Train turning back method and train turning back control device

Abstract

The present application discloses a train reversal method and a control device for train reversal. Two-way signals are arranged on both sides of the train track so that the train track has a forward route and a reverse route in opposite directions. The reversal method includes: sending a control instruction for reversing in the forward route; dividing the train track into a section where the train passes and a section where the train is located; judging whether the section where the train passes meets the reversal condition; locking the section where the train is located and the section where the train passes in accordance with the reversal direction when the reversal condition is met; and controlling the train to run along the reverse route and leave the track. The reversal method and the control device perform special processing on specific scenarios without changing most of the functional logic and principles of the conventional interlocking unit, thereby achieving support and safety protection for reversal at any position.

Description

Technical Field

[0001] The present invention relates to the field of train control, and in particular to a train reversal method and a train reversal control device. Background Art

[0002] When a train needs to change its direction on the track, it should go through a reversal route. After the inspection conditions for the reverse route are met, the process is successful and the reversal signal is opened, and then the train can be controlled to turn around.

[0003] The current reversal method first requires that the positions and paths on the line where trains are allowed to reversal be specified during line design. Once determined and implemented in the data configuration, they cannot be changed. Secondly, when the reversal function is used in operation, the reversal plan needs to be determined in advance (also limited by the fixed reversal path and reversal position) to ensure that the train triggers the reversal at the specified position according to certain rules, so that the running direction can be successfully reversed. Furthermore, because each reversal requires the coordination of the reversal rail and the reverse route, the position of the reversal rail can only be in the last section of the forward route and the section outside the reverse route, which further limits the choice of the reversal position and the freedom of route configuration. Summary of the invention

[0004] Aiming at the problem that the return function in the prior art has too many restrictions and complicated configuration, and cannot meet the requirements of the scenario of rail transit return at any position, the present invention provides a train return method.

[0005] Two-way signals are arranged on both sides of the train track so that the train track has a forward route and a reverse route in opposite directions. The train track includes a section where the train passes and a section where the train is located. The turning back method includes:

[0006] Send a control command to return within the forward route;

[0007] Determine whether the section passed by the train meets the return condition;

[0008] When the reversal condition is met, the reversal direction of the section where the train is located and the section where the train has passed are locked;

[0009] The train is controlled to run along the reverse route and leave the track.

[0010] Optionally, the bidirectional signal includes a forward signal and a reverse signal.

[0011] Optionally, the reverse signal is a virtual signal.

[0012] Optionally, the track further includes a section in front of the train, and the return method further includes:

[0013] When the reversing condition is met, the reversing direction of the section where the train is located and the section where the train has passed are locked, while the section in front of the train maintains the original locking direction unchanged.

[0014] Optionally, controlling the train to run along the reverse route and leave the track includes:

[0015] Calculate the turnaround authorization based on the locking status of each section and the train running direction;

[0016] Control the train to move along the reverse route and leave the forward route according to the return movement authorization; or

[0017] The train is manually controlled to move along the reverse route and away from the forward route according to the locking status of each section and the running direction of the train.

[0018] Optionally, after controlling the train to move along the reverse route and leave the forward route according to the reversing movement authorization, the reversing method further includes:

[0019] Determine whether the section where the train passes, the section where the train is located, and the section ahead of the train are all in an idle state;

[0020] If it is in an idle state, unlocking the section that the train has passed, the section where the train is located, and the section ahead of the train;

[0021] If in the occupied state, the section where the train passes, the section where the train is located and the section in front of the train are kept locked.

[0022] Optionally, before locking the turning direction of the section where the train is located and the section where the train has passed, the turning method further includes:

[0023] Determining whether the section through which the train passes contains a turnout;

[0024] If the section where the train passes does not contain a turnout, the turning direction of the section where the train is located and the section where the train passes are directly locked;

[0025] If the section where the train passes includes a switch, after the switch is moved to the target position, the return direction of the section where the train is located and the section where the train passes are locked.

[0026] Optionally, before locking the turning direction of the section where the train is located and the section where the train has passed, the turning method further includes:

[0027] Check and confirm that the section through which the train passes is not occupied and locked; and / or check for conditions that make the section through which the train passes inaccessible without human intervention; and / or confirm that there are no trackside equipment failures on both sides of the track or that the trackside equipment is in a state that does not allow passage.

