A method for route handling and a main line interlocking system

Abstract

The present invention discloses a method and a device for route handling, as well as a main line interlocking system, which relates to the field of urban rail control. The method includes: obtaining the approach information and virtual occupancy information of all routes from a regional controller at a preset period, and receiving a handling command; determining the occupancy information of the logical sections included in a first route among all routes according to the handling command; and performing route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route. The present invention does not need to use trackside equipment and does not need to obtain the occupancy status of physical sections based on trackside equipment. While reducing the number of trackside equipment, it can still realize the functions of route handling and signal opening, ensuring the safe running of trains. It reduces relevant signals and simplifies the control logic of the main line interlocking for generating signals based on trackside equipment, reduces the computing requirements, and indirectly improves the overall reliability and automation level of the main line interlocking system.

Description

Technical Field

[0001] The present invention relates to the field of urban rail control, and particularly to a method for route handling and a main line interlocking system. Background Art

[0002] Currently, the interlocking system of urban rail relies on secondary train occupancy detection devices (i.e., trackside devices), such as axle counters, track circuits, etc., to divide the track into physical sections, and determines the position of the urban rail train based on the occupied status fed back, which serves as the basic condition for interlocking route handling and signal opening.

[0003] Currently, when handling routes, the interlocking cannot do without the acquisition status of physical sections, that is, without secondary train occupancy detection devices. Under this premise, the layout, installation, commissioning, maintenance, etc. of secondary train occupancy detection devices need to be considered in the design of urban rail lines, which poses challenges to the cost and workload indicators, as well as the overall RAMS indicators of the signal system caused by the subsequent equipment reliability and maintainability issues. How to still achieve the functions of route handling and signal opening while reducing the acquisition status of physical sections, that is, reducing the number of trackside devices, and ensuring the safe operation of trains is an urgent problem to be solved. Summary of the Invention

[0004] In view of the above problems, the present invention provides a method for route handling and a main line interlocking system, which can still achieve the functions of route handling and signal opening while reducing the number of trackside devices, and ensure the safe operation of trains.

[0005] An embodiment of the present invention provides a method for route handling, the method comprising:

[0006] Obtaining the approach information and virtual occupancy information of all routes from the area controller at a preset period, where the virtual occupancy information is the occupancy information of all logical sections determined by the area controller according to the head and tail positions of the train reported in real time, and the logical section is any logical section included in any route;

[0007] Receiving a handling command;

[0008] Determining the occupancy information of the logical sections included in the first route among all routes according to the handling command;

[0009] Performing the route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route.

[0010] Optionally, before obtaining the virtual occupancy information of all routes from the area controller, the method further comprises:

[0011] When the area controller is powered on for the first time, it determines the occupancy information of all logical sections based on the configuration information and the positions of the front and rear ends of the train reported in real time. The configuration information includes: the number of all trains;

[0012] The area controller defines the train types of all trains according to whether it receives the positions of the front and rear ends of the train reported in real time. The train types include: communication trains and non-communication trains. A communication train is a train that receives the positions of the front and rear ends, and a non-communication train is a train that does not receive the positions of the front and rear ends;

[0013] The area controller determines the occupancy status of the communication train as the occupancy information of the logical section corresponding to the position of the communication train;

[0014] The area controller determines the occupancy status of the non-communication train as the occupancy information of the logical section corresponding to the last reported position of the non-communication train and the logical sections within the safe braking distance in front of the running non-communication train;

[0015] If the area controller cannot confirm whether there is a train occupancy in any logical section, it determines the occupancy information of that logical section as the fault occupancy status;

[0016] After the area controller determines the communication train occupancy status, the non-communication train occupancy status, and the fault occupancy status based on the number of all trains, it determines the occupancy information of the remaining logical sections as the idle status.

[0017] Optionally, determining the occupancy information of the logical sections included in the first route among all routes includes:

[0018] Query the route identification number of the first route according to the handling order;

[0019] Obtain the logical section identification numbers of all logical sections included in the first route according to the route identification number;

[0020] Determine the occupancy information of all logical sections included in the first route according to the logical section identification numbers.

[0021] Optionally, performing the route handling according to the occupancy information of the logical sections included in the first route and the train types approaching the first route includes:

[0022] Determine the occupancy information of all logical sections included in the first route;

[0023] When the occupancy information of any logical section included in the first route is the fault occupancy status, the result of performing the route handling is a failure;

[0024] If the occupancy information of the first logical section among all the logical sections included in the first route is the occupancy state of the communication train or the occupancy state of the non-communication train, the result of route handling is a failure;

[0025] If the occupancy information of the first logical section is the idle state, determine the interlocking conditions;

[0026] If the interlocking conditions do not meet the preset conditions, the result of route handling is a failure. The preset conditions include any one of the following: the platform doors of the platform included in the first route are in the closed state, and the emergency closing button of the platform doors is not activated;

[0027] If the interlocking conditions meet the preset conditions, in combination with the train type approaching the first route, perform route handling, open the starting signal of the first route, and lock the first logical section.

[0028] Optionally, if the interlocking conditions meet the preset conditions, in combination with the train type approaching the first route, perform route handling, open the starting signal of the first route, and lock the first logical section, including:

[0029] If the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is the communication train, perform route handling, open the starting signal of the first route, and lock the first logical section;

[0030] If the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is the non-communication train, bind the first route with the identification number of the train approaching the first route;

[0031] Perform route handling on the train approaching the first route after the identification number is bound, open the starting signal of the first route, and lock the first logical section.

[0032] Optionally, after opening the starting signal of the first route and locking the first logical section, the method further includes:

[0033] Determine whether the first route meets the unlocking conditions at the preset period;

[0034] If the unlocking conditions are met, determine the attribute of the first route. The attribute includes: communication train route, non-communication train route;

[0035] If the attribute is the communication train route, perform unlocking according to the interlocking three-point check logic;

[0036] When the attribute is the non - communication train route, determine whether an artificial unlocking instruction is received;

[0037] When the artificial unlocking instruction is received, after a preset delay, send an unlocking application message to the area controller;

[0038] If a non - unlocking permission message is received, the unlocking of the first route fails. The non - unlocking permission message is sent by the area controller when it determines that the occupancy information of any logical section of the first route is not in the idle state;

[0039] If an unlocking permission message is received, unlock the first route. The unlocking permission message is sent by the area controller when it determines that the occupancy information of all logical sections of the first route is in the idle state.

