround destination information to the onboard signaling system. When the vehicle signal system receives the destination information of the arbitrary point turnaround and the lock status of the arbitrary point turnaround area, it sends an arbitrary point turnaround operation application to the area controller after switching ends in place. The area controller uses the locked status of the arbitrary point turnaround area, the train activation terminal, the arbitrary point turnaround operation application, and the status information of the train ahead after the end change to perform arbitrary point turnaround operation detection on the train, and replies the movement authorization information to the on-board signaling system when the train meets the operation requirements; The train can make a turnaround at any point based on the mobility authorization information; The computer interlocking system performs locking processing on all sections within the arbitrary point turnaround area, including: In the absence of a turnout in the designated turnaround area, the computer interlocking system directly locks the area. In the case where there is a turnout in the arbitrary point turnaround area and the turnaround direction is the only platform adjacent to it, the computer interlocking system detects the turnout on the running path in the arbitrary point turnaround area, and if the turnout is not in the desired position, it moves the turnout to the corresponding position and locks all sections in the arbitrary point turnaround area. In the case where there is a turnout in the arbitrary point turnaround area and the turnaround direction is close to the platform for both up and down traffic, after the automatic train monitoring system and the computer interlocking system add a turnout reversal path, the computer interlocking system checks the position of the inner and protective turnouts. If the turnout is not in the desired position, the system moves the turnout to the corresponding position and then locks all sections in the arbitrary point turnaround area.

2. The method according to claim 1, characterized in that, When the automatic train monitoring system determines that the train meets the conditions for turning back at any point, it sends the area for turning back at any point on the train's operating path to the computer interlocking system, including: The automatic train monitoring system uses an interactive interface to obtain information on the prerequisites for turning back at any point. After determining, using the information on the prerequisites for turning back at any point, that the train has stopped in the section due to an anomaly in the platform area ahead of it, and that both the platforms in front of and behind the train have been cleared, it determines that the train meets the conditions for turning back at any point. Send the number of the arbitrary point turnaround area to the computer interlocking system; Using the train's location and destination information, the turnaround area at any point along the operating path can be retrieved.

3. The method according to claim 1, characterized in that, After the train performs a turnaround operation at any point based on the mobility authorization information, it also includes: After the train arrives at the station and comes to a complete stop, the automatic train monitoring system responds to the manual operation of the system by sending unlocking information for the area to the computer interlocking system.

4. The method according to claim 1, characterized in that, When the arbitrary turnaround area is set, the automatic train monitoring system prohibits the automatic triggering of functions within the arbitrary turnaround area.

5. The method according to any one of claims 1 to 4, characterized in that, Sending the turnaround area of ​​the train at any point on the operating path to the computer interlocking system includes: The automatic train monitoring system selects the turnaround route of the train at any point based on the train's location and destination code information; The arbitrary point reversal path is used to determine the arbitrary point reversal area; Send the number corresponding to the return area of ​​any point to the computer interlocking system.

6. The method according to claim 5, characterized in that, Also includes: The train automatic monitoring system's visual interface outputs the turnaround area at any point and distinguishes different path information by the color of the light strip in each section.

7. A train control system, characterized in that, include: The automatic train monitoring system located in the dispatch center, the computer interlocking system and area controller located in the station, the train on the track and the on-board signaling system on the train; The steps of running the train turnaround method as described in any one of claims 1 to 6 in the train control system.

8. An electronic device, characterized in that, include: Memory, used to store computer programs; A processor, configured to implement the steps of the train turnaround method as described in any one of claims 1 to 6 when executing the computer program.

9. A readable storage medium, characterized in that, The readable storage medium stores a computer program that, when executed by a processor, implements the steps of the train turnaround method as described in any one of claims 1 to 6.

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