[0028] The present application also provides a control device for train return, the control device comprising a bidirectional signal, an automatic train supervision unit, an interlocking unit and a control device:

[0029] Wherein, the bidirectional signal with forward and reverse directions is arranged on both sides of the train running track, so that the track has a forward approach and a reverse approach in opposite directions;

[0030] The automatic train supervision unit is configured to receive a control instruction for turning back within a forward route;

[0031] The interlocking unit is configured to divide the track into a section where the train passes and a section where the train is located; and determine whether the section where the train passes meets the reversing condition, and when the reversing condition is met, lock the section where the train is located and the section where the train passes in the reversing direction;

[0032] The control device is configured to control the train to move along the reverse route and away from the forward route.

[0033] Optionally, the control device includes a regional controller and a vehicle controller;

[0034] The zone controller is configured to calculate the turnaround movement authorization based on the locking status of each section and the train running direction;

[0035] The onboard controller is configured to control the train to move along the reverse route and away from the forward route according to the return movement authorization; or

[0036] The on-board controller is configured to manually control the train to move along the reverse route and away from the forward route.

[0037] The present application provides a train reversal method and control device, which enables the route to have the ability to run in both directions without increasing the cost of the signal machine, and no longer requires the configuration of the reversal route and reversal rail, thereby reducing the workload of data configuration. The reversal method and the control device perform special processing on specific scenarios without changing most of the functional logic and principles of the conventional interlocking unit, thereby achieving support and safety protection for reversal at any position.

[0038] The advantage of the present application is that the return method and control device will not affect the general route processing and unlocking logic, remove the restriction of the return position, and do not need to change the normal function of the control device, so as to achieve the functional purpose with minimal modification. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] The following drawings of the present invention are used as part of the present invention for understanding the present invention. The drawings show embodiments of the present invention and their descriptions, and are used to explain the train return method on the track of the present invention. In the drawings,

[0040] Figure 1 A schematic diagram of a flow chart of a train return method in one embodiment of the present invention;

[0041] Figure 2 A flowchart of a train return method in another embodiment of the present invention;

[0042] Figure 3 It is a schematic diagram of the pre-processing of the train inward folding method in the forward route in another embodiment of the present invention;

[0043] Figure 4 It is a schematic diagram of a train turning back in a forward route in another embodiment of the present invention;

[0044] Figure 5 It is a schematic diagram of the train turning back in the forward route in another embodiment of the present invention. DETAILED DESCRIPTION

[0045] In the following description, a large number of specific details are provided to provide a more thorough understanding of the present invention. However, it is apparent to those skilled in the art that the present invention can be implemented without one or more of these details. In other examples, in order to avoid confusion with the present invention, some technical features well known in the art are not described.

[0046] It should be understood that the present invention can be implemented in different forms and should not be construed as being limited to the embodiments presented herein. On the contrary, providing these embodiments will make the disclosure thorough and complete, and will fully convey the scope of the present invention to those skilled in the art. In the accompanying drawings, the sizes and relative sizes of layers and regions may be exaggerated for clarity.

[0047] The purpose of the terms used herein is only to describe specific embodiments and is not intended to be limiting of the present invention. When used herein, the singular forms "a", "an" and "said / the" are also intended to include plural forms, unless the context clearly indicates otherwise. It should also be understood that the terms "consisting of" and / or "comprising", when used in this specification, determine the presence of the features, integers, steps, operations, but do not exclude the presence or addition of one or more other features, integers, steps, operations and / or groups. When used herein, the term "and / or" includes any and all combinations of the relevant listed items.

[0048] In order to fully understand the present invention, a detailed structure will be presented in the following description to illustrate the technical solution proposed by the present invention. The preferred embodiments of the present invention are described in detail below, but in addition to these detailed descriptions, the present invention may also have other implementations.