[0040] Optionally, when the attribute is the non - communication train route, after determining whether an artificial unlocking instruction is received, the method further includes:

[0041] When the artificial unlocking instruction is not received, obtain the departure information of the train approaching the first route after the identification number is bound from the area controller. The departure information includes: departed, not departed;

[0042] If the departure information is "not departed", the unlocking of the first route fails;

[0043] If the departure information is "departed", send the unlocking application message to the area controller;

[0044] If the non - unlocking permission message is received, the unlocking of the first route fails;

[0045] If the unlocking permission message is received, unlock the first route.

[0046] Optionally, after the area controller determines the occupancy information of the logical section corresponding to the last reported position of the non - communication train and the logical sections within the safe braking distance in front of the non - communication train as the non - communication train occupancy state, the method further includes:

[0047] If the non - communication train has not resumed reporting the head and tail positions in real - time, after a train of the communication train type passes through the logical section in the non - communication train occupancy state again, the area controller determines the occupancy information of the logical section in the non - communication train occupancy state as the idle state;

[0048] If the non - communicating train resumes real - time reporting of the positions of the head and the tail, the area controller determines the occupancy information of the logical sections not within the envelope of the non - communicating train as the idle state according to the positions of the head and the tail reported after the non - communicating train resumes real - time reporting of the positions of the head and the tail.

[0049] Optionally, the method for dividing all the routes is as follows:

[0050] All the lines in the area covered by the main - line interlocking are divided into multiple routes at intervals of virtual or physical signal lights in the same direction;

[0051] Among them, the principle for setting the virtual or physical signal lights is: set the virtual or physical signal lights in the turnout areas of all the lines in the area covered by the main - line interlocking.

[0052] Optionally, at the boundary between the main - line interlocking and the depot interlocking, a secondary occupancy detection device or a radio - frequency identification device is set, and the secondary occupancy detection device or the radio - frequency identification device is used to identify the trains entering the area covered by the main - line interlocking.

[0053] An embodiment of the present invention also provides a device for route handling, and the device includes:

[0054] An acquisition occupancy information module, configured to acquire the approach information and virtual occupancy information of all the routes from the area controller at a preset period, where the virtual occupancy information is the occupancy information of all the logical sections determined by the area controller according to the positions of the head and the tail reported by the train in real - time, and the logical section is any logical section included in any route;

[0055] A receive command module, configured to receive a handling command;

[0056] A determine route information module, configured to determine the occupancy information of the logical sections included in the first route among all the routes according to the handling command;

[0057] A handling module, configured to perform the route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route.

[0058] Optionally, the determine route information module includes:

[0059] A query sub - module, configured to query the route identification number of the first route according to the handling command;

[0060] An acquisition sub - module, configured to acquire the logical - section identification numbers of all the logical sections included in the first route according to the route identification number;

[0061] An occupancy information determination sub-module, configured to determine the occupancy information of all logical sections included in the first route according to the logical section identification number.

[0062] Optionally, the handling module includes:

[0063] An all-occupancy information determination sub-module, configured to determine the occupancy information of all logical sections included in the first route;

[0064] A result sub-module, configured to, when the occupancy information of any logical section included in the first route is in the fault occupancy state, set the result of the route handling to failure;

[0065] The result sub-module is further configured to, when the occupancy information of the first logical section among all logical sections included in the first route is in the communication train occupancy state or the non-communication train occupancy state, set the result of the route handling to failure;

[0066] A determination condition sub-module, configured to determine interlocking conditions when the occupancy information of the first logical section is in the idle state;

[0067] The result sub-module is further configured to, when the interlocking conditions do not meet the preset conditions, set the result of the route handling to failure, where the preset conditions are any one of the following: the platform doors of the platform included in the first route are in the closed state, and the emergency closing button of the platform doors is not activated;

[0068] A handling sub-module, configured to perform the route handling, open the starting signal of the first route, and lock the first logical section when the interlocking conditions meet the preset conditions and in combination with the train type approaching the first route.

[0069] Optionally, the handling sub-module is specifically configured to:

[0070] When the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is a communication train, perform the route handling, open the starting signal of the first route, and lock the first logical section;

[0071] When the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is a non-communication train, bind the first route with the identification number of the train approaching the first route;

[0072] Perform the route handling on the train approaching the first route after the identification number binding, open the starting signal of the first route, and lock the first logical section.

[0073] Optionally, the device further includes:

[0074] An unlocking condition determination module, configured to determine whether the first route meets the unlocking condition at the preset period;

[0075] An attribute determination module, configured to determine the attribute of the first route when the unlocking condition is met, where the attribute includes: a communication train route and a non-communication train route;

[0076] A first unlocking module, configured to perform unlocking according to the interlocking three-point check logic when the attribute is the communication train route;

[0077] An unlocking instruction determination module, configured to determine whether an artificial unlocking instruction is received when the attribute is the non-communication train route;

[0078] A unlocking information sending module, configured to send an unlocking application information to the area controller after a preset time delay when the artificial unlocking instruction is received;

[0079] A first receiving module, configured to receive information indicating not allowing unlocking, then the unlocking of the first route fails, and the information indicating not allowing unlocking is sent by the area controller when it determines that the occupancy information of any logic section of the first route is not in the idle state;

[0080] A second receiving module, configured to receive information indicating allowing unlocking and unlock the first route, and the information indicating allowing unlocking is sent by the area controller when it determines that the occupancy information of all logic sections of the first route is in the idle state.

[0081] Optionally, the device further includes:

[0082] A departure information acquisition module, configured to acquire the departure information of the train approaching the first route after the identification number is bound from the area controller when the artificial unlocking instruction is not received, where the departure information includes: having departed and not having departed;

[0083] The result module is further configured to, if the departure information is not having departed, the unlocking of the first route fails;

[0084] A departure unlocking information module, configured to send the unlocking application information to the area controller if the departure information is having departed.

[0085] Optionally, the device further includes: a route division module;

[0086] The route division module is configured to divide all the lines in the covered area of the main line interlocking into multiple routes at intervals of virtual or physical signal lights in the same direction; wherein, the principle for setting the virtual or physical signal lights is: in the turnout area of all the lines in the covered area of the main line interlocking, set the virtual or physical signal lights.

[0087] Optionally, the device further includes: a setting module;

[0088] The setting module is configured to set a secondary occupancy detection device or a radio frequency identification device at the boundary between the main line interlocking and the depot interlocking, and the secondary occupancy detection device or the radio frequency identification device is configured to identify the trains entering the covered area of the main line interlocking.

[0089] The route handling method provided by the present invention obtains the approach information and virtual occupancy information of all routes from a Zone Controller (abbreviated as ZC) at a preset period, and then if a handling command is received, determines the occupancy information of the logical sections included in the first route among all the routes according to the handling command. Finally, according to the occupancy information of the logical sections included in the first route and the train type approaching the first route, the route can be handled.

[0090] The route handling method of the present invention directly obtains the occupancy information of all logical sections determined according to the head and tail positions of the trains reported in real time from the ZC, without using trackside equipment. Subsequently, only based on the occupancy information of the logical sections, the route handling and signal opening can be realized, without the need to obtain the occupancy status of the physical sections based on the trackside equipment to realize the route handling and signal opening. While reducing the number of trackside equipment, the functions of route handling and signal opening can still be realized, ensuring the safe driving of trains. Description of the Drawings

[0091] By reading the detailed description of the preferred embodiments below, various other advantages and benefits will become clear to those of ordinary skill in the art. The drawings are only for the purpose of showing the preferred embodiments and are not considered to be a limitation of the present invention. Moreover, throughout the drawings, the same reference numerals are used to represent the same components. In the drawings:

[0092] Figure 1 is a flowchart of a route handling method according to an embodiment of the present invention;

[0093] Figure 2 is a flowchart of route handling for communication trains according to an embodiment of the present invention;

[0094] Figure 3 is a flowchart of route handling for non-communication trains according to an embodiment of the present invention;

[0095] Figure 4is a flow chart of unlocking the mainline interlocking according to an embodiment of the present invention;

[0096] Figure 5 The present invention is a block diagram of a device for route management according to an embodiment of the present invention. DETAILED DESCRIPTION

[0097] In order to make the above-mentioned purposes, features and advantages of the present invention more obvious and easy to understand, the present invention is further described in detail below in conjunction with the accompanying drawings and specific embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention, are only part of the embodiments of the present invention, not all of the embodiments, and are not used to limit the present invention.

[0098] The inventors have found that the current interlocking system of urban rail transit needs to determine whether the route can be successfully processed based on the physical section status or the logical section status when processing the route.

[0099] 1) For non-communication trains, the interlocking system needs to check whether all physical sections within the route and the protection section are idle when processing the route and opening the route start signal. Only when this condition and other interlocking conditions are met can the route be processed successfully / the route start signal can be opened.

[0100] 2) For communication trains, the interlocking system needs to check whether the first logical section in the route is free when processing the route and opening the route start signal. Only when this condition and other interlocking conditions are met can the route be processed successfully / the route start signal can be opened.

[0101] In the above 1), the physical section status within the route needs to be given by the trackside equipment; in the above 2), the occupancy status of the logical section is determined by the interlocking system sending the collected physical section status to the ZC, and the ZC then calculates the logical section status based on the train's reported position. Therefore, the logical section status also depends on the collection of the physical section status.

[0102] From the above, we can see that the current conditions for interlocking to handle routes and open signals are inseparable from the collection status of the physical section, that is, the secondary train occupancy detection equipment. Under this premise, the layout, installation, commissioning, and maintenance of the secondary train occupancy detection equipment must be considered in the design of the urban rail line, which poses challenges to the overall RAMS indicators of the signal system caused by the cost and workload indicators, and the reliability and maintainability of subsequent equipment; the data design of the signal system needs to divide the sections and set the routes according to the layout of the trackside equipment, which has great limitations. The points that violate the compilation principles due to the restrictions of the installation conditions also need special processing and risk assessment, which also increases the workload and reduces operability.

[0103] In the functional design of the signal system, the locking and unlocking states of sections need to be carried out according to the division method of physical sections, so that the locking operation is strongly bound to the layout and status of trackside equipment. Once a trackside equipment fails, it will seriously affect the normal locking and unlocking logic and require manual intervention, which greatly restricts the implementation of the fully automatic operation system.

[0104] In addition, for the renovation projects of some existing lines and some newly built tourist lines and municipal lines, due to reasons such as civil engineering restrictions or various considerations of the owner's requirements, the requirement of reducing or even canceling the secondary train occupancy detection equipment in non-switch areas has been clearly put forward. Therefore, the interlocking system needs to be able to realize the route setting and protection functions and ensure the safe driving of trains even under the condition of lacking the acquisition status of physical sections.

[0105] Based on the above research findings, the inventor creatively proposed a method for route handling and a main line interlocking system of the present invention. The technical solutions of the present invention will be described in detail below.

[0106] Refer to Figure 1 , which shows a flowchart of a method for route handling according to an embodiment of the present invention. The method includes:

[0107] Step 101: Obtain the approach information and virtual occupancy information of all routes from the area controller at a preset period. The virtual occupancy information is the occupancy information of all logical sections determined by the area controller according to the head and tail positions of the train reported in real time. The logical section is any logical section included in any route.

[0108] In the embodiment of the present invention, since there is no need for trackside equipment and the occupancy status of physical sections based on trackside equipment, it is necessary to determine the occupancy status of all routes by other means. The functions of the ZC mainly include: calculating the safe position of the train, sorting the trains in the area, updating the track occupancy status, sending a movement authorization to the train, a signal machine forced command, train registration, train deregistration, train management, database version comparison, clock synchronization, system seal alarm, and communication status monitoring, etc. The data interaction between the ZC and the train is generally realized by wireless communication.