[0049] At present, in the existing signal system logic, Computer Interlocking (CI) monitors and manages all trackside equipment, confirms whether the route meets the passing conditions through the safety interlocking logic, and thus ensures the safety of driving. Its route locking / unlocking / opening and section locking / unlocking functions are necessary functions to ensure the safety of train driving; the zone controller (ZC) calculates the movement authorization, which depends on the route status and direction of CI and the locking status and direction of the section; the vehicle on-board controller (VOBC) controls the vehicle and depends on the movement authorization of ZC, so CI is the basis of the train control system. Therefore, in the scenario of the train turning back, CI can successfully handle the corresponding turning in and reverse route, and at the same time set the locking direction of all sections in the reverse route and the locking direction of the reversing track to the turning direction. Whether the section and route can be correctly unlocked during the subsequent train movement will be the key to whether the train can successfully turn back.

[0050] In the general return process, the CI processing steps mainly include:

[0051] 1. Accept the route handling command from the Automatic Train Supervision System (ATS), handle the forward route, lock all sections in the route to the forward route direction, and open the forward route signal;

[0052] 2. When the train enters the forward route, CI normally closes the fold-in signal and uses the three-point check logic to unlock the section that the train has passed;

[0053] 3. After the train reaches the reversing track, ATS sends a reverse route processing command to CI;

[0054] 4. After receiving the order to process the reverse route, CI, in addition to checking the normal inspection conditions of the reverse route, also needs to retrieve the interlocking table to check whether the route has the return attribute and whether the corresponding return track section is occupied by the train.

[0055] 5. If all inspection conditions are met, proceed with the reverse route and open the start signal of the reverse route;

[0056] 6. After the signal is released, the locking direction of the track section occupied by the train to be turned back (i.e. the turning track) is reversed so that its locking direction is consistent with the reverse approach direction;

[0057] 7. The train enters the reverse route, and the reversing track is unlocked after the train leaves, and the reversal is completed.

[0058] The above steps and logic greatly limit the freedom of return and the complexity of data configuration, which brings many inconveniences to operational adjustments and emergency handling. The specific analysis is as follows:

[0059] (1) From 4, we can see that the train reversing position is fixed on the reversing track and needs to be configured in the data in advance. In combination with 3, we know that the occupancy condition must be met before the train can reversal;

[0060] (2) From 2 and 6, it can be seen that the return rail must be configured in the last section of the forward route. Otherwise, after the train turns back, the section in the forward route that has not been passed by the train will remain locked and cannot be automatically unlocked;

[0061] (3) From 6, it can be seen that the reversing rail must be configured in the first section outside the reverse route. Otherwise, after the train turns back, there will be an unlocked section between the front of the train and the beginning of the reverse route, which will affect the running of subsequent trains.

[0062] (4) From the above (1)(2)(3), it can be seen that the train's turning position is linked to the configuration. Because the route contains multiple sections, the train's turning position will not be in most positions of the route, which greatly limits the freedom of turning.

[0063] In summary, the existing return function has too many restrictions and cumbersome configuration, and cannot meet the requirements of rail transit to return to any location. When an emergency occurs at the platform ahead of the train and the train cannot enter the station, the train will not be able to return to the previous platform to clear passengers as normal, causing passengers and trains to be stranded in the section. Under the condition of fully automatic unmanned driving, it is even necessary to send a driver to board the train and switch to manual mode to return. At this time, the system will not be able to provide any protection for the safety of the train.

[0064] In order to solve the existing problems, the present application provides a train return method, such as Figure 1 As shown, the return method includes:

[0065] Step S1: Sending a control instruction for turning back within the forward route;

[0066] Step S2: dividing the train track into a section where the train passes and a section where the train is located;

[0067] Step S3: determining whether the section passed by the train meets the return condition;

[0068] Step S4: When the reversing condition is met, the reversing direction of the section where the train is located and the section where the train has passed is locked;

[0069] Step S5: Control the train to run along the reverse route and leave the track.

[0070] The present application provides a train reversal method and control device, which enables the route to have the ability to run in both directions without increasing the cost of the signal machine, and no longer requires the configuration of the reversal route and reversal rail, thereby reducing the workload of data configuration. The reversal method and the control device perform special processing on specific scenarios without changing most of the functional logic and principles of the conventional interlocking unit, thereby achieving support and safety protection for reversal at any position.