[0109] Based on the above functions of the ZC, the ZC can calculate the envelope of the train according to the head and tail positions of the train reported in real time, and then determine the occupancy information of all logical sections. In the embodiment of the present invention, the so-called logical section refers to any logical section included in any route. A route may include multiple logical sections. The logical sections are generally divided into several virtual logical sections according to the operation requirements, and each section is set with a unique number. According to the use, it can be divided into: platform section, section in the interval, turnout section, etc.

[0110] In the embodiments of the present invention, for the division of all routes, all the lines in the area covered by the main line interlocking are divided into multiple routes at intervals of virtual or physical signal lights in the same direction; among them, the principle for setting virtual or physical signal lights is: virtual or physical signal lights are set in the turnout areas of all the lines in the area covered by the main line interlocking. Of course, if a more precise route division is required, outbound signal lights can also be set at each station, but inbound signal lights do not need to be set. In addition, reverse signal lights are set at the reversal positions, so that a more precise route division can be obtained.

[0111] Based on the above theory, it can be known that the virtual occupancy information in the embodiments of the present invention does not rely on secondary detection equipment, and the ZC directly obtains the virtual occupancy information of all routes. The specific method includes:

[0112] Step S1: When the area controller is powered on for the first time, according to the configuration information and the head and tail positions of the trains reported in real time, determine the occupancy information of all logical sections. The configuration information includes: the number of all trains.

[0113] In the embodiments of the present invention, information of all trains is stored in the ZC. When the ZC is powered on for the first time, it is necessary to confirm the position information of all trains. Therefore, the ZC can determine the occupancy information of all logical sections according to the configuration information and the head and tail positions of the trains reported in real time. Among them, the configuration information includes: the number of all trains. Only in this way can it be ensured that there is no omission of the position information of the trains.

[0114] Step S2: The area controller defines the train types of all trains according to whether it receives the head and tail positions of the trains reported in real time. The train types include: communication trains and non-communication trains. A communication train is a train that receives the head and tail positions, and a non-communication train is a train that does not receive the head and tail positions.

[0115] Step S3: The area controller determines the occupancy status of non-communication trains for the logical section corresponding to the last reported position of non-communication trains and the logical sections within the safe braking distance in front of the running direction of non-communication trains.

[0116] In the embodiments of the present invention, for all trains stored in the ZC, each train needs to interact with the ZC to report its own head and tail positions in real time. Suppose the ZC receives the head and tail positions of a train reported in real time, then the ZC defines it as a communication train and determines the occupancy status of the logical section corresponding to the position where the communication train is located.

[0117] Suppose the head and tail positions of a certain train or certain trains are not reported to the ZC in real time, or the head and tail positions of a certain train or certain trains are reported to the ZC in real time, but due to other factors, the ZC does not receive this position information. Then the ZC determines that the communication of this part of the trains is abnormal, defines the train type of this part of the trains as non - communication trains, and determines the occupancy information of the logical section corresponding to the last reported position of the non - communication trains, as well as the logical sections within the safe braking distance in front of the non - communication trains as the occupancy status of the non - communication trains.

[0118] For example: The ZC stores 10 trains. Among them, the ZC receives the real - time reported head and tail positions of 9 trains respectively. Then the ZC defines the train types of these 9 trains as communication trains, and determines the occupancy information of the logical sections corresponding to the respective positions of these 9 trains as the occupancy status of the communication trains. However, the ZC does not receive the real - time reported head and tail positions of the 10th train. Then the ZC defines the train type of the 10th train as a non - communication train, and determines the occupancy information of the logical section corresponding to the last reported position of the 10th train, as well as the logical sections within the safe braking distance in front of the 10th train as the occupancy status of the non - communication trains.

[0119] Step S4: If the area controller cannot confirm whether there is a train occupancy in any logical section, then determine the occupancy information of this logical section as a fault occupancy status.

[0120] Step S5: After the area controller determines the occupancy status of communication trains, non - communication trains, and fault occupancy status based on the number of all trains, determine the occupancy information of the remaining logical sections as the idle status.

[0121] In the embodiment of the present invention, if the ZC, due to various reasons, cannot confirm whether there is a train occupancy in a certain logical area, that is, when the ZC cannot confirm whether there is a train occupancy in any logical section, then determine the occupancy information of this logical section as a fault occupancy status. After determining the occupancy status of communication trains, non - communication trains, and fault occupancy status in all logical sections, the ZC then determines the occupancy information of the remaining logical sections as the idle status according to the number of all trains.

[0122] It should be noted that during the entire operation of the urban rail transit, three situations may occur:

[0123] 1. It is possible that a certain train that was originally a communication train later becomes a non - communication train; hereinafter, a certain train mentioned throughout the text refers to one train or multiple trains.

[0124] 2. It is possible that a certain train that was originally a non - communication train later becomes a communication train.

[0125] 3. It is possible that a certain train remains a non - communicating train and does not become a communicating train.

[0126] If the first situation occurs, the ZC determines a certain train as a non - communicating train according to step S3, and determines the occupancy information of the logical section corresponding to the last reported position of the train and the logical sections within the safe braking distance ahead of its operation as the occupied state of the non - communicating train.

[0127] If the second situation occurs, it indicates that a certain train has resumed reporting the head and tail positions in real - time. Then, the ZC determines the occupancy information of the logical sections not within the envelope of the train as the idle state and the occupancy information of the logical sections within the envelope of the train as the occupied state of the communicating train according to the reported head and tail positions after the train resumes reporting the head and tail positions in real - time.

[0128] If the third situation occurs, it indicates that a certain train has not resumed reporting the head and tail positions in real - time. After a train of the communicating train type passes through the logical section in the non - communicating train occupied state again, the ZC determines the occupancy information of the logical section in the non - communicating train occupied state as the idle state. It can be understood that, assuming that in a certain cycle, the ZC determines a certain train as a non - communicating train and determines a certain logical section (assumed to be the 1# logical section) as the occupied section of the train. Since the train has not resumed reporting the head and tail positions in real - time, then in a subsequent cycle, the train may no longer occupy the 1# logical section. When a train of the communicating train type passes through the 1# logical section again, the ZC determines the occupancy information of the 1# logical section as the idle state.