[0071] The advantage of the present application is that the return method and control device will not affect the general route processing and unlocking logic, remove the restriction of the return position, and do not need to change the normal function of the control device, so as to achieve the functional purpose with minimal modification.

[0072] The train return method of the present application is described in detail below with reference to the accompanying drawings, wherein Figure 1 A schematic diagram of a flow chart of a train return method in one embodiment of the present invention; Figure 2 The figure is a flow chart of a train return method in another embodiment of the present invention.

[0073] It should be noted that the present application involves two scenarios, one is the actual operation scenario of the train, and the other is the train operation scenario displayed in the train automatic supervision unit in the control device. This scenario is a virtual scene displayed in the control system, wherein the actual operation scenario of the train and the train operation scenario displayed in the train automatic supervision unit are usually consistent. Therefore, in the present application, unless otherwise specified, the train's on-track turning method and control device are applicable to the above two scenarios, and do not limit the application scenarios.

[0074] In order to solve the above problems in the present application, the signal machine is first improved. The signal machine in the present application is a bidirectional signal machine with two directions, forward and reverse. By setting the bidirectional signal machine, a forward path and a reverse path with opposite directions are defined in the track.

[0075] The bidirectional signal includes a forward signal and a reverse signal to define a forward route and a reverse route respectively.

[0076] In addition, the bidirectional signal can also be used to define the boundary of subsequent track division. For example, the bidirectional signal is set at both ends of the track, and the bidirectional signal at both ends is used to define the boundary of the track segment.

[0077] Furthermore, the two-way signal is also used to display whether the train can enter the forward route or the reverse route. Only when the two-way signal opens the signal can the train enter the forward route or the reverse route from the platform.

[0078] In one embodiment of the present application, in an actual operation scenario, the reverse signal can be added on both sides of the track. In the automatic train supervision unit, the reverse signal can be a virtual reverse signal as long as it can implement logical operations.

[0079] In one embodiment of the present application, Figure 2 As shown, in step S00, in the design of the track motion system, by modifying the floor plan and data configuration, any signal on the track line has a reverse virtual signal, and any forward route has a reverse route that includes the same axle counting section but in the opposite direction. Through the improvement, the route can have the ability to run in both directions without increasing the cost of the signal, and it is no longer necessary to configure the return route and return rail, reducing the workload of data configuration.

[0080] In an embodiment of the present application, when the dispatcher handles the reversal within the forward route normally as planned, the operation is no different from the traditional operation method. After the train enters the section to be reversed, the ATS sends a control instruction for the reversal within the forward route to the reverse route. The CI only needs to check the general route handling conditions. If the check passes, the signal is opened normally and the locking direction of the section where the train is located is reversed.

[0081] In this application, the return rail is no longer set, so the CI does not check the return rail properties and return rail related conditions during the whole process. Other handling, locking, opening, and unlocking are all carried out in accordance with the safety interlocking logic. The following is a detailed description with reference to the accompanying drawings. Figure 2 The figure is a flowchart of a method for turning back a train on a track in another embodiment of the present invention.

[0082] In step S1, the dispatcher inputs a control instruction for an unplanned return within the forward route through the train automatic supervision unit.

[0083] Specifically, the ATS is improved to add the function of reentry within the forward route. Figure 2 As shown, in step S01, when the dispatcher needs to perform an unplanned reversal operation (such as a sudden situation during the train's travel in the section and the train needs to return), the "reversal within the forward route" function can be used. The starting and ending points of the reversal are selected through ATS, the starting point is the section where the train to be reversing is located, and the end point is the terminal section of the route after the reversal. After the dispatcher inputs the control command for the reversal within the forward route, ATS sends the command to the corresponding CI.

[0084] In step S2, the track is divided into at least a section where the train passes and a section where the train is located.

[0085] In one embodiment of the present application, Figure 2 As shown, in step S03, after receiving the control instruction of the return in the forward route of the ATS, the CI first performs the return preprocessing, including: parsing the section information contained therein, matching it with the currently existing forward route by retrieving the route data, and dividing the forward route into the following three sections, such as Figure 3 :

[0086] The first section is the section where the train passes through on the original route. According to the normal three-point inspection logic within the route, this section should be in the unlocked state.