[0129] In addition, for the third situation, it is also possible to manually confirm by the staff that the 1# logical section is not occupied, and then manually make the ZC change the occupancy information of the 1# logical section to the idle state. For the logical section with the occupancy information of the fault - occupied state, the ZC can also be made to re - determine the occupancy information of the logical section manually. Of course, it is also possible to use a train of the communicating train type to pass through the logical section in the fault - occupied state again, and then determine the occupancy information of the logical section in the fault - occupied state as the idle state.

[0130] After the ZC obtains the virtual occupancy information of all routes through the above steps S1 - S5, when the main - line interlocking system handles the route, it only needs to obtain the approach information and virtual occupancy information of all routes from the area controller at a preset cycle, instead of using track - side equipment anymore.

[0131] Step 102: Receive the handling command.

[0132] In the embodiment of the present invention, during the operation of the urban rail transit, the main line interlocking obtains the approach information of each route from the ZC. When a certain train approaches a certain route, the main line interlocking will receive a handling order, and this handling order is the order for the main line interlocking to handle the route for this train.

[0133] Step 103: According to the handling order, determine the occupancy information of the logical sections included in the first route among all routes.

[0134] In the embodiment of the present invention, after the main line interlocking receives the handling order, it can determine the occupancy information of the logical sections included in the first route among all routes according to the handling order. Specifically:

[0135] The main line interlocking queries the route identification number of the first route according to the handling order; when a train of the urban rail transit runs on the line within the coverage area of the main line interlocking and approaches a certain route, this certain route being approached is the first route, and the main line interlocking can query the route identification number of the first route according to the handling order. Then, according to the route identification number, obtain the logical section identification numbers of all logical sections included in the first route; since the occupancy information of all logical sections has been obtained from the ZC, the main line interlocking can finally determine the occupancy information of all logical sections included in the first route according to the logical section identification numbers.

[0136] Step 104: Perform route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route.

[0137] In the embodiment of the present invention, after the main line interlocking determines the occupancy information of all logical sections included in the first route, it is also necessary to combine the train type approaching the first route before route handling can be performed. Different train types have different route handling methods. Specifically, it includes the following steps:

[0138] Step V1: Determine the occupancy information of all logical sections included in the first route;

[0139] Step V2: When the occupancy information of any logical section included in the first route is in a fault occupancy state, the result of route handling is a failure;

[0140] Step V3: When the occupancy information of the first logical section among all logical sections included in the first route is in a communication train occupancy state or a non-communication train occupancy state, the result of route handling is a failure.

[0141] In the embodiments of the present invention, for all the logical sections included in the first route, the main line interlocking only needs to determine that the occupancy information of any one of the logical sections is in the failure occupancy state, then the route setting cannot be performed, that is, the result of route setting is a failure. If the occupancy information of all the logical sections included in the first route is not in the failure occupancy state, since the train approaching the first route will surely occupy the first logical section among all the logical sections included in the first route, it is necessary to determine the occupancy information of the first logical section. If the occupancy information of the first logical section is in the state of occupied by a communication train or occupied by a non-communication train, then the route setting cannot be performed either, that is, the result of route setting is a failure.

[0142] Step V4: When the occupancy information of the first logical section is in the idle state, determine the interlocking conditions;

[0143] Step V5: When the interlocking conditions do not meet the preset conditions, the result of route setting is a failure. The preset conditions include any one of the following: the platform screen doors of the platform included in the first route are in the closed state, and the emergency closing button of the platform screen doors is not activated;

[0144] Step V6: When the interlocking conditions meet the preset conditions, in combination with the train type of the train approaching the first route, perform route setting, open the starting signal of the first route, and lock the first logical section.

[0145] In the embodiments of the present invention, the main line interlocking determines whether the interlocking conditions meet the preset conditions only after determining that the occupancy information of the first logical section is in the idle state. The so-called preset conditions include any one of the following: the platform screen doors of the platform included in the first route are in the closed state, and the emergency closing button of the platform screen doors is not activated. Of course, according to actual requirements, the preset conditions may also include other conditions, and the embodiments of the present invention do not make specific limitations on this.

[0146] If the interlocking conditions do not meet the preset conditions, then the route setting cannot be performed either, that is, the result of route setting is a failure. And when the interlocking conditions meet the preset conditions, the route setting can be performed on the train approaching the first route. Since the train type of the train approaching the first route may be a communication train or a non-communication train, and the route setting methods for the two are different, it is necessary to combine the train type of the train approaching the first route to perform route setting. After route setting, open the starting signal of the first route and lock the first logical section.

[0147] For a communication train, when the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is a communication train, the route setting can be directly performed, the starting signal of the first route can be opened, and the first logical section can be locked.

[0148] For non - communication trains, when the interlocking conditions meet the preset conditions and the train type of the train approaching the first route is a non - communication train, since this non - communication train cannot communicate, it is necessary to bind the first route with the identification number of the non - communication train; then, perform route handling for the non - communication train after the identification number binding, open the starting signal of the first route, and lock the first logical section.

[0149] The above - mentioned method for handling communication train routes can be clearly expressed with reference to Figure 2 the handling flow chart shown; the method for handling non - communication train routes can be clearly expressed with reference to Figure 3 the handling flow chart shown.

[0150] Figure 2 In [reference], first, the main - line interlocking periodically obtains the approach information of each route and the occupancy information of all logical sections from the ZC. When receiving a handling command, it queries the route ID and the IDs of all logical sections included in this route. Then, it judges whether there is a fault - occupancy state in the occupancy information of all logical sections within this route. If there is, the route handling fails.

[0151] If not, it continues to judge whether the occupancy information of the first logical section of this route is in the idle state. If it is not in the idle state, the route handling fails. If it is in the idle state, it further judges whether other interlocking conditions meet the preset conditions. If they do not meet the preset conditions, the route handling fails. If they meet the preset conditions, the communication train successfully handles the route, opens the starting signal of the route, and locks the corresponding first logical section.

[0152] Figure 3 In [reference], first, the main - line interlocking periodically obtains the approach information of each route and the occupancy information of all logical sections from the ZC. When receiving a handling command, it queries the route ID and the IDs of all logical sections included in this route. Then, it judges whether there is a fault - occupancy state in the occupancy information of all logical sections within this route. If there is, the route handling fails.

[0153] If not, it continues to judge whether the occupancy information of the first logical section of this route is in the idle state. If it is not in the idle state, the route handling fails. If it is in the idle state, it further judges whether other interlocking conditions meet the preset conditions. If they do not meet the preset conditions, the route handling fails. If they meet the preset conditions, it is also necessary to bind this route with the ID of the non - communication train. After binding, the non - communication train successfully handles the route, opens the starting signal of the route, and locks the corresponding first logical section.

[0154] It is understandable that for urban rail transit, after the route is successfully set up, the corresponding logical section will be locked. When the train no longer occupies this logical section and all unlocking conditions are met, this logical section naturally needs to be unlocked. The specific unlocking method includes the following steps:

[0155] Step T1: Determine whether the first route meets the unlocking conditions at a preset period;

[0156] Step T2: When the unlocking conditions are met, determine the attribute of the first route. The attributes include: communication train route, non-communication train route;

[0157] Step T3: When the attribute is a communication train route, unlock it according to the interlocking three-point check logic.

[0158] In the embodiment of the present invention, for unlocking, the main line interlocking also determines whether the first route meets the unlocking conditions at a preset period. When the unlocking conditions are met, since the unlocking methods for communication trains and non-communication trains are different, it is necessary to determine the attribute of the first route. The attributes include: communication train route, non-communication train route. For communication trains, they can be directly unlocked according to the existing interlocking three-point check logic.

[0159] Step T4: When the attribute is a non-communication train route, determine whether an artificial unlocking instruction is received;

[0160] Step T5: When an artificial unlocking instruction is received, after a preset time delay, send an unlocking application message to the zone controller;

[0161] Step T6: Receive a message indicating that unlocking is not allowed, then the unlocking of the first route fails. The message indicating that unlocking is not allowed is sent by the zone controller when it determines that the occupancy information of any logical section of the first route is not in the idle state;

[0162] Step T7: Receive a message indicating that unlocking is allowed, and unlock the first route. The message indicating that unlocking is allowed is sent by the zone controller when it determines that the occupancy information of all logical sections of the first route is in the idle state.

[0163] In the embodiment of the present invention, for non-communication trains, since they cannot communicate, manual intervention is required. The main line interlocking needs to determine whether an artificial unlocking instruction is received. If an artificial unlocking instruction is received, after a preset time delay, an unlocking application message is sent to the ZC. This delay is to wait for the operator to confirm again whether the artificial unlocking instruction was sent by mistake. If it was sent by mistake, it can be withdrawn in time. If it was not sent by mistake, after the preset time, the main line interlocking will send the unlocking application message to the ZC.

[0164] After the ZC receives the application for unlocking information, it determines the occupancy information of all the logical sections of the first route. If the occupancy information of any logical section is not in the idle state, the ZC sends information not allowing unlocking to the main line interlocking; only when the occupancy information of all logical sections is in the idle state, will the ZC send information allowing unlocking to the main line interlocking.

[0165] When the main line interlocking receives the information not allowing unlocking, it cannot unlock the first route, and naturally the unlocking of the first route fails. When the main line interlocking receives the information allowing unlocking, it can unlock the first route, and the unlocking of the first route is successful.

[0166] Step T8: Without receiving the manual unlocking instruction, obtain the departure information of the train approaching the first route after the identification number is bound from the area controller. The departure information includes: has departed, has not departed;

[0167] Step T9: If the departure information is has not departed, the unlocking of the first route fails;

[0168] Step T10: If the departure information is has departed, send an application for unlocking information to the area controller;

[0169] Step T11: Receive the information not allowing unlocking, then the unlocking of the first route fails;

[0170] Step T12: Receive the information allowing unlocking and unlock the first route.

[0171] In the embodiment of the present invention, based on the requirements of automated operation, assuming that the main line interlocking does not receive the manual unlocking instruction, the main line interlocking can also obtain the departure information of the train approaching the first route after the identification number is bound from the ZC, that is, the non - communication train. The departure information includes: has departed, has not departed; if the departure information is has not departed, it indicates that the non - communication train has not departed and still occupies the first logical section, and naturally the first route cannot be unlocked and the unlocking fails. If the departure information is has departed, it indicates that the non - communication train has departed and no longer occupies the first logical section, then the main line interlocking sends an application for unlocking information to the ZC. The same as the unlocking method of the communication train mentioned above, when the main line interlocking receives the information not allowing unlocking, it cannot unlock the first route, and naturally the unlocking of the first route fails. When the main line interlocking receives the information allowing unlocking, it can unlock the first route, and the unlocking of the first route is successful.

[0172] The above route unlocking method can be referred to Figure 4 clearly expressed in the unlocking flow chart shown. Figure 4Among them, first, it is periodically determined whether the route meets the unlocking conditions; if not, the process ends; if so, it is determined whether the attribute of the route is a non - communication train. If it is not a non - communication train, it is unlocked section by section according to the known three - point inspection logic; if it is a non - communication train, it is determined whether an artificial unlocking instruction is received.

[0173] If an artificial unlocking instruction is received, after a preset delay time, an unlocking application message is sent to the ZC. After that, if an unlocking permission message is received, the route is unlocked; if a non - unlocking permission message is received, the route unlocking fails.

[0174] If no artificial unlocking instruction is received, the departure information of the non - communication train is obtained from the ZC to determine whether the non - communication train has departed. If it has not departed, the route unlocking fails; if it has departed, an unlocking application message is sent to the ZC again. After that, if an unlocking permission message is received, the route is unlocked; if a non - unlocking permission message is received, the route unlocking fails.

[0175] In summary, for the route handling method provided by the present invention, the occupancy information of all logical sections determined directly from the head and tail positions of the train reported in real - time by the ZC is obtained without using trackside equipment. Subsequently, the main - line interlocking only needs to be based on the occupancy information of the logical sections and combine the train types of the trains approaching the route to achieve route handling and signal opening, without the need to be based on the occupancy status of the physical sections obtained from trackside equipment to achieve route handling and signal opening. Similarly, when unlocking, the information required for unlocking is also obtained based on the ZC, and trackside equipment is also not required. While reducing the number of trackside equipment, the functions of route handling and signal opening can still be achieved, ensuring the safe operation of the train. In addition, reducing the number of trackside equipment naturally reduces the relevant signals and simplifies the control logic of the main - line interlocking for generating signals based on trackside equipment, reduces the computing requirements, indirectly improves the overall reliability and automation level of the main - line interlocking system, and reduces the maintenance difficulty and cost.