[0087] The second section is the section where the train is located. The current status of this section is locked, and the locking direction is the same as the original route direction;

[0088] The third section is the section in front of the train in the original route. This section is from the section in front of the train locomotive to the terminal signal of the route. The current status of this section is locked, and the locking direction is the same as the original route direction.

[0089] In step S3, it is checked whether the section passed by the train satisfies the return condition.

[0090] Specifically, after the application is segmented, CI is processed according to the following steps: Figure 2 As shown, step S04 is executed to determine whether the return condition is met, and the return condition includes:

[0091] a) No occupation;

[0092] b) not locked;

[0093] c) Not within the protection range of an activated personal protection button (SPKS);

[0094] d) Not within the protection range of the pressed emergency stop button (ESB);

[0095] e) No section blocking;

[0096] f) There are no other trackside equipment failures or the trackside equipment is in a state that does not allow trains to pass.

[0097] For the train passing section, since the train passing the section will trigger the three-point unlocking, the section will be in the unlocked state unless the forward route is processed again. Similarly, if the train passing section is unlocked, it means that the forward route has not been processed again, and the start signal of the forward route cannot be opened. According to the conditions for ZC to calculate the movement authorization, it can be inferred that there will be no movement authorization covering the train passing section, and no vehicle is preparing to enter the train passing section area.

[0098] Therefore, checking that the section through which the train passes is not occupied (condition a) and not locked (condition b) can ensure that there are no vehicles in the section through which the train passes and no vehicles are about to enter, and further ensure that after the returning train reverses, it will not collide with trains on other lines in the section through which the train passes.

[0099] Among them, the inspection conditions c, d, and e are to ensure that there are no abnormal conditions in the section where the train passes, such as activated personal protection buttons (SPKS), emergency repairs to tracks or equipment, or the need for emergency stop, pressed emergency stop button (ESB), or section blockage. The above conditions are used to check whether the section where the train passes has no human intervention and no entry conditions. The return conditions are met only when there is no human intervention.

[0100] Among them, the inspection condition f is to check whether there are interference conditions of trackside equipment in the section where the train passes.

[0101] In summary, after checking all conditions, the section through which the train passes has actually ensured that the vehicle, passengers, and trackside factors are all met. At this time, there is no risk in locking the section for the returning train and allowing it to pass.

[0102] In step S4, when the reversing condition is met, the reversing direction of the section where the train is located and the section where the train passes are locked.

[0103] In one embodiment of the present application, Figure 2 As shown, the step further includes step S06: determining whether the section passed by the train contains a turnout;

[0104] If the section where the train passes does not contain a turnout, step S07 is executed to directly lock the return direction of the section where the train is located and the section where the train passes;

[0105] If the section where the train passes includes a turnout, step S08 is executed to move the turnout to the target position, and then step S09 is executed to lock the return direction of the section where the train is located and the section where the train passes.

[0106] If the return condition is not met, the return fails and an alarm is issued. Figure 2 Said step S05.

[0107] When judging the reversal conditions, the second and third sections are no longer judged. For the second section, since it is occupied by the train to be reversing, its direction only affects the calculation of the movement authorization. The reverse locking is set for it to cooperate with the ZC matching route and calculating the movement authorization function. No other unfavorable factors are introduced. Moreover, this operation is performed after the locking of the first section is completed, that is, the front is allowed to travel after the train changes ends, so there is no risk in the operation.

[0108] For the third section, because the third section is at the rear end of the train after the train changes ends, it does not affect the calculation of the train's forward movement and movement authorization. Therefore, the locking state and direction remain unchanged and no new risks are introduced.

[0109] Further, the return direction locking includes:

[0110] After the first section (the section where the train passes) is successfully locked in step S10, the locking direction of the second section (the section where the train is located) is changed from the original forward route direction to the reverse route direction after turning back, that is, the train's travel direction is consistent with the locking direction of the first section.

[0111] Step S11: The locking direction and state of the third section (the section ahead of the train) remain unchanged. At this point, the section state processing is completed. Figure 4 shown.

[0112] In the step S5, the train is controlled to move along the reverse route and away from the forward route.