[0176] Based on the above - mentioned route handling method, an embodiment of the present invention also proposes a route handling device. Refer to Figure 5 , which shows a block diagram of a route handling device according to an embodiment of the present invention. The device includes:

[0177] An occupancy information acquisition module 510, configured to obtain the approach information and virtual occupancy information of all routes from the area controller at a preset period. The virtual occupancy information is the occupancy information of all logical sections determined by the area controller according to the head and tail positions of the train reported in real - time, and the logical section is any logical section included in any route;

[0178] A command receiving module 520, configured to receive a handling command;

[0179] The route information determination module 530 is configured to determine the occupancy information of the logical sections included in the first route among all routes according to the handling order;

[0180] The handling module 540 is configured to perform the route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route.

[0181] Optionally, the route information determination module 530 includes:

[0182] The query sub-module is configured to query the route identification number of the first route according to the handling order;

[0183] The acquisition sub-module is configured to acquire the logical section identification numbers of all logical sections included in the first route according to the route identification number;

[0184] The occupancy information determination sub-module is configured to determine the occupancy information of all logical sections included in the first route according to the logical section identification numbers.

[0185] Optionally, the handling module 540 includes:

[0186] The all-occupancy information determination sub-module is configured to determine the occupancy information of all logical sections included in the first route;

[0187] The result sub-module is configured to, when the occupancy information of any logical section included in the first route is in the fault occupancy state, the result of the route handling is a failure;

[0188] The result module is further configured to, when the occupancy information of the first logical section among all logical sections included in the first route is in the communication train occupancy state or the non-communication train occupancy state, the result of the route handling is a failure;

[0189] The condition determination sub-module is configured to determine the interlocking condition when the occupancy information of the first logical section is in the idle state;

[0190] The result sub-module is further configured to, when the interlocking condition does not meet the preset conditions, the result of the route handling is a failure, and the preset conditions include: the platform doors of the train approaching the first route are in the closed state, and the emergency shutdown button of the train approaching the first route is not activated;

[0191] The handling sub-module is configured to, when the interlocking condition meets the preset conditions, perform the route handling in combination with the train type approaching the first route, open the starting signal of the first route, and lock the first logical section.

[0192] Optionally, the processing sub-module is specifically configured to:

[0193] When the interlocking condition meets the preset condition and the train type of the train approaching the first route is the communication train, perform the route processing, open the starting signal of the first route, and lock the first logic section;

[0194] When the interlocking condition meets the preset condition and the train type of the train approaching the first route is the non-communication train, bind the first route to the identification number of the train approaching the first route;

[0195] Perform the route processing on the train approaching the first route after the identification number is bound, open the starting signal of the first route, and lock the first logic section.

[0196] Optionally, the device further includes:

[0197] An unlocking condition determination module, configured to determine whether the first route meets the unlocking condition at the preset period;

[0198] An attribute determination module, configured to determine the attribute of the first route when the unlocking condition is met, where the attribute includes: a communication train route and a non-communication train route;

[0199] A first unlocking module, configured to perform unlocking according to the interlocking three-point check logic when the attribute is the communication train route;

[0200] An unlocking instruction determination module, configured to determine whether an artificial unlocking instruction is received when the attribute is the non-communication train route;

[0201] An unlocking information sending module, configured to send an unlocking application information to the area controller after a preset time delay when the artificial unlocking instruction is received;

[0202] A first receiving module, configured to receive the unlocking not allowed information, then the unlocking of the first route fails, and the unlocking not allowed information is sent by the area controller when it determines that the occupancy information of any logic section of the first route is not in the idle state;

[0203] A second receiving module, configured to receive the unlocking allowed information and unlock the first route, where the unlocking allowed information is sent by the area controller when it determines that the occupancy information of all logic sections of the first route is in the idle state.

[0204] Optionally, the device further includes:

[0205] The departure information acquisition module is used to obtain the departure information of the train approaching the first route after the identification number is bound from the area controller when the manual unlocking instruction is not received. The departure information includes: departed, not departed.

[0206] The result module is further used to, if the departure information is "not departed", the unlocking of the first route fails.

[0207] The departure unlocking information module is used to, if the departure information is "departed", send the application unlocking information to the area controller.

[0208] Optionally, the device further includes: a route division module;

[0209] The route division module is used to divide all the lines in the main line interlocking coverage area into multiple routes at intervals of virtual or physical signal lights in the same direction. Among them, the principle for setting the virtual or physical signal lights is: in the turnout area of all the lines in the main line interlocking coverage area, set the virtual or physical signal lights.

[0210] Optionally, the device further includes: a setting module;

[0211] The setting module is used to set a secondary occupancy detection device or a radio frequency identification device at the boundary between the main line interlocking and the depot interlocking. The secondary occupancy detection device or the radio frequency identification device is used to identify the train entering the main line interlocking coverage area.

[0212] Based on the above method for route handling, an embodiment of the present invention further provides a main line interlocking system, which includes: a computer interlocking subsystem, and the computer interlocking subsystem is used to execute the method for route handling in any one of the above steps 101 to 104.

[0213] It should also be noted that in this article, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method including a series of elements not only includes those elements, but also includes other elements not explicitly listed, or also includes elements inherent to this process, method.

[0214] The embodiments of the present invention have been described above in conjunction with the accompanying drawings. However, the present invention is not limited to the above specific embodiments. The above specific embodiments are merely illustrative rather than restrictive. Under the inspiration of the present invention, those of ordinary skill in the art can also make many forms without departing from the purpose of the present invention and the scope protected by the claims. All of these are within the protection scope of the present invention.

Claims

1. A method for route handling, characterized in that The method includes: Obtaining approach information and virtual occupancy information of all routes from a regional controller at a preset period. The virtual occupancy information is the occupancy information of all logical sections determined by the regional controller according to the head and tail positions of the train reported in real time. The logical section is any logical section included in any route. Receiving a handling command. Determining the occupancy information of the logical sections included in the first route among all routes according to the handling command. Performing route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route. The train type includes: communication trains and non-communication trains. The method further includes: When the interlocking condition meets the preset condition and the train type of the train approaching the first route is a communication train, performing route handling on the communication train, opening the starting signal of the first route, and locking the first logical section among all logical sections included in the first route. When the interlocking condition meets the preset condition and the train type of the train approaching the first route is a non-communication train, binding the first route with the identification number of the train approaching the first route, performing route handling on the bound non-communication train, opening the starting signal of the first route, and locking the first logical section among all logical sections included in the first route.

2. The method according to claim 1, characterized in that, Before obtaining the virtual occupancy information of all routes from the regional controller, the method further includes: When the regional controller is powered on for the first time, determining the occupancy information of all logical sections according to the configuration information and the head and tail positions of the train reported in real time. The configuration information includes: the number of all trains. The regional controller defines the train type of all trains according to whether the head and tail positions of the train are reported in real time. The train type includes: communication trains and non-communication trains. The communication train is a train that has received the head and tail positions, and the non-communication train is a train that has not received the head and tail positions. The regional controller determines the occupancy information of the logical section corresponding to the position of the communication train as the occupancy state of the communication train. The regional controller determines the occupancy information of the logical section corresponding to the last reported position of the non-communication train and the logical sections within the safe braking distance in front of the non-communication train as the occupancy state of the non-communication train. If the regional controller cannot confirm whether there is a train occupancy in any logical section, the occupancy information of this logical section is determined as the fault occupancy state. After determining the communication train occupancy state, the non-communication train occupancy state, and the fault occupancy state according to the number of all trains, the regional controller determines the occupancy information of the remaining logical sections as the idle state.

3. The method according to claim 1, characterized in that, Determining the occupancy information of the logical sections included in the first route among all routes according to the handling command includes: Querying the route identification number of the first route according to the handling command. Obtaining the logical section identification numbers of all logical sections included in the first route according to the route identification number. Determine the occupancy information of all logical sections included in the first route according to the logical section identification number.

4. The method according to claim 2, characterized in that, Perform the route handling according to the occupancy information of the logical sections included in the first route and the train type approaching the first route, including: Determine the occupancy information of all logical sections included in the first route; When the occupancy information of any logical section included in the first route is in the faulty occupancy state, the result of performing the route handling is a failure; When the occupancy information of the first logical section among all logical sections included in the first route is in the communication train occupancy state or the non-communication train occupancy state, the result of performing the route handling is a failure; When the occupancy information of the first logical section is in the idle state, determine the interlocking conditions; When the interlocking conditions do not meet the preset conditions, the result of performing the route handling is a failure, and the preset conditions include any one of the following: the platform doors of the platform included in the first route are in the closed state, the emergency closing button of the platform doors is not activated; When the interlocking conditions meet the preset conditions, perform the route handling in combination with the train type approaching the first route, open the starting signal of the first route, and lock the first logical section.

5. The method according to claim 4, wherein After opening the starting signal of the first route and locking the first logical section, the method further includes: Determine whether the first route meets the unlocking conditions at the preset period; When the unlocking conditions are met, determine the attribute of the first route, and the attribute includes: communication train route, non-communication train route; When the attribute is the communication train route, perform unlocking according to the interlocking three-point check logic; When the attribute is the non-communication train route, determine whether an artificial unlocking instruction is received; When the artificial unlocking instruction is received, after a preset time delay, send an unlocking application message to the area controller; If the unlocking not allowed message is received, the unlocking of the first route fails, and the unlocking not allowed message is sent by the area controller when it determines that the occupancy information of any logical section of the first route is not in the idle state; If the unlocking allowed message is received, unlock the first route, and the unlocking allowed message is sent by the area controller when it determines that the occupancy information of all logical sections of the first route is in the idle state.

6. The method according to claim 5, wherein After determining whether an artificial unlocking instruction is received when the attribute is the non-communication train route, the method further includes: When the artificial unlocking instruction is not received, obtain the departure information of the train approaching the first route after the identification number is bound from the area controller, and the departure information includes: departed, not departed; If the departure information is not departed, the unlocking of the first route fails; If the departure information is departed, send the unlocking application message to the area controller; If the unlocking not allowed message is received, the unlocking of the first route fails; Receive the permitted unlocking information and unlock the first route.

7. The method according to claim 2, wherein After the area controller determines the occupancy information of the logical section corresponding to the last reported position of the non - communicating train and the logical sections within the safe braking distance ahead of the non - communicating train as the occupancy state of the non - communicating train, the method further includes: If the non - communicating train has never resumed reporting the positions of the head and tail in real - time, after a train of the communication train type passes through the logical section of the occupancy state of the non - communicating train again, the area controller determines the occupancy information of the logical section of the occupancy state of the non - communicating train as the idle state; If the non - communicating train resumes reporting the positions of the head and tail in real - time, the area controller determines the occupancy information of the logical sections not within the envelope of the non - communicating train as the idle state according to the positions of the head and tail reported after the non - communicating train resumes reporting the positions of the head and tail in real - time.

8. The method according to claim 1, wherein The method for dividing all the routes is as follows: Divide all the lines in the area covered by the main - line interlocking into multiple routes at intervals of virtual or physical signal lights in the same direction; Among them, the principle for setting the virtual or physical signal lights is: set the virtual or physical signal lights in the turnout areas of all the lines in the area covered by the main - line interlocking.

9. The method according to claim 1, wherein At the boundary between the main - line interlocking and the depot interlocking, set secondary occupancy detection equipment or radio frequency identification equipment, and the secondary occupancy detection equipment or the radio frequency identification equipment is used to identify the trains entering the area covered by the main - line interlocking.

10. A main line interlocking system, characterized in that, The main - line interlocking system includes: a computer - based interlocking subsystem, and the computer - based interlocking subsystem is used to execute the route handling method as described in any one of claims 1 - 9.

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