[0113] There are two cases in this step. The first case is when the train is driven manually, in which case the train is manually driven and controlled to turn back according to the signal state. The second case is when the train is automatically controlled, the movement authorization is calculated and the train is automatically controlled to turn back according to the movement authorization.

[0114] Among them, the first case requires more manual intervention, which will not be described here. The second case is described in detail below. In the second case, the return movement authorization is calculated according to the locking status of each section and the running direction of the train; and the train is controlled to move along the reverse route and leave the forward route according to the return movement authorization.

[0115] Specifically, in one embodiment of the present application, Figure 2 As shown, the second situation includes the following steps:

[0116] Step S12, CI sends the processed status of each section to ATS and ZC;

[0117] Step S13, in which the ATS is responsible for issuing a terminal change command (step S02, the moving direction is converted to a reverse route), and the ZC normally matches the route and calculates the moving authorization and sends it to the VOBC;

[0118] Step S14, VOBC executes the end change and controls the train according to the new movement authorization to leave the track.

[0119] Among them, the calculation of the train's terminal change and movement authorization is performed by ATS, ZC, and VOBC according to the conventional logical process, which will not be repeated here.

[0120] After the train is controlled to move along the reverse route and leave the forward route according to the reversing movement authorization, the reversing method further includes:

[0121] Determining that the section the train has passed, the section where the train is located, and the section ahead of the train are all in an idle state;

[0122] If it is in an idle state, unlocking the section that the train has passed, the section where the train is located, and the section ahead of the train;

[0123] If in the occupied state, the section where the train passes, the section where the train is located and the section in front of the train are kept locked.

[0124] In one embodiment of the present application, Figure 2 As shown, the method includes:

[0125] Step S15, when the train runs in the reverse direction and leaves the current route (the subsequent route is handled by ATS as usual according to the reverse route, and CI checks the conditions and opens the signal according to the normal route).

[0126] Step S16: If the section is in the occupied state, the section where the train passes, the section where the train is located and the section in front of the train are kept locked.

[0127] Step S17, if it is in idle state, CI checks that all sections in the route are cleared, and unlocks all sections in the first, second and third sections at one time, such as Figure 5 .

[0128] In the present application, the unlocking of the first, second and third sections is performed after the train leaves and the route is completely idle. Moreover, the first and second sections of the forward route are reverse locked, and the opening conditions are not met, so the starting signal of the forward route will not be opened; for the reverse route, the third section is reverse locked, and the opening conditions are not met, so the starting signal of the reverse route will not be opened. Therefore, there will be no movement authorization for other trains to enter the forward route or the reverse route, and no other trains will enter the forward route or the reverse route. For any route that is idle and no car will enter, all sections are unlocked, so the operations are safe.

[0129] The present application also provides a control device for train return, the control device comprising a bidirectional signal, an automatic train supervision unit, an interlocking unit and a control device:

[0130] Wherein, the bidirectional signal is arranged on both sides of the train running track, and the bidirectional signal has two directions, forward and reverse, so that the track has a forward approach and a reverse approach in opposite directions;

[0131] The automatic train supervision unit is configured to receive a control instruction for turning back within a forward route;

[0132] The interlocking unit is configured to divide the track into a section where the train passes and a section where the train is located; and to determine whether the section where the train passes meets the reversal condition, and when the reversal condition is met, control the bidirectional signal to lock the reversal direction of the section where the train is located and the section where the train passes;

[0133] The control device is configured to control the train to move along the reverse route and away from the forward route.

[0134] Optionally, the bidirectional signal includes a forward signal and a reverse signal.

[0135] Optionally, the reverse signal is a virtual reverse signal.

[0136] Optionally, the interlocking unit is further configured as:

[0137] Dividing the track into a section where the train passes, a section where the train is located, and a section ahead of the train; and

[0138] When the reversal conditions are met, the front section of the train will maintain its original locking direction unchanged.

[0139] Optionally, the control device includes a regional controller and a vehicle controller;

[0140] The zone controller is configured to calculate the turnaround movement authorization based on the locking status of each section and the train running direction;

[0141] The onboard controller is configured to control the train to move along the reverse route and away from the forward route according to the return movement authorization; or

[0142] The on-board controller is configured to manually control the train to move along the reverse route and away from the forward route.

[0143] Optionally, the interlocking unit is further configured as:

[0144] After the train is controlled to move along the reverse route and leave the forward route according to the return movement authorization, it is determined that the section the train has passed, the section where the train is located, and the section ahead of the train are all in an idle state;

[0145] If it is in an idle state, unlocking the section that the train has passed, the section where the train is located, and the section ahead of the train;

[0146] If in the occupied state, the section where the train passes, the section where the train is located and the section in front of the train are kept locked.

[0147] Optionally, the interlocking unit is further configured as:

[0148] Before locking the return direction of the section where the train is located and the section where the train has passed, determining whether the section where the train has passed contains a turnout;

[0149] If the section where the train passes does not contain a turnout track, the return direction of the section where the train is located and the section where the train passes are directly locked;

[0150] If the section where the train passes includes a turnout, the return direction of the section where the train is located and the section where the train passes are locked after the turnout is turned to the target position.

[0151] Optionally, the interlocking unit is further configured as:

[0152] Before locking the return direction of the section where the train is located and the section where the train passes, check and make sure that the section where the train passes is not occupied and is not locked.

[0153] Optionally, the interlocking unit is further configured as:

[0154] Before locking the return direction of the section where the train is located and the section where the train passes, check for conditions that the train cannot enter the section without human intervention.

[0155] Optionally, the interlocking unit is further configured as:

[0156] Before locking the return direction of the section where the train is located and the section where the train is passing,

[0157] It is determined that there is no trackside equipment failure on both sides of the track or that the trackside equipment is in a state that does not allow passage.

[0158] It should be noted that the control device for the train turnaround described in the present application is used to implement the train turnaround method on the track described above. The improvements of the control equipment in the control device including various functional units such as the area controller and the on-board controller and the steps and methods executed by each functional element can all be referred to the relevant explanations and instructions in the train turnaround method on the track described above, and will not be repeated here.

[0159] This application provides a new function that enables CI to support return at any position, and minimizes the amount of change and impact on the signal system, thereby reducing the introduction of new scenarios and the workload of safety assessment and analysis. For ZC and VOBC, since no modification is made at all, no new analysis is required. For ATS, since it only serves as a human-computer interaction interface and adds a manual command, it does not bear protection responsibility itself and will not introduce risks, so no new analysis is required.

[0160] For CI, because the modification is to add functions, and this function only acts on the positive and negative routes with exactly the same physical segments, it will not have any impact on other routes, nor will it introduce new risks to other areas. Although example embodiments have been described herein with reference to the accompanying drawings, it should be understood that the above example embodiments are merely exemplary and are not intended to limit the scope of the present invention. A person of ordinary skill in the art may make various changes and modifications therein without departing from the scope and spirit of the present invention. All such changes and modifications are intended to be included within the scope of the present invention as required by the appended claims.

[0161] In the description provided herein, a large number of specific details are described. However, it is understood that embodiments of the present invention can be practiced without these specific details. In some instances, well-known methods, structures and techniques are not shown in detail so as not to obscure the understanding of this description.

[0162] Similarly, it should be understood that in order to streamline the present invention and help understand one or more of the various inventive aspects, in the description of the exemplary embodiments of the present invention, the various features of the present invention are sometimes grouped together into a single embodiment, figure, or description thereof. However, the method of the present invention should not be interpreted as reflecting the following intention: the claimed invention requires more features than the features explicitly stated in each claim. More specifically, as reflected in the corresponding claims, the inventive point is that the corresponding technical problem can be solved with less than all the features of a single disclosed embodiment. Therefore, the claims following the specific embodiment are hereby expressly incorporated into the specific embodiment, wherein each claim itself serves as a separate embodiment of the present invention.

[0163] It will be understood by those skilled in the art that, except for mutually exclusive features, all features disclosed in this specification (including the accompanying claims, abstracts and drawings) and all processes or units of any method or device disclosed in this specification may be combined in any combination. Unless otherwise expressly stated, each feature disclosed in this specification (including the accompanying claims, abstracts and drawings) may be replaced by an alternative feature that provides the same, equivalent or similar purpose.

[0164] In addition, those skilled in the art will appreciate that, although some embodiments described herein include certain features included in other embodiments but not other features, the combination of features of different embodiments is meant to be within the scope of the present invention and form different embodiments. For example, in the claims, any one of the claimed embodiments may be used in any combination.

[0165] It should be noted that the above embodiments illustrate rather than limit the invention, and that those skilled in the art may devise alternative embodiments without departing from the scope of the appended claims. In the claims, any reference symbol between brackets shall not be construed as a limitation on the claims. The invention may be implemented by means of hardware comprising a number of different elements and by means of a suitably programmed computer. In a unit claim enumerating a number of means, several of these means may be embodied by the same hardware item. The use of the words first, second, and third, etc., does not indicate any order. These words may be interpreted as names.

Claims

1. A train reversal method, characterized in that: Two-way signals are arranged on both sides of the train track so that the train track has a forward route and a reverse route in opposite directions. The two-way signals include a forward signal and a reverse signal. The train track includes a section where the train passes and a section where the train is located. The reversal method includes: Send a control command to return within the forward route; Determine whether the section passed by the train meets the return condition; When the reversal condition is met, the reversal direction of the section where the train is located and the section where the train has passed are locked; The train is controlled to run along the reverse route and leave the track.

2. The return method according to claim 1, characterized in that: The reverse signal is a virtual signal.

3. The return method according to claim 1, characterized in that: The track also includes a section in front of the train, and the return method further includes: When the reversing condition is met, the reversing direction of the section where the train is located and the section where the train has passed are locked, while the section in front of the train maintains the original locking direction unchanged.

4. The return method according to claim 3, characterized in that: Controlling the train to run along the reverse route and leave the track includes: Calculate the turnaround authorization based on the locking status of each section and the train's running direction; Control the train to move away from the forward route along the reverse route according to the return movement authorization; or The train is manually controlled to move along the reverse route and away from the forward route according to the locking status of each section and the running direction of the train.

5. The return method according to claim 4, characterized in that: After the train is controlled to move along the reverse route and leave the forward route according to the reversing movement authorization, the reversing method further includes: Determine whether the section where the train passes, the section where the train is located, and the section ahead of the train are all in an idle state; If it is in an idle state, unlocking the section that the train has passed, the section where the train is located, and the section ahead of the train; If in the occupied state, the section where the train passes, the section where the train is located and the section in front of the train are kept locked.

6. The return method according to claim 1, characterized in that: Before locking the turning direction of the section where the train is located and the section where the train has passed, the turning method further includes: Determining whether the section through which the train passes contains a turnout; If the section where the train passes does not contain a turnout, the turning direction of the section where the train is located and the section where the train passes are directly locked; If the section where the train passes includes a switch, after the switch is moved to the target position, the return direction of the section where the train is located and the section where the train passes are locked.

7. The return method according to claim 1, characterized in that: Before locking the turning direction of the section where the train is located and the section where the train has passed, the turning method further includes: Check and confirm that the section through which the train passes is not occupied and locked; and / or check for conditions that make the section through which the train passes inaccessible without human intervention; and / or confirm that there are no trackside equipment failures on both sides of the track or that the trackside equipment is in a state that does not allow passage.

8. A train turnaround control device, characterized in that: The control device includes a two-way signal, an automatic train supervision unit, an interlocking unit and a control device: Wherein, the bidirectional signal with forward and reverse directions is arranged on both sides of the train running track so that the track has a forward approach and a reverse approach in opposite directions, and the bidirectional signal includes a forward signal and a reverse signal; The automatic train supervision unit is configured to receive a control instruction for turning back within a forward route; The interlocking unit is configured to divide the track into a section where the train passes and a section where the train is located; and determine whether the section where the train passes meets the reversing condition, and when the reversing condition is met, lock the section where the train is located and the section where the train passes in the reversing direction; The control device is configured to control the train to move along the reverse route and away from the forward route.

9. The control device according to claim 8, characterized in that: The control device includes a regional controller and a vehicle controller; The zone controller is configured to calculate the turnaround movement authorization based on the locking status of each section and the train running direction; The onboard controller is configured to control the train to move along the reverse route and away from the forward route according to the return movement authorization; or The on-board controller is configured to manually control the train to move along the reverse route and away from the forward route.

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